Invention name: Work vehicle
Technical field
[0001]
　The present invention relates to, for example, a work vehicle.
Background technology
[0002]
　Conventionally, Patent Document 1 is known as an agricultural work machine.
　The agricultural work machine of Patent Document 1 is a traveling machine capable of switching between manual traveling by manual steering and automatic traveling by automatic steering along a set traveling line set parallel to a reference traveling line, and manual traveling and automatic traveling. It is equipped with a changeover switch that can be switched between running and running. Further, in the agricultural work machine, the start point of the reference traveling line is set after pressing the right instruction button while traveling along the ridge, and the end point of the reference traveling line is set by pressing the left instruction button during traveling. That is, the reference traveling line is set before the automatic steering.
Prior art literature
Patent documents
[0003]
Patent Document 1: Japanese Unexamined Patent Publication No. 2017-12803
Outline of the invention
Problems to be solved by the invention
[0004]
　In the agricultural work machine of Patent Document 1, automatic running can be easily performed by switching from manual running to automatic running with a changeover switch.
　In the automatic running, since the farm work machine is controlled so that the farm work machine runs along the reference running line, it is desired that the farm work machine goes straight immediately before the start of the automatic running. If the automatic running is started when the farming machine is not in a straight running state, the behavior of the farming machine during the initial running may not be stable.
[0005]
　Further, in Patent Document 1, it is difficult to drive the agricultural work machine along the set traveling line set on the slope. That is, it is difficult to drive the agricultural work machine along the set traveling line in a situation where the agricultural work machine is tilted.
　In addition, since the agricultural work machine travels along the reference travel line in automatic driving, the direction of travel of the agricultural work machine and the direction of the reference travel line often match immediately before the automatic travel, and both If the orientation of the agricultural work machine is significantly deviated, the behavior of the agricultural work machine during initial running may not be stable. In particular, when the farm work machine is traveling on a slope or the like, the orientation of the farm work machine is likely to change, so that it is required to make automatic steering correspond to the slope or the like.
[0006]
　Therefore, in view of the above problems, it is an object of the present invention to provide a work vehicle capable of stably traveling when switching from manual steering to automatic steering.
　Another object of the present invention is to provide a work vehicle that can be easily traveled along a planned travel line.
　Another object of the present invention is to provide a work vehicle capable of stably performing automatic steering.
Means to solve problems
[0007]
　The technical means of the present invention for solving this technical problem is characterized by the following points.
　Working vehicle according to one embodiment of the present invention includes a steering device having a steering wheel, and manual steering by the steering wheel, and a body which can be run in either the automatic steering of the steering wheel based on the running reference line,
　wherein It is provided with a control device for permitting the automatic steering based on a plurality of steering angles of the steering device when the vehicle body travels a predetermined distance in manual steering.
[0008]
　The work vehicle includes a steering changeover switch for switching between the start and end of the automatic steering, and the control device includes a steering angle acquisition unit that acquires the plurality of steering angles and a plurality of steering angle acquisition units acquired by the steering angle acquisition unit. A steering determination unit that determines whether or not to allow the start of the automatic steering based on the steering angle of the above, and a steering changeover switch that switches the start of the automatic steering in a state that the steering determination unit determines that the start is permitted. It has an automatic steering control unit that controls the steering device to perform automatic steering when the above is performed.
[0009]
　The work vehicle is provided with a display device that indicates that the start of the automatic steering is permitted by the steering determination unit.
　The steering determination unit permits the start of the automatic steering when the variation of the plurality of steering angles is within a predetermined range.
　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 at the start position and the end position of the traveling reference line. ..
[0010]
　The work vehicle according to another aspect of the present invention includes a steering device that changes the direction of the vehicle body, an inclination detection device that detects the inclination of the vehicle body, a deviation between the planned traveling line and the vehicle body, and predetermined parameters. A steering angle calculation unit that calculates the steering angle of the steering device that reduces the deviation, a steering control unit that controls the steering device based on the steering angle calculated by the steering angle calculation unit, and the above. It is provided with a parameter correction unit that corrects the parameter applied by the steering angle calculation unit based on the inclination of the vehicle body detected by the inclination detection device.
[0011]
　When the inclination of the vehicle body detected by the inclination detection device is other than a predetermined value, the parameter correction unit corrects the parameter.
　When the inclination of the vehicle body acquired from the inclination detection device indicates an upward direction, the parameter correction unit corrects the parameters in the direction in which the steering angle increases, and the inclination of the vehicle body indicates a downward direction. If so, the parameter is corrected in the direction in which the steering angle decreases.
[0012]
　The parameter correction unit increases the amount of correction of the parameter as the inclination of the vehicle body acquired from the inclination detection device increases.
　The parameter correction unit corrects the control gain for calculating the steering angle of the steering device as the parameter.
　A work vehicle according to still another aspect of the present invention includes a steering device having a steering handle, and a vehicle body capable of traveling by either manual steering by the steering handle or automatic steering of the steering handle based on a travel reference line. The difference between the positioning device capable of detecting the orientation of the vehicle body, the inclination detecting device for detecting the inclination of the vehicle body, and the orientation of the vehicle body detected by the positioning device and the orientation of the traveling reference line is within the determination range. If this is the case, the automatic steering is permitted, and if the permission is granted, the control device that performs the automatic steering by the steering device is provided, and the control device is the control device detected by the tilt detection device. The determination range is changed according to the inclination of the vehicle body.
[0013]
　When the vehicle body is tilted so that one side of the vehicle body in the width direction is higher than the other side in the width direction, the control device changes the lower limit value of the determination range according to the tilt of the vehicle body. ..
　The control device makes the upper limit value of the determination range smaller than the upper limit value of the predetermined standard range.
[0014]
　When the vehicle body is tilted so that one side of the vehicle body in the width direction is lower than the other side in the width direction, the control device changes the upper limit value of the determination range according to the tilt of the vehicle body. ..
　The control device sets the lower limit of the determination range to be smaller than the lower limit of the predetermined standard range.
[0015]
　The work vehicle includes a steering changeover switch for switching between the start and end of the automatic steering, and the control device starts the automatic steering by the steering changeover switch in a state where the automatic steering is permitted. When the switching is performed, the automatic steering by the steering device is started.
　The work vehicle is provided with a display device for displaying that the directional difference between the directional direction of the vehicle body and the directional direction of the traveling reference line detected by the positioning device is within the determination range.
[0016]
　The work vehicle includes a reference line setting switch that sets the position of the vehicle body detected by the positioning device at the start position and the end position of the travel reference line.
　The work vehicle according to still another aspect of the present invention includes a vehicle body capable of traveling by either a steering handle, manual steering by the steering handle, or automatic steering of the steering handle based on a travel reference line, and the travel reference. It includes a line orientation display unit that indicates the direction of the line, and a display device that includes a vehicle body orientation display unit that indicates the orientation of the vehicle body.
[0017]
　The line direction display unit includes a line display unit indicating the travel reference line and a mark unit indicating the direction of the travel line.
　The vehicle body direction display unit includes an directional pointer unit that indicates the direction of the vehicle body and a vehicle body display unit that indicates a vehicle body whose display position is changed according to the orientation of the vehicle body.
　The display device includes an azimuth scale portion that uses the azimuth of the traveling reference line as a reference point and whose value indicating the orientation increases or decreases according to the distance from the reference point, and the line azimuth display unit is at the reference point. It includes a mark indicating that it is the direction of the traveling line.
[0018]
　The vehicle body orientation display unit includes an orientation pointer unit that points to the orientation of the vehicle body, and the orientation pointer unit indicates the orientation of the vehicle body to the orientation scale unit.
　The display form of the vehicle body orientation display unit differs depending on whether the orientation difference between the orientation of the traveling reference line and the orientation of the vehicle body is within a predetermined range or when the orientation difference is out of the predetermined range.
　The work vehicle includes a control device that permits the automatic steering when the directional difference between the directional of the traveling reference line and the directional of the vehicle body is within a predetermined range.
Effect of the invention
[0019]
　According to the present invention, stable running can be achieved when switching from manual steering to automatic steering.
　Further, according to the present invention, stable automatic steering can be performed even when the vehicle body is tilted for some reason.
　Further, according to the present invention, automatic steering can be stably performed.
A brief description of the drawing
[0020]
FIG. 1 is a diagram showing a tractor configuration and a control block diagram.
FIG. 2 is an explanatory diagram illustrating automatic steering.
FIG. 3A is an explanatory diagram illustrating a correction amount in the push switch.
FIG. 3B is an explanatory diagram illustrating a correction amount in the slide switch.
FIG. 4A is a diagram showing a first correction unit and a second correction unit in a push switch.
FIG. 4B is a diagram showing a first correction unit and a second correction unit in the slide switch.
[Fig. 5A] Shows the state when the calculated vehicle body position shifts to the right while traveling straight during automatic steering.
[Fig. 5B] Shows the state when the calculated vehicle body position shifts to the left while traveling straight during automatic steering.
[Fig. 6] The cover in front of the driver's seat is viewed from the driver's seat side.
FIG. 7 is an explanatory diagram illustrating control in automatic steering.
