JP7440599B2 - work vehicle - Google Patents

Description

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

Conventionally, Patent Document 1 is known as an agricultural machine. The agricultural machine of Patent Document 1 includes a traveling machine that can freely switch 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 a traveling machine that can switch between manual traveling and automatic traveling by automatic steering. It is equipped with a changeover switch that allows you to freely switch between driving and driving.

Japanese Patent Application Publication No. 2017-123803

In the agricultural machine of Patent Document 1, the position of the machine body is detected by GPS etc. to set a reference travel line, set travel line, etc., so the influence of position measurement such as GPS etc. on the steering, running, etc. of the machine body. The reality is that it cannot be alleviated.

SUMMARY OF THE INVENTION In view of the above-mentioned problems, it is an object of the present invention to provide a work vehicle that can drive the vehicle body along a planned travel line even if there is an influence of positioning error (positioning accuracy) caused by a positioning device.

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

The work vehicle includes a vehicle body that can run, a work device that is attached to the vehicle body and performs work, a steering wheel that steers the vehicle body by rotational operation, and a steering wheel that is provided on the vehicle body and that is based on signals from a positioning satellite. a positioning device that detects the vehicle body position using the positioning device, a correction switch that corrects the vehicle body position detected by the positioning device, and automatically steers the vehicle body based on the vehicle body position detected by the positioning device and a planned travel line. a display device capable of displaying a deviation between the vehicle body position detected by the positioning device and the planned travel line; As the deviation, a positional deviation between the vehicle body position and the scheduled travel line is displayed, and when the vehicle body position is corrected by the correction switch, the positional deviation is changed in accordance with the correction of the vehicle body position by the correction switch. and display it.

When the vehicle body position is corrected by the correction switch, the display device changes and displays the position deviation by the amount of correction of the vehicle body position by the correction switch.

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

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

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

The work vehicle includes a control device to which the correction switch is connected and controls the automatic steering mechanism, and the control device sets a correction amount for the vehicle body position based on an 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 steering or the like is performed using the vehicle body position detected by the positioning device, the influence of positioning errors caused by the positioning device can be reduced.

FIG. 2 is a diagram showing the configuration and control block diagram of a tractor. It is an explanatory view explaining automatic steering. It is an explanatory view explaining the amount of correction in a push switch. It is an explanatory view explaining the amount of correction 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 showing the 1st correction part and the 2nd correction part in a slide switch. This shows a situation where the calculated vehicle body position shifts to the right while the vehicle is traveling straight during automatic steering. This shows a situation where the calculated vehicle body position shifts to the left while the vehicle is traveling straight during automatic steering. FIG. 3 is a view of the cover in front of the driver's seat as viewed from the driver's seat side. It is an explanatory view explaining automatic steering. It is a figure which shows an example of the driving screen M1. FIG. 3 is a diagram showing a position deviation display section. FIG. 6 is a diagram illustrating an example of a positional deviation between a calculated vehicle body position W1 and a scheduled travel line L2 displayed on a positional deviation display section. FIG. 6 is a diagram showing a state in which the positional deviation between the corrected vehicle body position W3 and the scheduled travel line L2 is approximately zero, displayed on the positional deviation display section. FIG. 7 is a diagram showing a state in which the positional deviation between the corrected vehicle body position W3 and the scheduled travel line L2 is large, displayed on the positional deviation display section. It is an overall view of a tractor.

Embodiments of the present invention will be described below based on 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. In the case of this embodiment, the work vehicle 1 is a tractor. However, the work vehicle 1 is not limited to a tractor, and may be an agricultural machine (agricultural vehicle) such as a combine harvester or a transplanter, or a construction machine (construction vehicle) such as a loader work 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 Figure 10) is the front, the rear side of the driver (direction of arrow A2 in Figure 10) is the rear, and the left side of the driver. The description will be made assuming that the direction of arrow B1 in FIG. 10 is the left side, and the right side of the driver (the direction of arrow B2 in FIG. 10) is the right side. Further, the horizontal direction (arrow B3 direction in FIG. 10), which is a direction orthogonal to the longitudinal direction of the work vehicle 1, will be described as the vehicle body width direction.

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 is capable of traveling. The traveling device 7 is a device having front wheels 7F and rear wheels 7R. The front wheel 7F may be a tire type or a crawler type. Further, the rear wheel 7R may also be a tire type or a crawler type.

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

Furthermore, a connecting portion 8 configured with a three-point linkage mechanism or the like is provided at the rear 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 working equipment includes tillage equipment for tilling, fertilizer spreading equipment for spreading fertilizer, agricultural chemical spraying equipment for spraying pesticides, harvesting equipment for harvesting, reaping equipment for reaping grass, etc., spreading equipment for spreading grass, etc. These include a grass collecting device that collects grass, etc., and a forming device that shapes grass, etc.