FIG. 8 is an explanatory diagram of conditions for automatic steering.
FIG. 9 is a diagram showing how a plurality of steering angles θn are acquired.
FIG. 10A is an example of a distribution diagram when there is little variation in a plurality of steering angles θn.
FIG. 10B is an example of a distribution diagram when there are many variations in a plurality of steering angles θn.
[Fig. 11] Fig. 11 is a diagram showing an example of an operation screen.
[Fig. 12] Fig. 12 is an explanatory diagram illustrating the running of a tractor on a slope.
[Fig. 13] It is an overall view of a tractor.
[Fig. 14] Fig. 14 is a diagram showing a work vehicle traveling on a slope.
FIG. 15A is a diagram showing a state when the tractor is steered in the downward direction without correcting the parameter (control gain).
FIG. 15B is a diagram showing a state when the tractor is steered in the downward direction by correcting the parameter (control gain).
FIG. 16A is a diagram showing a state when the tractor is steered in the upward direction without correcting the parameter (control gain).
FIG. 16B is a diagram showing a state when the tractor is steered in the upward direction by correcting a parameter (control gain).
FIG. 17 is an explanatory diagram of conditions for automatic steering.
FIG. 18 is a diagram showing the relationship between the directional difference ΔF and the determination range G1.
FIG. 19A is an explanatory diagram illustrating an example of changing the lower limit value of the determination range G1 when the tractor descends to the right.
FIG. 19B is an explanatory diagram illustrating an example of changing the upper limit value of the determination range G1 when the tractor descends to the left.
FIG. 19C is an explanatory diagram illustrating an example of changing the upper limit value of the determination range G1 when the tractor descends to the right.
FIG. 19D is an explanatory diagram illustrating an example of changing the lower limit value of the determination range G1 when the tractor descends to the left.
FIG. 20 is a diagram showing an example of a directional screen M2.
FIG. 21A is a diagram showing a direction screen M2 when the vehicle body direction F1 and the line direction F2 match.
FIG. 21B is a diagram showing a direction screen M2 when the vehicle body direction F1 is slightly shifted to the left side with respect to the line direction F2.
FIG. 21C is a diagram showing a direction screen M2 when the vehicle body direction F1 is slightly shifted to the right with respect to the line direction F2.
FIG. 22A is a diagram showing a direction screen M2 when the vehicle body direction F1 is largely deviated to the left side with respect to the line direction F2.
FIG. 22B is a diagram showing a direction screen M2 when the vehicle body direction F1 is largely deviated to the right with respect to the line direction F2.
FIG. 23 is a diagram showing details of a scale portion.
Mode for carrying out the invention
[0021]
　Hereinafter, embodiments of the present invention will be described with reference to the drawings.
　1 to 13 show the first embodiment.
　FIG. 13 is a side view of the work vehicle 1, and FIG. 13 is a plan view of the work vehicle 1. In the case of this embodiment, the work vehicle 1 is a tractor. However, the work vehicle 1 is not limited to the tractor, and may be an agricultural machine (agricultural vehicle) such as a combine harvester or a transplanter, or a construction machine (construction vehicle) such as a loader work machine.
[0022]
　Hereinafter, the front side (direction of arrow A1 in FIG. 13) of the driver seated in the driver's seat 10 of the tractor (work vehicle) 1 is forward, the rear side of the driver (direction of arrow A2 in FIG. 13) 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. Further, the horizontal direction, which is a direction orthogonal to the front-rear direction of the work vehicle 1, will be described as the vehicle body width direction.
　As shown in FIG. 13, the tractor 1 includes a vehicle body 3, a 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 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.
[0023]
　The prime mover 4 is a diesel engine, an electric motor, or the like, and is composed of a diesel engine in this embodiment. The transmission 5 can switch the propulsive force of the traveling device 7 by shifting, and can also switch the traveling device 7 forward and backward. The vehicle body 3 is provided with a driver's seat 10.
　Further, a connecting portion 8 composed of a three-point link mechanism or the like is provided at the rear portion of the vehicle body 3. A working device can be attached to and detached from the connecting portion 8. By connecting the work device to the connecting portion 8, the work device can be towed by the vehicle body 3. The working equipment is a tilling device for cultivating, a fertilizer spraying device for spraying fertilizer, a pesticide spraying device for spraying pesticides, a harvesting device for harvesting, a cutting device for cutting grass, a spreading device for spreading grass, and grass. A grass collecting device for collecting grass, a molding device for molding grass, and the like.
[0024]
　As shown in FIG. 1, the transmission 5 includes a main shaft (propulsion shaft) 5a, a main transmission 5b, an auxiliary transmission 5c, a shuttle 5d, a PTO power transmission unit 5e, a front transmission 5f, and the like. It has. The propulsion shaft 5a is rotatably supported by a housing case (transmission case) of the transmission 5, and power from the crankshaft of the engine 4 is transmitted to the propulsion shaft 5a. The main transmission 5b has a plurality of gears and a shifter for changing the connection of the gears. The main transmission 5b changes the rotation input from the propulsion shaft 5a and outputs (shifts) by appropriately changing the connection (meshing) of a plurality of gears with a shifter.
[0025]
　Like the main transmission 5b, the auxiliary transmission 5c has a plurality of gears and a shifter for changing the connection of the gears. The auxiliary transmission 5c changes the rotation input from the main transmission 5b and outputs (shifts) by appropriately changing the connection (meshing) of a plurality of gears with a shifter.
　The shuttle unit 5d has a shuttle shaft 12 and a forward / backward switching unit 13. The power output from the auxiliary transmission 5c is transmitted to the shuttle shaft 12 via gears and the like. The forward / backward switching unit 13 is composed of, for example, a hydraulic clutch or the like, and switches the rotation direction of the shuttle shaft 12, that is, the forward movement and the reverse movement of the tractor 1 by turning on / off the hydraulic clutch. The shuttle shaft 12 is connected to the rear wheel differential device 20R. The rear wheel differential device 20R rotatably supports the rear axle 21R to which the rear wheel 7R is attached.
[0026]
　The PTO power transmission unit 5e has a PTO propulsion shaft 14 and a PTO clutch 15. The PTO propulsion shaft 14 is rotatably supported and can transmit power from the propulsion shaft 5a. The PTO propulsion shaft 14 is connected to the PTO shaft 16 via a gear or the like. The PTO clutch 15 is composed of, for example, a hydraulic clutch, and is in a state where the power of the propulsion shaft 5a is transmitted to the PTO propulsion shaft 14 and the power of the propulsion shaft 5a is not transmitted to the PTO propulsion shaft 14 when the hydraulic clutch is turned on and off. Switch to the state.
[0027]
　The front transmission 5f has a first clutch 17 and a second clutch 18. The first clutch 17 and the second clutch can transmit the power from the propulsion shaft 5a, for example, the power of the shuttle shaft 12 is transmitted via the gear and the transmission shaft. The power from the first clutch 17 and the second clutch 18 can be transmitted to the front axle 21F via the front transmission shaft 22. Specifically, the front transmission shaft 22 is connected to the front wheel differential device 20F, and the front wheel differential device 20F rotatably supports the front axle 21F to which the front wheels 7F are attached.
[0028]
　The first clutch 17 and the second clutch 18 are composed of a hydraulic clutch or the like. An oil passage is connected to the first clutch 17, and the oil passage is connected to a first operating valve 25 to which hydraulic oil discharged from a hydraulic pump is supplied. The first clutch 17 switches between a connected state and a disconnected state depending on the opening degree of the first operating valve 25. An oil passage is connected to the second clutch 18, and the oil passage is connected to a second operating valve 26. The second clutch 18 switches between a connected state and a disconnected state depending on the opening degree of the second operating valve 26. The first operating valve 25 and the second operating valve 26 are, for example, a two-position switching valve with a solenoid valve, and are switched to a connected state or a disconnected state by exciting or degaussing the solenoid of the solenoid valve.
[0029]
　When the first clutch 17 is in the disengaged state and the second clutch 18 is in the connected state, the power of the shuttle shaft 12 is transmitted to the front wheels 7F through the second clutch 18. As a result, the front wheels and the rear wheels are driven by power in four-wheel drive (4WD), and the rotation speeds of the front wheels and the rear wheels are substantially the same (4WD constant velocity state). On the other hand, when the first clutch 17 is in the connected state and the second clutch 18 is in the disconnected state, the four-wheel drive is performed and the rotation speed of the front wheels is faster than the rotation speed of the rear wheels (4WD acceleration state). Further, when the first clutch 17 and the second clutch 18 are in the disengaged state, the power of the shuttle shaft 12 is not transmitted to the front wheels 7F, so that the rear wheels are driven by the power, which is a two-wheel drive (2WD).
[0030]
　The tractor 1 includes a positioning device 40. The positioning device 40 can detect its own position (positioning information including latitude and longitude) by a satellite positioning system (positioning satellite) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, and Michibiki. That is, the positioning device 40 receives the satellite signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellite, and detects the position (for example, latitude, longitude) based on the satellite signal. The positioning device 40 includes a receiving device 41 and an inertial measurement unit (IMU) 42. The receiving device 41 is a device having an antenna or the like and receiving a satellite signal transmitted from the positioning satellite, and is attached to the vehicle body 3 separately from the inertial measurement unit 42. In this embodiment, the receiving device 41 is attached to a lops provided on the vehicle body 3. The mounting location of the receiving device 41 is not limited to the embodiment.
[0031]
　The inertial measurement unit 42 includes an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The vehicle body 3, for example, provided below the driver's seat 10, can detect the roll angle, pitch angle, yaw angle, etc. of the vehicle body 3 by the inertial measurement unit 42.
　As shown in FIG. 1, the tractor 1 includes a steering device 11. The steering device 11 is a device capable of performing manual steering in which the vehicle body 3 is steered by the driver's operation and automatic steering in which the vehicle body 3 is automatically steered without the driver's operation.
[0032]
　The steering device 11 has a steering handle (steering wheel) 30 and a steering shaft (rotating shaft) 31 that rotatably supports the steering handle 30. Further, the steering device 11 has an auxiliary mechanism (power steering device) 32. The auxiliary mechanism 32 assists the rotation of the steering shaft 31 (steering handle 30) by hydraulic pressure or the like. The auxiliary mechanism 32 includes a hydraulic pump 33, a control valve 34 to which hydraulic oil discharged from the hydraulic pump 33 is supplied, and a steering cylinder 35 operated by the control valve 34. The control valve 34 is, for example, a three-position switching valve that can be switched by moving a spool or the like, and switches according to the steering direction (rotational direction) of the steering shaft 31. The steering cylinder 35 is connected to an arm (knuckle arm) 36 that changes the direction of the front wheels 7F.
[0033]
　Therefore, when the driver grips the steering handle 30 and operates it in one direction or the other direction, the switching position and opening degree of the control valve 34 are switched according to the rotation direction of the steering handle 30, and the control valve 34 is switched. The steering direction of the front wheel 7F can be changed by expanding and contracting the steering cylinder 35 to the left or right according to the switching position and opening degree of. That is, the vehicle body 3 can change the traveling direction to the left or right by manually steering the steering handle 30.
[0034]
　Next, automatic steering will be described.
　As shown in FIG. 2, when performing automatic steering, first, the traveling reference line L1 is set before performing automatic steering. After setting the travel reference line L1, automatic steering can be performed by setting the travel schedule line L2 parallel to the travel reference line L1. In the automatic steering, the tractor 1 (vehicle body 3) is automatically steered in the traveling direction so that the vehicle body position measured by the positioning device 40 and the planned travel line coincide with L2.
[0035]
　Specifically, the tractor 1 (vehicle body 3) is moved to a predetermined position in the field (S1) before the automatic steering is performed, and the driver operates the steering changeover switch 52 provided on the tractor 1 at the predetermined position. When this is done (S2), the vehicle body position measured by the positioning device 40 is set at the start point P10 of the travel reference line L1 (S3). Further, when the tractor 1 (vehicle body 3) is moved from the starting point P10 of the traveling reference line L1 (S4) and the driver operates the steering changeover switch 52 at a predetermined position (S5), the measurement is performed by the positioning device 40. The vehicle body position is set at the end point P11 of the traveling reference line L1 (S6). Therefore, the straight line connecting the start point P10 and the end point P11 is set as the travel reference line L1.
[0036]
　After setting the driving reference line L1 (after S6), for example, the tractor 1 (vehicle body 3) is moved to a place different from the place where the driving reference line L1 is set (S7), and the driver operates the steering selector switch 52. (S8), the scheduled travel line L2, which is a straight line parallel to the travel reference line L1, is set (S9). After setting the scheduled travel line L2, automatic steering is started, and the traveling direction of the tractor 1 (vehicle body 3) is changed so as to follow the scheduled travel line L2. For example, if the current vehicle body position is on the left side of the planned travel line L2, the front wheels 7F are steered to the right, and if the current vehicle body position is on the right side of the scheduled travel line L2, the front wheels 7F are steered to the right. Is steered to the left. During automatic steering, the traveling speed (vehicle speed) of the tractor 1 (vehicle body 3) can be changed by the driver manually changing the operation amount of the accelerator members (accelerator pedal, accelerator lever) provided on the tractor 1. It can be changed by changing the shift stage of the transmission.
[0037]
　Further, after the start of automatic steering, if the driver operates the steering changeover switch 52 at an arbitrary position, the automatic steering can be ended. That is, the end point of the scheduled travel line L2 can be set by the end of automatic steering by operating the steering changeover switch 52. That is, the length from the start point to the end point of the scheduled travel line L2 can be set longer or shorter than the travel reference line L1. In other words, the planned travel line L2 is not associated with the length of the travel reference line L1, and the scheduled travel line L2 can automatically steer a distance longer than the length of the travel reference line L1.
[0038]
　As shown in FIG. 1, the steering device 11 has an automatic steering mechanism 37. The automatic steering mechanism 37 is a mechanism for automatically steering the vehicle body 3, and automatically steers the vehicle body 3 based on the position (vehicle body position) of the vehicle body 3 detected by the positioning device 40. The automatic steering mechanism 37 includes a steering motor 38 and a gear mechanism 39. The steering motor 38 is a motor whose rotation direction, rotation speed, rotation angle, and the like can be controlled based on the vehicle body position. The gear mechanism 39 includes a gear provided on the steering shaft 31 and rotating around the steering shaft 31, and a gear provided on the rotating shaft of the steering motor 38 and rotating around the rotating shaft. When the rotation shaft of the steering motor 38 rotates, the steering shaft 31 automatically rotates (rotates) via the gear mechanism 39, and the steering direction of the front wheels 7F is adjusted so that the vehicle body position coincides with the planned traveling line L2. Can be changed.
[0039]
　As shown in FIG. 1, the tractor 1 includes a display device 45. The display device 45 is a device capable of displaying various information regarding the tractor 1, and can display at least the operation information of the tractor 1. The display device 45 is provided in front of the driver's seat 10.
　As shown in FIG. 1, the tractor 1 includes a setting switch 51. The setting switch 51 is a switch for switching to a setting mode for setting at least before the start of automatic steering. The setting mode is a mode in which various settings related to the automatic steering are performed before the automatic steering is started. For example, a mode in which the start point and the end point of the traveling reference line L1 are set.
[0040]
　The setting switch 51 can be switched to ON or OFF, and outputs a signal in which the setting mode is valid when it is ON, and outputs a signal in which the setting mode is invalid when it is OFF. Further, the setting switch 51 outputs a signal in which the setting mode is valid to the display device 45 when it is ON, and outputs a signal in which the setting mode is invalid to the display device 45 when it is OFF.
[0041]
　The tractor 1 includes a steering changeover switch 52. The steering changeover switch 52 is a switch for switching the start or end of automatic steering. Specifically, the steering selector switch 52 can be switched from the neutral position up, down, front, and rear, and when the setting mode is enabled and the steering switch 52 is switched downward from the neutral position, automatic steering is started. Output, and when the setting mode is enabled and the position is switched upward from the neutral position, the end of automatic steering is output. Further, the steering changeover switch 52 outputs that the current vehicle body position is set to the start point P10 of the traveling reference line L1 when the setting mode is enabled and is later switched from the neutral position, and the steering changeover switch 52 is used. The 52 outputs that the current vehicle body position is set at the end point P11 of the traveling reference line L1 when the neutral position is switched forward while the setting mode is enabled. That is, the steering changeover switch 52 also serves as a reference line setting switch for setting the start position (start point P10) and end position (end point P11) of the travel reference line L1. The steering changeover switch 52 may be configured separately from the steering changeover switch 52 for switching the start or end of automatic steering and the reference line setting switch.
[0042]
　The tractor 1 includes a correction switch 53. The correction switch 53 is a switch that corrects the vehicle body position (latitude, longitude) measured by the positioning device 40. That is, the correction switch 53 is a vehicle body position (referred to as an calculated vehicle body position) calculated by satellite signals (position of positioning satellite, transmission time, correction information, etc.) and measurement information (acceleration, angular velocity) measured by the inertial measurement unit 42. ) Is a switch to correct.
[0043]
　The correction switch 53 is composed of a push switch that can be pressed or a slide switch that can be slid. Hereinafter, a case where the correction switch 53 is a push switch and a slide switch will be described.
　When the correction switch 53 is a push switch, the correction amount is set based on the number of operations of the push switch. The correction amount is determined by the correction amount = the number of operations × the amount of correction per number of operations. For example, as shown in FIG. 3A, the correction amount increases by several centimeters or several tens of centimeters each time the push switch is operated. The number of operations of the push switch is input to the first control device 60A, and the first control device 60A sets (calculates) the correction amount based on the number of operations.
[0044]
　When the correction switch 53 is a slide switch, the correction amount is set based on the operation amount (displacement amount) of the slide switch. For example, the correction amount is determined by the correction amount = the amount of displacement from a predetermined position. For example, as shown in FIG. 3B, every time the displacement amount of the slide switch increases by 5 mm, the correction amount increases by several centimeters or several tens of centimeters. The operation amount (displacement amount) of the slide switch is input to the first control device 60A, and the first control device 60A sets (calculates) the correction amount based on the displacement amount. The method of increasing the correction amount and the rate of increase described above are not limited to the above-mentioned numerical values.