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

The auxiliary transmission section 5c, like the main transmission section 5b, includes a plurality of gears and a shifter that changes the connection of the gears. The sub-transmission section 5c changes and outputs the rotation input from the main transmission section 5b by appropriately changing the connection (meshing) of a plurality of gears using a shifter (shifting).

The shuttle section 5d has a shuttle shaft 12 and a forward/reverse switching section 13. Power output from the sub-transmission section 5c is transmitted to the shuttle shaft 12 via gears and the like. The forward/reverse switching section 13 is composed of, for example, a hydraulic clutch, and switches the direction of rotation of the shuttle shaft 12, that is, between forward and backward movement of the tractor 1, by turning on and off the hydraulic clutch. The shuttle shaft 12 is connected to a 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 5e includes 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 a PTO shaft 16 via a gear or the like. The PTO clutch 15 is composed of, for example, a hydraulic clutch, and depending on whether the hydraulic clutch is turned on or off, the power of the propulsion shaft 5a is transmitted to the PTO propulsion shaft 14, and the power of the propulsion shaft 5a is not transmitted to the PTO propulsion shaft 14. The state changes.

The front transmission section 5f includes 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, power from the shuttle shaft 12 is transmitted via a gear and a transmission shaft. The power from the first clutch 17 and the second clutch 18 can be transmitted to the front axle 21F via the front transmission shaft 22. Specifically, the front transmission shaft 22 is connected to 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 comprised of hydraulic clutches and 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 the hydraulic pump 33 is supplied. The first clutch 17 is switched between a connected state and a disconnected state depending on the opening degree of the first operating valve 25. An oil passage is connected to the second clutch 18 , and the oil passage is connected to a second operating valve 26 . The second clutch 18 is switched between a connected state and a disconnected state depending on the opening degree of the second operating valve 26. The first operating valve 25 and the second operating valve 26 are, for example, two-position switching valves with a solenoid valve, and are switched to a connected state or a disconnected state by energizing or demagnetizing a solenoid of the solenoid valve.

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 wheel 7F through the second clutch 18. As a result, the front wheel 7F and the rear wheel 7R are driven by power (4WD), and the rotational speeds of the front wheel 7F and the rear wheel 7R are approximately the same (4WD constant speed state). On the other hand, when the first clutch 17 is in the connected state and the second clutch 18 is in the disengaged state, the vehicle becomes four-wheel drive and the rotation speed of the front wheels 7F becomes faster than the rotation speed of the rear wheels 7R (4WD speed increase state). ). Further, when the first clutch 17 and the second clutch 18 are in the connected state, the power of the shuttle shaft 12 is not transmitted to the front wheels 7F, so the vehicle becomes a two-wheel drive (2WD) in which the rear wheels 7R are driven by the power.

The tractor 1 includes 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, Michibiki, etc. That is, the positioning device 40 receives a received signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from a positioning satellite, and detects a position (for example, latitude, longitude) based on the received signal. The positioning device 40 includes a receiving device 41 and an inertial measurement unit (IMU) 42 . The receiving device 41 is a device that has an antenna and the like and receives a received signal transmitted from a positioning satellite, and is attached to the vehicle body 3 separately from the inertial measurement device 42. In this embodiment, the receiving device 41 is attached to a ROPS 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 includes an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The inertial measurement device 42 is provided below the vehicle body 3, for example, the driver's seat 10, and can detect the roll angle, pitch angle, yaw angle, etc. of the vehicle body 3.

As shown in FIG. 1 , the tractor 1 includes a steering device 11 . The steering device 11 is a device that can perform manual steering in which the vehicle body 3 is steered by the driver's operation, and automatic steering in which the vehicle body 3 is automatically steered without the driver's operation.

The steering device 11 includes a steering handle (steering wheel) 30 and a steering shaft (rotating shaft) 31 that rotatably supports the steering handle 30. Further, the steering device 11 has an auxiliary mechanism (power steering device) 32. The auxiliary mechanism 32 assists the rotation of the steering shaft 31 (steering handle 30) using hydraulic pressure or the like. The auxiliary mechanism 32 includes a hydraulic pump 33, a control valve 34 to which hydraulic oil discharged from the hydraulic pump 33 is supplied, and a steering cylinder 35 operated by the control valve 34. The control valve 34 is, for example, a three-position switching valve that can be switched by moving a spool or the like, and is switched in accordance with the steering direction (rotation direction) of the steering shaft 31. The steering cylinder 35 is connected to an arm (knuckle arm) 36 that changes the direction of the front wheel 7F.