[0045]
　More specifically, as shown in FIGS. 4A and 4B, the correction switch 53 includes a first correction unit 53A and a second correction unit 53B. The first correction unit 53A is a portion that commands correction of the vehicle body position corresponding to one side in the width direction of the vehicle body 3, that is, the left side. The second correction unit 53B is a portion that commands correction of the vehicle body position corresponding to the other side in the width direction of the vehicle body 3, that is, the right side.
[0046]
　As shown in FIG. 4A, when the correction switch 53 is a push switch, the first correction unit 53A and the second correction unit 53B are ON or OFF switches that automatically return each time an operation is performed. The switch constituting the first correction unit 53A and the switch constituting the second correction unit 53B are integrated. The switch constituting the first correction unit 53A and the switch constituting the second correction unit 53B may be arranged apart from each other. As shown in FIG. 3A, each time the first correction unit 53A is pressed, the correction amount (left correction amount) corresponding to the left side of the vehicle body 3 increases. Further, each time the second correction unit 53B is pressed, the correction amount (right correction amount) corresponding to the right side of the vehicle body 3 increases.
[0047]
　As shown in FIG. 4B, when the correction switch 53 is a slide switch, the first correction unit 53A and the second correction unit 53B include a knob portion 55 that moves to the left or right along the longitudinal direction of the elongated hole. There is. When the correction switch 53 is a slide switch, the first correction unit 53A and the second correction unit 53B are arranged apart from each other in the width direction. As shown in FIG. 3B, when the knob portion 55 is gradually displaced to the left from a predetermined reference position, the left correction amount increases according to the displacement amount. Further, when the knob portion 55 is gradually displaced to the right from a predetermined reference position, the right correction amount increases according to the displacement amount. As shown in FIG. 4B, in the case of a slide switch, the first correction unit 53A and the second correction unit 53B are integrally formed, the reference position of the knob portion 55 is set to the central portion, and the reference position is set. The left correction amount may be set when the knob portion 55 is moved to the left side, and the right correction amount may be set when the knob portion 55 is moved from the intermediate position to the right side.
[0048]
　Next, the relationship between the correction amount (left correction amount, right correction amount) by the correction switch 53, the scheduled travel line L2, and the behavior (travel locus) of the tractor 1 (vehicle body 3) will be described.
　FIG. 5A shows a state in which the calculated vehicle body position W1 shifts to the right during automatic steering and going straight. As shown in FIG. 5A, in the state where the automatic steering is started, the actual position (actual position W2) of the tractor 1 (vehicle body 3) and the calculated vehicle body position W1 match, and the actual position W2 and the planned travel line If it matches L2, the tractor 1 travels along the scheduled travel line L2. That is, in the section P1 in which there is no error in the positioning of the positioning device 40 and the vehicle body position (calculated vehicle body position W1) detected by the positioning device 40 is the same as the actual position W2, the tractor 1 travels along the scheduled travel line L2. .. If there is no error in the positioning of the positioning device 40 and no correction is performed, the calculated vehicle body position W1 and the corrected vehicle body position (corrected vehicle body position) W3 corrected by the correction amount are the same values. The corrected vehicle body position W3 is the corrected vehicle body position W3 = calculated vehicle body position W1-correction amount.
[0049]
　Here, in the vicinity of the position P20, although the actual position W2 does not deviate from the scheduled travel line L2, an error occurs in the positioning of the positioning device 40 due to various influences, and the positioning device 40 detects it. Assuming that the vehicle body position W1 is displaced to the right with respect to the planned traveling line L2 (actual position W2) and the deviation amount W4 is maintained, the tractor 1 is displaced between the calculated vehicle body position W1 and the planned traveling line L2. It is determined that the tractor 1 has occurred, and the tractor 1 is steered to the left so as to eliminate the deviation amount W4 between the calculated vehicle body position W1 and the scheduled travel line L2. Then, the actual position W2 of the tractor 1 is shifted to the scheduled travel line L2 by steering to the left. After that, it is assumed that the driver notices that the tractor 1 is deviated from the scheduled travel line L2 and steers the second correction unit 53B at the position P21 to increase the right correction amount from zero. The right correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be substantially the same as the actual position W2. That is, by setting the right correction amount by the second correction unit 53B, the vehicle body position of the positioning device 40 can be corrected in the direction of eliminating the deviation amount W4 generated in the vicinity of the position P20. As shown in position P21 of FIG. 5A, when the actual position W2 of the tractor 1 is separated from the scheduled traveling line L2 to the left after the vehicle body position is corrected, the tractor 1 is steered to the right and the tractor 1 is steered to the right. The actual position W2 can be matched with the scheduled travel line L2.
[0050]
　FIG. 5B shows a state in which the calculated vehicle body position W1 shifts to the left during automatic steering and going straight. As shown in FIG. 5B, when the actual position W2 and the calculated vehicle body position W1 match, and the actual position W2 and the planned traveling line L2 match in the state where the automatic steering is started, the actual position W2 and the planned traveling line L2 match. Similarly, the tractor 1 travels along the scheduled travel line L2. That is, as in FIG. 5A, the tractor 1 travels along the scheduled travel line L2 in the section P2 where there is no error in the positioning of the positioning device 40. Further, similarly to FIG. 5A, the calculated vehicle body position W1 and the corrected vehicle body position W3 have the same values.
[0051]
　Here, at the position P22, an error occurs in the positioning of the positioning device 40 due to various influences, the vehicle body position W1 detected by the positioning device 40 shifts to the left side with respect to the actual position W2, and the shift amount W5 is maintained. If so, the tractor 1 steers the tractor 1 to the right so as to eliminate the deviation amount W5 between the calculated vehicle body position W1 and the planned traveling line L2. After that, it is assumed that the driver notices that the tractor 1 is deviated from the scheduled travel line L2, and the driver steers the first correction unit 53A at the position P23 to increase the left correction amount from zero. Then, the left correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be substantially the same as the actual position W2. That is, by setting the left correction amount by the first correction unit 53A, the vehicle body position of the positioning device 40 can be corrected in the direction of eliminating the deviation amount W5 generated in the vicinity of the position P22. As shown in position P23 of FIG. 5B, when the actual position W2 of the tractor 1 is separated from the scheduled traveling line L2 to the right after the correction of the vehicle body position, the tractor 1 is steered to the left and the tractor 1 is steered to the left. The actual position W2 can be matched with the scheduled travel line L2.
[0052]
　Next, the setting switch 51 and the correction switch 53 will be described.
　As shown in FIG. 6, the outer circumference of the steering shaft 31 is covered with the steering post 180. The outer circumference of the steering post 180 is covered with a cover 177. The cover 177 is provided in front of the driver's seat 10. The cover 177 includes a panel cover 178 and a column cover 179.
[0053]
　The panel cover 178 supports the display device 45. The upper plate portion 178a of the panel cover 178 is provided with a support portion 178e that supports the display device 45. The support portion 178e supports the display device 45 in front of the steering shaft 31 and below the steering handle 30. Further, the upper plate portion 178a has a mounting surface 178f to which the setting switch 51 and the correction switch 53 are mounted. The mounting surface 178f is provided behind the support portion 178e and below the steering handle 30. The support portion 178e and the mounting surface 178f are continuous, the support portion 178e is located at the front portion of the upper plate portion 178a, and the mounting surface 178f is located at the rear portion of the upper plate portion 178a. The setting switch 51 and the correction switch 53 are mounted on the mounting surface 178f. As a result, the setting switch 51 and the correction switch 53 are arranged around the steering shaft 31.
[0054]
　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 of switching the traveling direction of the vehicle body 3. More specifically, by operating (swinging) the shuttle lever 181 forward, the forward / backward switching unit 13 is in a state of outputting forward power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the forward direction. Further, by operating (swinging) the shuttle lever 181 rearward, the forward / backward switching unit 13 is in a state of outputting the reverse power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the reverse direction. When the shuttle lever 181 is in the neutral position, no power is output to the traveling device 7.
[0055]
　The column cover 179 is arranged below the steering handle 30 and covers the periphery of the upper part of the steering shaft 31. The column cover 179 is formed in a substantially square tubular shape, and projects upward from the mounting surface 178f of the panel cover 178. That is, the mounting surface 178f is provided around the column cover 179. Therefore, the setting switch 51 and the correction switch 53 mounted on the mounting surface 178f are arranged around the column cover 179.
[0056]
　Next, the arrangement of the setting switch 51, the steering changeover switch 52, and the correction switch 53 will be described in detail. As shown in FIG. 6, the setting switch 51, the steering changeover switch 52, and the correction switch 53 are arranged around the steering shaft 31.
　The setting switch 51 is arranged on one side (left side) of the steering shaft 31. The steering changeover switch 52 is arranged on one side (left side) of the steering shaft 31. In the case of the present embodiment, the steering changeover switch 52 is composed of a swingable lever. The steering changeover switch 52 can swing with a base end portion provided on the steering shaft 31 side as a fulcrum. The base end portion of the steering changeover switch 52 is provided inside the column cover 179. The steering changeover switch 52 projects to one side (left side) of the column cover 179.
[0057]
　The correction switch 53 is arranged on the other side (right side) of the steering shaft 31. More specifically, the correction switch 53 is arranged to the right and rearward (obliquely to the right rear) of the steering shaft 31. The correction switch 53 is arranged on the right side and rearward (diagonally right rearward) of the column cover 179 in the positional relationship with the column cover 179. The correction switch 53 is arranged at the right rear portion of the mounting surface 178f in the positional relationship with the mounting surface 178f of the panel cover 178. By arranging the correction switch 53 at the rear portion of the inclined mounting surface 178f, it is possible to secure a long distance between the correction switch 53 and the steering handle 30. As a result, unintended operation of the correction switch 53 and steering of the steering handle 30 can be prevented more reliably.
[0058]
　As described above, the setting switch 51, the steering changeover switch 52, and the correction switch 53 are arranged around the steering shaft 31. In other words, the setting switch 51, the steering changeover switch 52, and the correction switch 53 are collectively present around the steering shaft 31. Therefore, the driver can grasp the position of each switch at a glance. In addition, the driver can operate each switch while sitting in the driver's seat 10 without changing his / her posture. Therefore, the operability is improved and erroneous operation can be prevented. In addition, the harness (wiring) arranged from each switch can be shortened.
[0059]
　Regarding the arrangement of the switches described above, the left and right may be interchanged. That is, one side may be on the left and the other side may be on the right, or one side may be on the right and the other side may be on the left. Specifically, for example, the setting switch 51 and the steering changeover switch 52 may be arranged on the right side of the steering shaft 31, and the correction switch 53 may be arranged on the left side of the steering shaft 31.
[0060]
　As shown in FIG. 1, the tractor 1 includes a plurality of control devices 60. The plurality of control devices 60 are devices that control the traveling system, control the working system, calculate the vehicle body position, and the like in the tractor 1. The plurality of control devices 60 are a first control device 60A, a second control device 60B, and a third control device 60C.
　The first control device 60A receives the satellite signal (received information) received by the receiving device 41 and the measurement information (acceleration, angular velocity, etc.) measured by the inertial measurement unit 42, and the vehicle body position is based on the received information and the measurement information. Ask for. For example, in the first control device 60A, when the correction amount by the correction switch 53 is zero, that is, when the correction of the vehicle body position by the correction switch 53 is not commanded, the calculated vehicle body calculated by the received information and the measurement information. The calculated vehicle body position W1 is determined to be the vehicle body position used during automatic steering without correcting the position W1. On the other hand, when the correction switch 53 is instructed to correct the vehicle body position, the first control device 60A determines the vehicle body position based on either the number of operations of the correction switch 53 or the operation amount (displacement amount) of the correction switch 53. The correction amount is set, and the corrected vehicle body position W3 obtained by correcting the calculated vehicle body position W1 with the correction amount is determined as the vehicle body position to be used during automatic steering.
[0061]
　The first control device 60A sets a control signal based on the vehicle body position (calculated vehicle body position W1, corrected vehicle body position W3) and the scheduled travel line L2, and outputs the control signal to the second control device 60B. The second control device 60B has an automatic steering control unit 200. The automatic steering control unit 200 is composed of an electric / electronic circuit provided in the second control device 60B, a program stored in a CPU, and the like. The automatic steering control unit 200 controls the steering motor 38 of the automatic steering mechanism 37 so that the vehicle body 3 travels along the scheduled travel line L2 based on the control signal output from the first control device 60A.
[0062]
　As shown in FIG. 7, when the deviation between the vehicle body position and the planned traveling line L2 is less than the threshold value, the automatic steering control unit 200 maintains the rotation angle of the rotation shaft of the steering motor 38. When the deviation (positional deviation) between the vehicle body position and the scheduled travel line L2 is equal to or greater than the threshold value and the tractor 1 is located on the left side of the scheduled travel line L2, the automatic steering control unit 200 of the tractor 1 The rotation axis of the steering motor 38 is rotated so that the steering direction is to the right. That is, the automatic steering control unit 200 sets the steering angle in the right direction so that the position deviation becomes zero. When the deviation between the vehicle body position and the scheduled travel line L2 is equal to or greater than the threshold value and the tractor 1 is located on the right side with respect to the scheduled travel line L2, the automatic steering control unit 200 sets the steering direction of the tractor 1 to the left. The rotation axis 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 position deviation becomes zero. In the above-described embodiment, the steering angle of the steering device 11 is changed based on the deviation between the vehicle body position and the planned traveling line L2, but the direction of the planned traveling line L2 and the traveling direction of the tractor 1 (vehicle body 3). When the direction (vehicle body direction) F1 of the (traveling direction) is different, that is, when the angle θg of the vehicle body direction F1 with respect to the planned traveling line L2 is equal to or greater than the threshold value, the automatic steering control unit 200 sets the angle θg to zero ( The steering angle may be set so that the vehicle body direction F1 matches the direction of the planned traveling line L2). Further, 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 direction (direction deviation). You may. The setting of the steering angle in the automatic steering in the above-described embodiment is an example and is not limited.
[0063]
　The third control device 60C raises and lowers the connecting portion 8 in response to the operation of the operating member provided around the driver's seat 10. The first control device 60A, the second control device 60B, and the third control device 60C may be integrated. Further, the above-mentioned control of the traveling system, control of the working system, and calculation of the vehicle body position are not limited.
　As described above, the control device 60 can automatically steer the tractor 1 (vehicle body 3).
[0064]
　By the way, in order to perform automatic steering after setting the traveling reference line L1, it is necessary to prepare the conditions for automatic steering. For example, as shown in FIG. 8, when the tractor 1 is after turning and before the automatic steering, the tractor 1 is meandering more than a predetermined value (when the vehicle body orientation of the tractor 1 and the traveling reference line L1 are significantly different). In such cases, it is difficult to steer the tractor 1 along the planned travel line L2 parallel to the travel reference line L1 even if the automatic steering is started. In such a case, the second control device 60B is a condition for automatic steering. Is not in place.
[0065]
　The second control device 60B has a plurality of steering angles θn (n = 1, 2, 3 ...) Of the steering device 11 at least before automatic steering, that is, when the tractor 1 (vehicle body 3) travels a predetermined distance in manual steering. Based on n), the automatic steering is permitted.
　As shown in FIG. 1, the second control device 60B includes a steering angle acquisition unit 201 and a steering determination unit 202 in addition to the automatic steering control unit 200. The steering angle acquisition unit 201 and the steering determination unit 202 are composed of an electric / electronic circuit provided in the second control device 60B, a program stored in a CPU, and the like.
[0066]
　The steering angle acquisition unit 201 acquires at least a plurality of steering angles θn of the steering device 11 during manual steering. The steering angle acquisition unit 201 acquires the steering angle θn detected by the steering angle detection device 205 provided on the vehicle body 3 at predetermined time intervals. As shown in FIG. 9, for example, it is assumed that the steering changeover switch 52 is operated at the position P12 to end the automatic steering. After the position P12, the steering angle θ is a large value in the turning section T1, and the steering angle acquisition unit 201 can determine that the tractor 1 is turning. Therefore, the steering angle θ in the turning section T1 is acquired. do not do. The steering angle acquisition unit 201 continuously acquires a plurality of steering angles θn after the position P13 at which the current steering angle θM1 is equal to or less than the turning steering angle (turning determination steering angle θM2). The steering angle acquisition unit 201, for example, acquires a plurality of steering angles θn from the position P13 within a predetermined determination distance J1 or the tractor 1 from the position P13 within a predetermined determination time.
[0067]
　The steering determination unit 202 determines whether or not to allow the start of automatic steering based on the plurality of steering angles θn acquired by the steering angle acquisition unit 201. The steering determination unit 202 permits the start of automatic steering when the variation of the plurality of steering angles θn acquired by the steering angle acquisition unit 201 is within the predetermined range, and the variation of the plurality of steering angles θn is out of the predetermined range. In some cases, automatic steering is not permitted.
　As shown in FIG. 10A, the steering determination unit 202 obtains, for example, the standard deviation and the average value of a plurality of steering angles θn, and permits the start of automatic steering when all the steering angles θn are within 3σ. On the other hand, as shown in FIG. 10B, the steering determination unit 202 does not allow the start of automatic steering when a part of the steering angle θn is in a region exceeding 3σ. That is, when it is considered that the steering of the steering handle 30 is stable and the vehicle body 3 is moving straight, the steering determination unit 202 permits automatic steering, the steering of the steering handle 30 is not stable, and the vehicle body If it is not considered that 3 is traveling in the straight direction, automatic steering is not permitted. In the above-described embodiment, the steering angle acquisition unit 201 does not acquire a plurality of steering angles θn during turning, but instead, the steering angle acquisition unit 201 acquires a plurality of steering angles θn during turning. Then, the steering determination unit 202 excludes the steering angle θn during turning from the plurality of steering angles θn acquired by the steering angle acquisition unit 201, and then uses the excluded steering angle θn to determine automatic steering. You may go.