Therefore, when the driver grasps the steering handle 30 and operates it in one direction or the other, the switching position and opening degree of the control valve 34 are switched in accordance with the direction of rotation of the steering handle 30, and the control valve 34 is switched. The steering direction of the front wheels 7F can be changed by expanding and contracting the steering cylinder 35 to the left or right depending on the switching position and opening degree. In other words, the direction of movement of the vehicle body 3 can be changed to the left or right by manually steering the steering handle 30.

Next, automatic steering will be explained.

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

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

After setting the running reference line L1 (after S6), for example, the tractor 1 (vehicle body 3) is moved to a location different from the location where the running reference line L1 was set (S7), and the driver operates the steering changeover switch 52. When this is performed (S8), a scheduled travel line L2, which is a straight line parallel to the travel reference line L1, is set (S9). After setting the scheduled travel line L2, automatic steering is started and the traveling direction of the tractor 1 (vehicle body 3) is changed to follow the scheduled travel line L2. For example, if the current vehicle body position is on the left side with respect to the planned travel line L2, the front wheels 7F are steered to the right, and if the current vehicle body position is on the right side with respect to the planned travel line L2, the front wheels 7F are steered to the right. is steered to the left. Note that during automatic steering, the traveling speed (vehicle speed) of the tractor 1 (vehicle body 3) can be changed by the driver manually changing the amount of operation of an accelerator member (accelerator pedal, accelerator lever) provided on the tractor 1, This can be changed by changing the gear position of the transmission 5.

Further, after the automatic steering starts, if the driver operates the steering changeover switch 52 at any point, the automatic steering can be ended. That is, the end point of the scheduled travel line L2 can be set by terminating the automatic steering by operating the steering changeover switch 52. That is, the length from the start point to the end point of the scheduled travel line L2 can be set longer or shorter than the travel reference line L1. In other words, the scheduled travel line L2 is not associated with the length of the reference travel line L1, and the scheduled travel line L2 allows the vehicle to travel a distance longer than the length of the reference travel line L1 while automatically steering the vehicle.

As shown in FIG. 1, the steering device 11 has an automatic steering mechanism 37. The automatic steering mechanism 37 is a mechanism that automatically steers the vehicle body 3, and automatically steers the vehicle body 3 based on the position of the vehicle body 3 (vehicle body position) detected by the positioning device 40. The automatic steering mechanism 37 includes a steering motor 38 and a gear mechanism 39. The steering motor 38 is a motor whose rotation direction, rotation speed, rotation angle, etc. can be controlled based on the vehicle body position. The gear mechanism 39 includes a gear that is provided on the steering shaft 31 and rotates together with the steering shaft 31, and a gear that is provided on the rotation shaft of the steering motor 38 and rotates together with the rotation shaft. When the rotating shaft of the steering motor 38 rotates, the steering shaft 31 automatically rotates (rotates) via the gear mechanism 39, and the steering direction of the front wheels 7F is 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 includes a display device 45. The display device 45 is a device that can display various information regarding the tractor 1, and can display at least driving information of the tractor 1. The display device 45 is provided in front of the driver's seat 10.

As shown in FIG. 1, the tractor 1 includes a setting switch 51. As shown in FIG. The setting switch 51 is a switch for switching to a setting mode in which settings are made at least before the start of automatic steering. The setting mode is a mode in which various settings regarding the automatic steering are performed before starting the automatic steering, for example, a mode in which the starting point and ending point of the travel reference line L1 are set.

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

The tractor 1 includes a steering changeover switch 52. The steering changeover switch 52 is a switch that starts or ends automatic steering. Specifically, the steering changeover switch 52 can be switched upward, downward, forward, and backward from the neutral position, and when the steering changeover switch 52 is switched downward from the neutral position while the setting mode is enabled, the automatic steering starts. If the setting mode is activated and the neutral position is switched upward, the automatic steering end signal is output. Further, when the steering changeover switch 52 is later switched from the neutral position while the setting mode is enabled, the steering changeover switch 52 outputs a message indicating that the current vehicle body position is to be set to the starting point P10 of the travel 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 setting mode is switched from the neutral position to the front with the setting mode enabled.

The tractor 1 is equipped with a correction switch 53. The correction switch 53 is a switch that corrects the vehicle body position (latitude, longitude) measured by the positioning device 40. That is, the correction switch 53 adjusts the vehicle body position calculated from the satellite signal (position of the positioning satellite, transmission time, correction information, etc.) and the measurement information (acceleration, angular velocity) measured by the inertial measurement device 42 (referred to as the calculated vehicle body position). ) is a switch that corrects the

The correction switch 53 is comprised of a push switch that can be pressed or a slide switch that can be slid. Hereinafter, cases in which the correction switch 53 is a push switch or a slide switch will be described.

When the correction switch 53 is a push switch, the correction amount is set based on the number of times the push switch is operated. The correction amount is determined by correction amount=number of operations×correction amount per number of operations (correction amount per unit). For example, as shown in FIG. 3A, each time the push switch is operated, the correction amount increases by several centimeters or tens of centimeters. 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) a correction amount based on the number of times the push switch is operated. Note that the first control device 60A can change the correction amount per predetermined operation of the push switch, that is, 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. On the setting screen M30, a setting input section 91 for inputting a correction amount per push switch operation (correction amount per unit) is displayed. The correction amount per unit in 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 into 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 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. Note that even if the correction switch 53 is a slide switch, the correction amount can be changed in the same way as a 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. On the setting screen M31, 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 is displayed. The correction amount per unit in 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 into the setting input section 92, the correction amount (correction amount per unit) for each 5 mm increase in displacement amount is changed from 2 cm to 4 cm, for example, as shown in FIG. 3B. can do. Note 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 includes a first correction section 53A and a second correction section 53B. The first correction section 53A is a section that instructs correction of the vehicle body position corresponding to one side in the width direction of the vehicle body 3, that is, the left side. The second correction unit 53B is a part that instructs 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 switch forming the first correction section 53A and the switch forming the second correction section 53B are integrated. Note that the switch forming the first correction section 53A and the switch forming the second correction section 53B may be arranged apart from each other. As shown in FIG. 3A, each time the first correction section 53A is pressed, the correction amount corresponding to the left side of the vehicle body 3 (left correction amount) increases. Moreover, each time the second correction part 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 section 53A and the second correction section 53B include a knob 55 that moves to the left or right along the longitudinal direction of the elongated hole. There is. When the correction switch 53 is a slide switch, the first correction section 53A and the second correction section 53B are arranged apart from each other in the width direction. As shown in FIG. 3B, when the knob 55 is gradually displaced to the left from a predetermined reference position, the left correction amount increases in accordance with the amount of displacement. Moreover, when the knob 55 is gradually displaced to the right from a predetermined reference position, the right correction amount increases in accordance with the amount of displacement. As shown in FIG. 4B, in the case of a slide switch, the first correction section 53A and the second correction section 53B are integrally formed, the reference position of the knob 55 is set at the center, and the reference position of the knob 55 is set at the center. 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 from the intermediate position to the right.

Next, the correction amount (left correction amount, right correction amount) by the correction switch 53 and the scheduled travel line L2
The relationship between this and the behavior (travel trajectory) of the tractor 1 (vehicle body 3) will be explained.

FIG. 5A shows a state in which the calculated vehicle body position W1 shifts to the right while the vehicle is traveling straight during automatic steering. As shown in FIG. 5A, when 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 scheduled travel line If the lines L2 and L2 match, the tractor 1 travels along the scheduled travel line L2. That is, in the section P1 where there is no error in the positioning of the positioning device 40 and the vehicle body position detected by the positioning device 40 (calculated vehicle body position W1) is the same as the actual position W2, the tractor 1 travels along the scheduled travel line L2. . Note that if 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 W3 corrected by the correction amount are the same value. The corrected vehicle body position W3 is calculated as follows: 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 scheduled travel line L2, an error occurs in the positioning of the positioning device 40 due to various influences, and the positioning device 40 detects the error. Assuming that the vehicle body position W1 deviates to the right with respect to the scheduled travel line L2 (actual position W2) and the amount of deviation W4 is maintained, the tractor 1 will detect that there is a deviation between the calculated vehicle body position W1 and the scheduled travel line L2. It is determined that this has occurred, and the tractor 1 is steered to the left so as to eliminate the deviation amount W4 between the calculated vehicle body position W1 and the planned travel line L2. Then, the actual position W2 of the tractor 1 is shifted to the planned travel line L2 by left steering. After that, assume that the driver notices that the tractor 1 has deviated from the planned travel line L2, and increases the right correction amount from zero by steering the second correction section 53B at position P21. A right correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be made 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 a direction that eliminates the deviation amount W4 that occurs near the position P20. Note that, as shown in position P21 in FIG. 5A, if the actual position W2 of the tractor 1 is far to the left from the planned travel line L2 after correcting the vehicle body position, the tractor 1 is steered to the right, and the tractor 1 is steered to the right. The actual position W2 can be made to coincide with the planned travel line L2.