[0068]
　The automatic steering control unit 200 controls the steering device 11 as described above when the start of automatic steering is switched by the steering changeover switch 52 in a state where the steering determination unit 202 determines that the permission is granted. , Perform automatic steering.
　The display device 45 can display that the steering determination unit 202 has determined that the start of automatic steering is permitted. As shown in FIG. 11, when a predetermined operation is performed on the display device 45, the display device 45 displays the operation screen M1.
[0069]
　The operation screen M1 has an operation display unit 61 showing operation information. The operation display unit 61 includes a rotation display unit 62 that displays the rotation speed of the prime mover 4 (motor rotation speed) as operation information. The rotation display unit 62 includes a level display unit 63. The level display unit 63 is a part that displays the motor rotation speed step by step. For example, the level display unit 63 includes a scale unit 65 and an index unit 80. The scale portion 65 has, for example, a first line 65A and a plurality of second lines 65B assigned at predetermined intervals along the first line 65A. Further, the scale portion 65 has a first line 65A and a third line 65C separated at a predetermined interval. The first line 65A and the third line 65C are formed in a semicircular shape, for example, with one end side (for example, the left side) having the minimum value and the other end side (for example, the right side) having the maximum value. ..
[0070]
　The index unit 80 is a bar whose length changes according to the magnitude of the prime mover rotation speed. The index unit 80 is located, for example, 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 index unit 80 is located on the first line 65A and the third line 65C. When the length is the shortest on one end side (left side) and the value of the prime mover rotation speed is the maximum value, the first line 65A and the first line 65A from one end side (left side) of the first line 65A and the third line 65C It extends to the other end side (right side) of the third line 65C and has the longest length. The rotation display unit 62 includes a number display unit 64. The numerical display unit 64 displays the motor rotation speed numerically. For example, the rotation display unit 62 is arranged inside the semicircle of the first line 65A and the third line 65C.
[0071]
　Therefore, according to the operation display unit 61, the prime mover rotation speed such as the engine rotation speed can be displayed stepwise by the level display unit 63 and can be displayed numerically by the rotation display unit 62.
　The operation screen M1 has an icon display unit 67 that displays a plurality of icon units 66. The icon display unit 67 is a portion in which various information is indicated by the icon unit 66. That is, the icon unit 66 displays a setting related to traveling such as automatic steering, for example, a setting state set in the setting mode. The icon display unit 67 is located at a position different from that of the operation display unit 61, and is arranged, for example, at the upper part of the operation screen M1.
[0072]
　The plurality of icon units 66 are a first icon unit 66A, a second icon unit 66B, a third icon unit 66C, a fourth icon unit 66D, a fifth icon unit 66E, a sixth icon unit 66F, and a seventh icon unit 66G. .. The operation screen M1 does not have to have all of the plurality of icon portions 66 (66A, 66B, 66C, 66D, 66E, 66F, 66G), and is not limited to the above-described embodiment.
[0073]
　The first icon portion 66A is displayed when a warning occurs. The second icon portion 66B is displayed when the start point P10 of the travel reference line L1 is set. The third icon portion 66C is displayed when the end point P11 of the traveling reference line L1 is set.
　The fourth icon unit 66D is displayed when automatic steering is permitted. For example, the fourth icon unit 66D is displayed when the setting mode is valid and the setting of the traveling reference line L1 is completed, and the steering determination unit 202 of the second control device 60B permits automatic steering. By looking at the fourth icon unit 66D, the operator can grasp that the automatic steering is permitted. Then, the operator can start the automatic steering by operating the steering changeover switch 52.
[0074]
　The fifth icon portion 66E is displayed when the connecting portion 8 is in the ascending / descending state. The sixth icon portion 66F is displayed when the speed is increased by 4WD. The color and the like of the seventh icon unit 66G changes according to the reception sensitivity of the reception signal of the reception device 41.
　In the above-described embodiment, the condition for permitting automatic steering is that the variation of a plurality of steering angles θn is within a predetermined range, but the orientation of the tractor 1 (vehicle body 3) before automatic steering is the traveling reference. It may be added that it is within a predetermined range with respect to the direction of the line L1. As shown in FIG. 9, in a situation where the tractor 1 (vehicle body 3) is traveling the determination distance J1 after the position P13, the second control device 60B is used when the variation of the plurality of steering angles θn is within a predetermined range. Allows automatic steering related to steering (first permission), and the direction F1 of the tractor 1 (vehicle body 3) and the direction (extending direction) of the traveling reference line L1 calculated by the positioning device 40 or the like are within a predetermined range. If this is the case, automatic steering regarding the direction is permitted (second permission). Then, the second control device 60B starts the automatic steering when the first permission and the second permission are aligned and the start switching of the automatic steering is performed by the operator.
[0075]
　The work vehicle 1 includes a steering device 11 having a steering handle 30, a vehicle body 3 capable of traveling by either manual steering by the steering handle 30 or automatic steering of the steering handle 30 based on the travel reference line L1, and manual steering. The vehicle body 3 includes a control device 60B that permits automatic steering based on a plurality of steering angles of the steering device 11 when the vehicle body 3 travels a predetermined distance. According to this, in a situation where the work vehicle 1 is driven by manual steering, it is possible to shift from manual steering to automatic steering based on a plurality of steering angles, that is, how the transition of the steering angles is. It is possible to judge whether or not.
[0076]
　For example, as shown in FIG. 12, when the work vehicle 1 is traveling on a downward slope (the left side is high and the right side is low when viewed from the work vehicle 1), the steering of the steering device 11 is fixed to the left. It may be made to go straight in the state of being. That is, when the steering device 11 is steered to the left, it turns to the left according to the steering direction on flat ground, but goes straight on sloped ground, and the steering angle θ is relatively larger than that on flat ground. A large state will continue in a row. As described above, in the case of a sloping ground, even if the steering angle θ is larger than that of the flat ground and continues continuously, as described above, the automatic steering is determined at a plurality of steering angles θn, so that the work vehicle 1 In, it is possible to properly judge straight ahead not only on flat ground but also on sloped ground. As a result, the work vehicle 1 can be stably driven when the manual steering is switched to the automatic steering.
[0077]
　The work vehicle 1 includes a steering changeover switch 52 that switches between start and end of automatic steering, and the control device 60B is acquired by the steering angle acquisition unit 201 that acquires a plurality of steering angles and the steering angle acquisition unit 201. The steering determination unit 202, which determines whether or not to allow the start of automatic steering based on a plurality of steering angles, and the steering changeover switch 52, in a state where the steering determination unit 202 determines that the start of automatic steering is permitted, switches the start of automatic steering. It has an automatic steering control unit 200 that controls the steering device 11 to perform automatic steering when the steering is performed. According to this, a plurality of steering angles at the time of manual steering can be acquired by the steering angle acquisition unit 201, and the steering determination unit 202 appropriately determines whether automatic steering may be performed based on the plurality of steering angles. Later, the automatic steering control unit 200 can perform automatic steering.
[0078]
　The work vehicle 1 is provided with a display device 45 that indicates that the start of automatic steering is permitted by the steering determination unit 202. According to this, the operator can easily grasp whether or not the start of automatic steering is permitted only by looking at the display device 45.
　The steering determination unit 202 permits the start of automatic steering when the variation of the plurality of steering angles is within a predetermined range. According to this, when the steering angle is stable, it is possible to properly switch from manual steering to automatic steering, that is, to start automatic steering.
[0079]
　The work vehicle 1 has a positioning device 40 capable of detecting the position of the vehicle body 3 and a reference line setting switch for setting the position of the vehicle body 3 detected by the positioning device 40 at the start position and the end position of the traveling reference line L1. I have. According to this, the traveling reference line L1 can be easily set by the reference line setting switch.
　Next, the second embodiment will be described.
[0080]
　By the way, the control device 60 changes the control of automatic steering based on the inclination of the vehicle body 3. The inclination of the vehicle body 3 is detected by an inclination detecting device provided on the tractor 1 (vehicle body 3). In this second embodiment, the inclination detection device is an inertial measurement unit 42 having, for example, an acceleration sensor for detecting acceleration, a gyro sensor for detecting angular velocity, and the like, and can detect the tractor 1 (vehicle body 3). In addition. The tilt detection device may be a device composed of a plurality of positioning devices 40 (for example, a GPS compass or the like), or may be another device.
[0081]
　As shown in FIG. 1, the automatic steering control unit 200 includes a parameter correction unit 200a, a steering angle calculation unit 200b, and a steering control unit 200c. The parameter correction unit 200a, the steering angle calculation unit 200b, and the steering control unit 200c are composed of electrical and electronic components provided in the control device 60, a program incorporated in the control device 60, and the like.
　The parameter correction unit 200a corrects the parameters applied by the automatic steering based on the inclination of the vehicle body 3 detected by the inclination detection device. For example, when the field on which the tractor 1 (vehicle body 3) travels is flat, the traveling direction of the tractor 1 can be easily changed according to the size of the steering angle of the steering device 11. On the other hand, when the field on which the tractor 1 (vehicle body 3) travels is a sloping land, the tractor 1 (vehicle body 3) is affected by the sloping land. Relationships change compared to flatlands. Therefore, the parameter correction unit 200a corrects the parameters when the inclination of the vehicle body 3 detected by the inclination detection device is equal to or more than a predetermined threshold value.