FIG. 5B shows a state in which the calculated vehicle body position W1 shifts to the left while the vehicle is traveling straight during automatic steering. As shown in FIG. 5B, in a state where automatic steering has been started, if the actual position W2 and the calculated vehicle body position W1 match, and the actual position W2 and the planned travel line L2 match, then the state shown in FIG. 5A Similarly, the tractor 1 travels along the scheduled travel line L2. That is, similarly to FIG. 5A, in the section P2 in which there is no error in positioning by the positioning device 40, the tractor 1 travels along the scheduled travel line L2. Further, similarly to FIG. 5A, the calculated vehicle body position W1 and the corrected vehicle body position W3 have the same value.

Here, at position P22, an error occurs in the positioning of the positioning device 40 due to various influences, and the vehicle body position W1 detected by the positioning device 40 deviates to the left with respect to the actual position W2, and the deviation amount W5 is not maintained. If so, the tractor 1 is steered to the right so as to eliminate the deviation amount 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 has deviated from the planned travel line L2, and the driver increases the left correction amount from zero by steering the first correction section 53A at position P23. Then, the left correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be made substantially the same as the actual position W2. That is, by setting the left correction amount by the first correction unit 53A, it is possible to correct the vehicle body position of the positioning device 40 in a direction that eliminates the deviation amount W5 that occurs near the position P22. Note that, as shown in position P23 in FIG. 5B, if the actual position W2 of the tractor 1 is far to the right from the planned travel line L2 after the correction of the vehicle body position, the tractor 1 is steered to the left, and the tractor 1 is steered to the left. The actual position W2 can be made to coincide with the planned travel line L2.

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

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

Panel cover 178 supports display device 45. A support portion 178e that supports the display device 45 is provided on the upper plate portion 178a of the panel cover 178. The support portion 178e supports the display device 45 in front of the steering shaft 31 and below the steering handle 30. Further, the upper plate portion 178a has a mounting surface 178f on which the setting switch 51, correction switch 53, and screen changeover switch 54 are mounted. The mounting surface 178f is provided behind the support portion 178e and below the steering handle 30. The support portion 178e and the mounting surface 178f are continuous, and the support portion 178e is located at the front of the upper plate portion 178a, and the mounting surface 178f is located at the rear of the upper plate portion 178a. The setting switch 51, correction switch 53, and screen changeover switch 54 are attached to the mounting surface 178f. Thereby, the setting switch 51, the correction switch 53, and the screen changeover switch 54 are arranged around the steering shaft 31.

A shuttle lever 181 projects from the left plate portion 178b of the panel cover 178. The shuttle lever 181 is a member that performs an operation to switch the running direction of the vehicle body 3. To explain in more detail, by operating (swinging) the shuttle lever 181 forward, the forward/reverse switching section 13 becomes in a state of outputting forward power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the forward direction. Further, by operating (swinging) the shuttle lever 181 backward, the forward/reverse switching section 13 becomes in a state of outputting backward power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the backward direction. When the shuttle lever 181 is in the neutral position, no power is output to the traveling device 7.

The column cover 179 is arranged below the steering handle 30 and covers the upper part of the steering shaft 31. The column cover 179 is formed into a substantially rectangular tube shape and projects upward from the mounting surface 178f of the panel cover 178. That is, the mounting surface 178f is provided around the column cover 179. Therefore, the setting switch 51, correction switch 53, and screen changeover switch 54 attached to the mounting surface 178f are arranged around the column cover 179.

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 explained 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 comprised of a swingable lever. The steering changeover switch 52 is swingable about 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 changeover switch 52 protrudes to one side (left side) of the column cover 179.

The correction switch 53 is arranged on the other side (right side) of the steering shaft 31. More specifically, the correction switch 53 is disposed to the right and rear of the steering shaft 31 (diagonally right rear). In terms of positional relationship with the column cover 179, the correction switch 53 is arranged on the right and rear side of the column cover 179 (diagonally right rear side). In terms of positional relationship with the mounting surface 178f of the panel cover 178, the correction switch 53 is arranged at the rear right of the mounting surface 178f. By arranging the correction switch 53 at the rear of the inclined mounting surface 178f, a long distance between the correction switch 53 and the steering handle 30 can be ensured. Thereby, unintentional operation of the correction switch 53 and steering of the steering wheel 30 can be more reliably prevented.

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 disposed on the right and front of the steering shaft 31 (diagonally right front). In terms of positional relationship with the column cover 179, the screen changeover switch 54 is disposed on the right and front (diagonally right front) of the column cover 179. In terms of positional relationship with the mounting surface 178f of the panel cover 178, the screen changeover switch 54 is arranged at the front right portion of the mounting surface 178f. Further, 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 located around the steering shaft 31. Therefore, the driver can understand the position of each switch at a glance. In addition, the driver can operate each switch while remaining seated in the driver's seat 10 without changing his or her posture. Therefore, operability is improved and erroneous operations can be prevented. Further, the harness (wiring) routed from each switch can be shortened.