[0082]
　For example, as shown in FIG. 14, under a situation where one side (left side) of the tractor 1 is high and the other side (right side) of the tractor 1 is low by automatic steering (automatic steering on a downward-sloping slope). In the situation), when the tractor 1 is steered to one side (left side), that is, when the tractor 1 is steered to the up direction (up side) UP1, the parameter correction unit 200a is compared with the flat ground without inclination. Change the parameters so that the steering angle is large. For example, in the parameter correction unit 200a, either the inclination angle (roll angle) in the width direction of the vehicle body 3 or the inclination angle (pitch angle) in the traveling direction of the vehicle body 3 is other than a predetermined value, for example, +5 degrees (deg). In the above case, the parameter is corrected in the direction of increasing the steering angle.
[0083]
　On the other hand, in a situation where the tractor 1 is driven by automatic steering on a downward-sloping slope, when the tractor 1 is steered to the other side (right side), that is, when the tractor 1 is steered to the downward direction (downward side) DN1, the parameter is corrected. The parameters of the portion 200a are changed so that the steering angle is smaller than that on a flat ground without an inclination. For example, the parameter correction unit 200a sets a parameter in the direction of reducing the steering angle when either the roll angle of the vehicle body 3 or the pitch angle of the vehicle body 3 is other than a predetermined value, for example, -5 degrees (deg) or less. to correct. The threshold value of the inclination of the vehicle body 3 is an example and is not limited.
[0084]
　Hereinafter, parameter correction and automatic steering by the parameter correction unit 200a will be described in detail.
　The parameter correction unit 200a determines the control gain G1, which is a parameter for determining the steering angle, based on the correction coefficient SG1 and the reference value (constant) SD1. That is, the parameter correction unit 200a obtains the control gain G1 by the control gain G1 = correction coefficient SG1 × reference value SD1. Here, the correction coefficient SG1 is a value that is changed according to the inclination. Further, the reference value SD1 is a fixed value set for obtaining the control gain G1.
[0085]
　When the field without inclination is driven by automatic steering, that is, when the angle of the vehicle body 3 detected by the inclination detection device is zero, the parameter correction unit 200a sets the correction coefficient SG1 to 1.0. The control gain G1 is obtained. Further, even when the inclination of the vehicle body 3 is within a predetermined range, the parameter correction unit 200a sets the correction coefficient SG1 to 1.0. That is, the parameter correction unit 200a sets the control gain G1 corresponding to the flat ground when the inclination of the vehicle body 3 is not large.
[0086]
　As shown in FIG. 14, under the condition that the vehicle is driven by automatic steering in a sloped field (the angle of the vehicle body 3 detected by the tilt detection device, that is, either the roll angle or the pitch angle is out of the predetermined range. When steering in the upward direction UP1, the parameter correction unit 200a increases the correction coefficient SG1 from 1.0 and multiplies the increased correction coefficient SG1 by the reference value (constant) SD1. The control gain G1 is changed accordingly. The parameter correction unit 200a increases the correction coefficient SG1 as the inclination of the vehicle body 3 increases, that is, as the inclination increases. In other words, the parameter correction unit 200a increases the correction amount of the control gain G1, that is, the increase amount of the correction coefficient SG1 as the inclination of the vehicle body 3 in the upward direction increases.
[0087]
　Further, when steering in the downward direction DN1, the parameter correction unit 200a reduces the correction coefficient SG1 from 1.0 and multiplies the reduced correction coefficient SG1 by the reference value (constant) SD1 to obtain the control gain. Change G1. The parameter correction unit 200a reduces the correction coefficient SG1 as the inclination of the vehicle body 3 in the downward direction increases, that is, as the inclination in the downward direction increases. In other words, the parameter correction unit 200a increases the correction amount of the control gain G1, that is, the reduction amount of the correction coefficient SG1 as the inclination of the vehicle body 3 in the downward direction increases.
[0088]
　The steering angle calculation unit 200b calculates the steering angle of the steering device 11 to reduce the deviation based on the deviation (positional deviation, directional deviation) between the planned traveling line L2 and the vehicle body 3 and the parameters. Specifically, the steering angle in automatic steering is determined based on the position deviation ΔL1 between the vehicle body position (calculated vehicle body position W1, corrected vehicle body position W3) and the planned travel line L2, and the control gain G1 determined by the parameter correction unit 200a. decide. The steering angle calculation unit 200b obtains the steering angle by, for example, multiplying the position deviation ΔL1 by the control gain G1. The steering angle calculation unit 200b may obtain the steering angle by using the control gain G1, and the calculation method of the steering angle is not limited.
[0089]
　Alternatively, the steering angle calculation unit 200b determines the steering angle in automatic steering based on the directional deviation between the vehicle body orientation and the planned travel line L2 and the control gain G1 determined by the parameter correction unit 200a. The steering angle calculation unit 200b obtains the steering angle by, for example, multiplying the directional deviation by the control gain G1.
　The steering control unit 200c controls the steering device 11 based on the steering angle (calculated steering angle) calculated by the steering angle calculation unit 200b. As described above, the steering control unit 200c is a steering motor so that when the tractor 1 is located on the left side with respect to the scheduled travel line L2, the steering angle of the tractor 1 to the right becomes the calculated steering angle. 38 is controlled. Further, as described above, when the tractor 1 is located on the right side of the scheduled travel line L2, the steering control unit 200c sets the steering angle of the tractor 1 to the left as the calculated steering angle. Controls the steering motor 38.
[0090]
　As shown in FIG. 15A, when the tractor 1 is steered in the downward direction and the tractor 1 is steered at the steering angle θ1 without correcting the control gain G1, the vehicle body 3 running is in the lowland direction (tilt direction) due to the inclination. ), Since the tractor 1 receives a large change in the traveling direction, the traveling locus K changes sharply as compared with the flat ground. Therefore, the tractor 1 moves to a position where it overshoots the scheduled travel line L2.
[0091]
　On the other hand, when the tractor 1 is steered in the downward direction, if the inclination of the vehicle body 3 acquired from the inclination detection device is equal to or greater than a predetermined value, the control gain G1 is changed by the parameter correction unit 200a. As shown, the steering angle θ2 in automatic steering is smaller than the steering angle θ1 in FIG. 15A. Therefore, even if the vehicle body 3 during traveling receives an external force F in the lowland direction (inclination direction) due to the inclination, the change in the traveling direction of the tractor 1 can be reduced, and the traveling locus K is the scheduled traveling line L2. Can be easily matched to.
[0092]
　As shown in FIG. 16A, when the tractor 1 is steered in the ascending direction, when the tractor 1 is steered at the steering angle θ1 without correcting the control gain G1, the traveling vehicle body 3 moves toward the lowland direction (inclination direction). Since the external force F is received, the change in the traveling direction of the tractor 1 is small, and the traveling locus K changes more slowly than on a flat ground. Therefore, the tractor 1 stays at a position in front of the scheduled travel line L2.
[0093]
　On the other hand, when the tractor 1 is steered in the upward direction, if the inclination of the vehicle body 3 acquired from the inclination detection device is equal to or greater than a predetermined value, the control gain G1 is changed by the parameter correction unit 200a. As shown, the steering angle θ3 in automatic steering is larger than the steering angle θ1 in FIG. 15A. Therefore, even if the vehicle body 3 during traveling receives an external force F in the lowland direction (inclination direction) due to the inclination, the change in the traveling direction of the tractor 1 can be made large, and the traveling locus K is the planned traveling line L2. Can be easily matched to.
[0094]
　In addition, in FIGS. 15A, 15B, 16A, and 16B, the width direction with respect to the vehicle body 3 has been described, but the same applies to the case where the vehicle body 3 is tilted with respect to the traveling direction of the vehicle body 3 and the case is up and down. Can produce the effect of. For example, when the inclination angle (pitch angle) with respect to the traveling direction of the vehicle body 3 is equal to or more than a predetermined value and the inclination is upward when viewed from the vehicle body 3, the parameter correction unit 200a increases the control gain G1. , The steering angle θ3 according to the pitch angle is larger than the steering angle θ1 set without correction. Therefore, when the vehicle body 3 is climbing the field, the traveling direction of the vehicle body 3 can be easily changed as compared with the flat ground.
[0095]
　Further, when the inclination angle (pitch angle) with respect to the traveling direction of the vehicle body 3 is equal to or more than a predetermined value and the inclination is downward when viewed from the vehicle body 3, the parameter correction unit 200a reduces the control gain G1. The steering angle θ2 according to the pitch angle is smaller than the steering angle θ1 set without correction. Therefore, when the vehicle body 3 is descending the field, the traveling direction of the vehicle body 3 can be changed more gently than on the flat ground.