In addition, regarding the arrangement of the above-mentioned switches, 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 placed on the right side of the steering shaft 31, and the correction switch 53 may be placed on the left side of the steering shaft 31.

As shown in FIG. 1, the tractor 1 includes a plurality of control devices 60. The plurality of control devices 60 are devices that control the traveling system of the tractor 1, control the work system, calculate the vehicle body position, and the like. The plurality of control devices 60 are a first control device 60A, a second control device 60B, and a third control device 60C.

The first control device 60A receives the 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 vehicle body position based on the reception information and measurement information. seek. For example, when the correction amount by the correction switch 53 is zero, that is, when the correction switch 53 has not been instructed to correct the vehicle body position, the first control device 60A controls the calculated vehicle body position calculated based on the received information and the measurement information. No correction is made to the position W1, and the calculated vehicle body position W1 is determined as the vehicle body position used during automatic steering. On the other hand, when the correction switch 53 is instructed to correct the vehicle body position, the first control device 60A adjusts the vehicle body position based on either the number of operations of the correction switch 53 or the amount of operation (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 by the correction amount is determined as the vehicle body position to be used during automatic steering.

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

As shown in FIG. 7, when the deviation between the vehicle body position and the scheduled travel line L2 is less than the threshold value, the second control device 60B maintains the rotation angle of the rotation shaft of the steering motor 38. If the deviation between the vehicle body position and the scheduled travel line L2 is greater than or equal to the threshold and the tractor 1 is located on the left side with respect to the scheduled travel line L2, the second control device 60B controls the steering direction of the tractor 1 to the right. The rotation shaft of the steering motor 38 is rotated so that the rotation direction of the steering motor 38 is 0. If the deviation between the vehicle body position and the scheduled travel line L2 is greater than or equal to the threshold value and the tractor 1 is located on the right side of the scheduled travel line L2, the second control device 60B controls the steering direction of the tractor 1 to the left. The rotation shaft of the steering motor 38 is rotated so that the rotation direction of the steering motor 38 is 0. In the embodiment described above, the steering angle of the steering device 11 was changed based on the deviation between the vehicle body position and the planned travel line L2, but the steering angle of the steering device 11 was changed based on the deviation between the vehicle body position and the planned travel line L2. (travel direction) is different from the azimuth (vehicle body orientation) F1, that is, when the angle θ of the vehicle body azimuth F1 with respect to the planned travel line L2 is equal to or greater than the threshold value, the second control device 60B controls the angle θ to be zero (vehicle body 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 azimuth (azimuth deviation θ). You may. The setting of the steering angle in automatic steering in the embodiment described above is an example, and is not limited.

The third control device 60C raises and lowers the connecting portion 8 in accordance with the operation of operating members 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 above-mentioned driving system control, work system control, and vehicle body position calculation are not limited.

Settings regarding the running of the vehicle body 3 can be made using the display device 45.

The details of the display device 45 will be explained 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 prime mover 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 prime mover rotation speed detected by the prime mover rotation sensor, etc. as the driving information.

Further, the display device 45 can acquire information on various switches, for example, information on the setting switch 51, the steering changeover 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 on the steering changeover switch 52, and information on commands for the start point P10 and end point P11 of the driving reference line L1 on the steering changeover switch 52. can do.

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

The display device 45 can display the amount of deviation (deviation) between the vehicle body 3 and the scheduled 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 scheduled travel line L2 as a deviation. When a predetermined operation is performed on the display device 45, the display device 45 displays the driving screen M1.

The driving screen M1 has a driving display section 61 that shows driving information. The operation display section 61 includes a rotation display section 62 that displays the number of rotations of the prime mover 4 (the number of rotations of the prime mover) as operation information. The rotation display section 62 includes a level display section 63. The level display section 63 is a section that displays the prime mover rotation speed in stages. For example, the level display section 63 includes a scale section 65 and an index section 80. The scale portion 65 includes, for example, a first line 65A and a plurality of second lines 65B allocated at predetermined intervals along the first line 65A. Moreover, the scale portion 65 has a first line 65A and a third line 65C spaced apart from each other by a predetermined interval. The first line 65A and the third line 65C are formed, for example, in a semicircular shape, and have a minimum value at one end (for example, the left side) and a maximum value at the other end (for example, the right side). .

The indicator portion 80 is a bar whose length changes depending on the rotational speed of the prime mover. For example, the indicator part 80 is located between the first line 65A and the third line 65C, and when the value of the prime mover rotation speed is the minimum value of zero, the indicator part 80 is located between the first line 65A and the third line 65C. If it is located on one end side (left side) and has the shortest length and the value of the prime mover rotation speed is the maximum value, the first line 65A and the third line 65C from the one end side (left side) The third line 65C extends toward the other end (right side) and has the longest length. The rotation display section 62 includes a number display section 64. The numerical display section 64 displays the prime mover rotation speed in numbers. For example, the rotating display section 62 is arranged inside a semicircle between the first line 65A and the third line 65C.

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

The driving screen M1 has an icon display section 67 that displays a plurality of icon sections 66. The icon display section 67 is a section that shows various information using the icon section 66. That is, the settings related to driving such as automatic steering, for example, the setting state set in the setting mode are displayed in the icon section 66. The icon display section 67 is located at a different position from the operation display section 61, and is arranged, for example, at the top of the operation screen M1.

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

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

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

The fifth icon section 66E is displayed when the connecting section 8 is in an up/down state. The sixth icon section 66F is displayed when the vehicle is in the 4WD speed increase state. The color of the seventh icon section 66G changes depending on the receiving sensitivity of the receiving signal of the receiving device 41.

As shown in FIGS. 8A and 8B, the operation screen M1 has a position deviation display section 68. The positional deviation display section 68 is a part that displays in stages the positional deviation (deviation amount) between the calculated vehicle body position W1 and the planned travel line L2. The position deviation display section 68 includes a scale section 68a and an index section 68b. The scale portion 68a includes an origin 68a1 and a data line 68a2 extending from the origin 68a1 in the horizontal direction on the operation screen M1. The origin 68a1 indicates a 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 indicating the magnitude of the positional deviation, and the side opposite to the origin 68a1 is set to the maximum value. 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 area to the right from the origin 68a1 (Other side) is a region (portion) indicating a positional deviation when the vehicle body 3 is displaced to the right (other side) from the planned travel line L2. Further, the data line 68a2 shows an auxiliary scale divided into a plurality of stages, and by pointing the indicator portion 68b to the auxiliary scale, it is possible to grasp the magnitude of the positional deviation.

The indicator 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 located 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 scheduled travel line L2 and the positional deviation is the maximum value, the index portion 68b is located at the left end of the data line 68a2. When the vehicle body 3 is displaced to the right (the other side) from the scheduled travel line L2 and the positional deviation is the maximum value, the index portion 68b is located at the right end 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 division 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 five divisions of the data line 68a2. Note that the numerical value of the positional deviation is an example and is not limited.

In this way, the position deviation display section 68 displays the result detected by the positioning device 40, that is, the position deviation (deviation amount) between the calculated vehicle body position W1 and the planned travel line L2, thereby controlling the correction by the correction switch 53. You can easily understand the timing and presence or absence of correction. For example, during automatic steering, the actual position W2 of the tractor 1 (vehicle body 3) and the planned travel line L2
If the position deviation display section 68 shows a position deviation even though the position deviation display section 68 and It can be determined that this is due to the positioning error. If the positional deviation increases due to the positioning error of the positioning device 40, as described above, by operating the correction switch 53, a correction amount is added to the calculated vehicle body position W1, and the positioning of the positioning device 40 is corrected. Movement of the tractor 1 (vehicle body 3) due to errors can be suppressed.

In the embodiment described above, the positional deviation between the calculated vehicle body position W1 and the planned travel line L2 is displayed on the positional deviation display section 68, but at least after the correction switch 53 is operated, the positional deviation corrected by the correction switch 53 is displayed. The positional deviation between the corrected vehicle body position W3 and the planned travel line L2 may be displayed. For convenience of explanation below, the positional deviation between the calculated vehicle body position W1 and the scheduled traveling line L2 will be referred to as "first positional deviation W10", and the positional deviation between the corrected vehicle body position W3 and the scheduled traveling line L2 will be referred to as "second positional deviation W11". That's what it means.

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

In FIG. 9A, even though the actual position W2 of the tractor 1 (vehicle body 3) and the scheduled traveling line L2 match, the position deviation display section 68 shows a first line on the left side due to a positioning error of the positioning device 40. This shows a state in which the positional deviation W10 is displayed. In FIG. 9B, although the first position deviation W10 is caused by the positioning error of the positioning device 40 as in FIG. 9A, the second position deviation display part 68 is displayed by operating the first correction part 53A. This shows a state in which the positional deviation W11 is displayed. As shown in FIG. 9B, when the second positional deviation W11 displayed on the positional deviation display section 68 is approximately zero, it can be determined that the first correction 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 but is relatively large, it is determined that the amount of correction due to the operation of the first correction section 53A is small. be able to. That is, after operating the first correction section 53A of the correction switch 53, if the second position deviation W11 displayed on the position deviation display section 68 is large, the driver operates the first correction section 53A to adjust the correction amount. It turns out that we need to increase it even more. In this case, the driver operates the first correction unit 53A until the second positional deviation W11 becomes zero, as shown in FIG. 9B. In this manner, by displaying the second positional deviation W11 on the positional deviation display section 68, it can be determined whether the amount of correction by operating the correction switch 53 is appropriate.

Further, after the first correction section 53A of the correction switch 53 is operated, the second position deviation W11 displayed on the position deviation display section 68 becomes zero as shown in FIG. If the positional 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 zero the correction amount.

The work vehicle 1 includes a vehicle body 3 that can run, a steering wheel 30 that steers the vehicle body 3 by rotational operation, and a steering wheel 30 that is provided on the vehicle body 3 and detects the vehicle body position, which is the position of the vehicle body 3, based on signals from a positioning satellite. a correction switch 53 that commands correction of the vehicle body position detected by the positioning device 40, and an automatic controller capable of automatically steering the vehicle body 3 based on the vehicle body position detected by the positioning device 40 and the planned travel line L2. The vehicle includes a steering mechanism 37 and a display device 45 capable of displaying a positional deviation between the vehicle body position detected by the positioning device 40 and the planned travel line L2. According to this, when the vehicle body position can be corrected by the correction switch 53, the display device 45 displays the positional deviation between the vehicle body position detected by the positioning device 40 (calculated vehicle body position) and the scheduled travel line L2. I can do it. Therefore, when the positional deviation between the calculated vehicle body position and the scheduled traveling line L2 is displayed on the display device 45 in a situation where the tractor 1 (vehicle body 3) and the scheduled traveling line L2 actually match, the driver The (worker) can understand that a positional deviation is occurring due to a 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) caused by the positioning device 40, and if there is a positioning error, the correction switch 53 automatically adjusts the positioning error. 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 positional deviation of the scheduled travel line L2 with respect to the corrected vehicle body position after operating the correction switch 53.

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 vehicle 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 3. 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 a correction switch 53 is connected and which controls the automatic steering mechanism 37. The control device 60 sets the amount of correction 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) by the number of times the correction switch 53 is operated.

The control device 60 changes the amount of correction corresponding to each 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 automatic steering situation of the vehicle body 3 by the operation of the correction switch 53 can be changed in accordance with various situations. For example, fine adjustments can be made in automatic steering by reducing the amount of correction when the correction switch 53 is operated once, and by increasing the amount of correction when the correction switch 53 is operated once. Rough adjustments can be made.

The control device 60 changes the correction amount per operation amount of the correction switch 53. According to this, the amount of correction when the correction switch 53 is operated by a predetermined amount can be changed, so the automatic steering situation 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 automatic steering by reducing the amount of correction when the correction switch 53 is operated by a predetermined amount, and by increasing the amount of correction when the correction switch 53 is operated by a predetermined amount. You can make rough adjustments to the autopilot.

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

In the embodiment described above, the display device 45 displays the positional deviation, but the azimuth deviation between the azimuth of the scheduled travel line L2 and the azimuth (vehicle body azimuth) F1 of the traveling direction (traveling direction) of the tractor 1 (vehicle body 3) may be displayed. When displaying the azimuth deviation on the display device 45, the above-mentioned positional deviation 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 vehicle body that can run,
a working device that is attached to the vehicle body and performs work;
a steering handle that steers the vehicle body by rotational operation;
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 that corrects 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 a deviation between the vehicle body position detected by the positioning device and the scheduled travel line;
Equipped with
The display device includes:
If the vehicle body position is not corrected, displaying a positional deviation between the vehicle body position and the scheduled travel line as the deviation;
When the vehicle body position is corrected by the correction switch , the work vehicle changes and displays the position deviation in accordance with the correction of the vehicle body position by the correction switch . The work vehicle according to claim 1, wherein when the vehicle body position is corrected by the correction switch, the display device changes and displays the position deviation by the amount of correction of the vehicle body position by the correction switch. The correction switch includes a first correction unit that commands correction of the position of the vehicle body on one side in the width direction of the vehicle body, and a second correction unit that commands correction of the position of the vehicle body on the other side in the width direction of the vehicle body. The working vehicle according to claim 1 or 2, further comprising: a. a control device to which the correction switch is connected and which controls the automatic steering mechanism;
The work vehicle according to any one of claims 1 to 3, wherein the control device sets the amount of correction for the vehicle body position based on the number of times the correction switch is operated. The work vehicle according to claim 4, wherein the control device changes the correction amount corresponding to each operation of the correction switch. a control device to which the correction switch is connected and which controls the automatic steering mechanism;
The work vehicle according to any one of claims 1 to 3, wherein the control device sets the amount of correction for the vehicle body position based on the amount of operation 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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