[0096]
　The work vehicle 1 is based on a steering device 11 that changes the direction of the vehicle body 3, an inclination detection device that detects the inclination of the vehicle body 3, a deviation between the planned traveling line L2 and the vehicle body 3, and predetermined parameters. The steering angle calculation unit 200b that calculates the steering angle of the steering device 11 that reduces the deviation, the steering control unit 200c that controls the steering device 11 based on the steering angle calculated by the steering angle calculation unit 200b, and the tilt detection device. A parameter correction unit 200a that corrects parameters applied by the steering angle calculation unit 200b based on the detected inclination of the vehicle body 3 is provided. According to this, a parameter applied by the steering angle calculation unit 200b when the vehicle body 3 is tilted while traveling while being steered by the steering device 11 that reduces the deviation between the planned travel line L2 and the vehicle body 3. In order to correct the above, the steering behavior of the vehicle body 3 can be changed according to the inclination of the vehicle body 3. For example, even when the vehicle body 3 is traveling on a slope, it can be easily traveled along the planned traveling line L2.
[0097]
　When the inclination of the vehicle body 3 detected by the inclination detection device is equal to or greater than a predetermined threshold value, the parameter correction unit 200a corrects the parameters. According to this, since the parameters are corrected in a situation where the inclination of the vehicle body 3 affects the steering, that is, when the inclination is equal to or higher than the threshold value, the vehicle body 3 is used on both a flat ground with a small inclination and a slope with a large inclination. Can be traveled along the scheduled travel line L2.
[0098]
　When the inclination of the vehicle body 3 acquired from the inclination detection device indicates an upward direction, the parameter correction unit 200a corrects the parameters in the direction in which the steering angle increases, and the inclination of the vehicle body 3 indicates a downward direction. In that case, the parameter is corrected in the direction in which the steering angle decreases. According to this, for example, when the vehicle body 3 is climbing a slope, the steering angle is increased by correcting the parameters, so that it is possible to solve the problem that the vehicle body 3 is difficult to bend due to the influence of the climb. Further, for example, when the vehicle body 3 is descending on a slope, the steering angle is reduced by correcting the parameters, so that it is possible to eliminate the excessive bending of the vehicle body 3 due to the influence of the descent.
[0099]
　The parameter correction unit 200a increases the amount of parameter correction as the inclination of the vehicle body 3 acquired from the inclination detection device increases. According to this, the correction amount can be increased according to the inclination and the steering can be performed according to the inclination regardless of whether the vehicle body 3 goes up or down the inclined ground.
　The parameter correction unit 200a corrects the control gain for calculating the steering angle of the steering device 11 as a parameter. According to this, the steering angle can be easily obtained by modifying the control gain SG1.
[0100]
　The other configurations of the second embodiment are the same as those of the first embodiment.
　Next, the third embodiment will be described.
　By the way, in order to perform automatic steering after setting the traveling reference line L1, it is necessary to prepare the conditions for automatic steering. For example, as shown in FIG. 17, after turning the tractor 1 and before automatic steering, the orientation (vehicle body orientation) F1 in the traveling direction of the tractor 1 and the orientation (line orientation) F2 of the traveling reference line L1 are large. If they are different, it is difficult to steer the tractor 1 along the planned travel line L2 parallel to the travel reference line L1 even if the automatic steering is started. In such a case, the second control device 60B is automatically steered. Judge that the conditions are not met.
[0101]
　Does the second control device 60B permit automatic steering at least before automatic steering, that is, based on the vehicle body direction F1 of the tractor 1 (vehicle body 3) and the direction (line direction) F2 of the traveling reference line L1 in manual steering? Judgment (judgment) of whether or not. As shown in FIG. 1, the second control device 60B includes an orientation determination unit 207. The orientation determination unit 207 is composed of an electric / electronic circuit provided in the second control device 60B, a program stored in a CPU, and the like. The directional determination unit 207 permits automatic steering if the directional difference ΔF between the vehicle body azimuth F1 and the line directional F2 is within the determination range G1, and does not permit automatic steering if it is outside the determination range G1.
[0102]
　FIG. 18 is a diagram showing the relationship between the directional difference ΔF and the determination range G1. As shown in FIG. 18, the determination range G1 is centered on the reference line 210 (the reference line 210 in which the orientation difference ΔF is zero) at which the vehicle body direction F1 and the line direction F2 coincide with each other, and one side (left side) is negative. The other side (right side) is the range indicated by a plus. The lower limit value Gmin of the determination range G1 is on the minus side, and the upper limit value Gmax is on the plus side. In FIG. 18, plus or minus in the determination range G1 is set for convenience, and is not limited to the above-mentioned example.
[0103]
　When the inclination of the tractor 1 in the width direction of the vehicle body 3, that is, when the roll angle of the vehicle body 3 is horizontal and the inclination is zero (horizontal ground), the lower limit value Gmin and the upper limit value Gmax of the determination range G1 are predetermined. When the lower limit value Gmin and the upper limit value Gmax are considered as absolute values, they are the same value.
　Therefore, in a state in which the tractor 1 is traveling while maintaining a horizontal state without tilting in the width direction, that is, in a state of traveling in a field that is not tilted, the orientation difference between the vehicle body orientation F1 and the line orientation F2 If ΔF is within the determination range G1, the directional determination unit 207 permits automatic steering, and if the directional difference ΔF is outside the determination range G1, automatic steering is not permitted.
[0104]
　In the third embodiment described above, the second control device 60B determines whether or not to permit automatic steering based on the directional difference ΔF and the determination range G1, but in addition to this, the second control When the tractor 1 (vehicle body 3) is tilted and traveling, the device 60B changes the determination range G1 used for automatic steering according to the tilt of the vehicle body 3. The inclination of the vehicle body 3 is detected by an inclination detecting device provided on the tractor 1 (vehicle body 3). In the third embodiment, the inclination detection device is an inertial measurement unit 42 having, for example, an acceleration sensor for detecting acceleration, a gyro sensor for detecting angular velocity, and the like, and can detect the tractor 1 (vehicle body 3). In addition. The tilt detection device may be a device composed of a plurality of positioning devices 40 (for example, a GPS compass or the like), or may be another device.
[0105]
　As described above, when the inclination of the tractor 1 in the width direction of the vehicle body 3, that is, when the roll angle of the vehicle body 3 is horizontal and the inclination is zero, as shown in FIG. 18, the orientation determination unit 207 has a determination range. G1 is set to the standard range ST1 and it is determined whether or not automatic steering is permitted based on the standard range ST1.
　As shown in FIG. 19A, when the tractor 1 (vehicle body 3) is tilted so that one side (left side) in the width direction of the tractor 1 (vehicle body 3) is higher than the other side (right side) in the width direction, the first 2 The control device 60B makes the lower limit value Gmin of the determination range G1 larger than the lower limit value Gmin indicated by the standard range ST1. That is, when the traveling reference line L1 is viewed from the tractor 1, if the traveling reference line L1 is high and the tractor 1 side is low and descends to the right, the lower limit value Gmin of the determination range G1 is increased. In this case, the directional determination unit 207 determines whether or not to allow automatic steering based on the determination range G1 in which the lower limit value Gmin is increased.
[0106]
　As shown in FIG. 19A, when the tractor 1 is tilted downward to the right, when the range of the determination range G1 is viewed, the lower limit value Gmin corresponding to the higher side (one side) of the tractor 1 is increased. In addition to this, as shown in FIG. 19C, it is preferable that the upper limit value Gmax on the side opposite to the lower limit value Gmin of the determination range G1 is smaller than the upper limit value Gmax of the standard range ST1. In other words, when the tractor 1 is tilted downward to the right, the upper limit value Gmax corresponding to the lower side (the other side) of the tractor 1 is reduced.
[0107]
　As shown in FIG. 19B, when the tractor 1 (vehicle body 3) is tilted so that one side (left side) is lower than the other side (right side) in the width direction, the second control device 60B determines the determination range G1. The upper limit value Gmax is made larger than the upper limit value Gmax shown in the standard range ST1. That is, when the traveling reference line L1 is viewed from the tractor 1, if the traveling reference line L1 is high and the tractor 1 side is low and descends to the left, the upper limit value Gmax of the determination range G1 is increased. In this case, the directional determination unit 207 determines whether or not to allow automatic steering based on the determination range G1 in which the upper limit value Gmax is increased.
[0108]
　As shown in FIG. 19B, when the tractor 1 is tilted downward to the left, when the range of the determination range G1 is viewed, the upper limit value Gmax corresponding to the higher side (right side) of the tractor 1 is increased. However, in addition to this, as shown in FIG. 19D, it is preferable that the lower limit value Gmin on the side opposite to the upper limit value Gmax of the determination range G1 is smaller than the lower limit value Gmin of the standard range ST1. In other words, when the tractor 1 is tilted downward to the left, the lower limit value Gmin corresponding to the lower side (one side) of the tractor 1 is reduced.
[0109]
　When changing the lower limit value Gmin and the upper limit value Gmax of the determination range G1, the second control device 60B adjusts the size (inclination amount) of the inclination of the tractor 1 in the width direction of the vehicle body 3 (roll angle of the vehicle body 3). The lower limit value Gmin and the upper limit value Gmax are increased accordingly. That is, the second control device 60B increases the lower limit value Gmin and the upper limit value Gmax with respect to the standard range ST1 when the inclination amount is large, and increases the lower limit value Gmin and the upper limit value Gmin with respect to the standard range ST1 when the inclination amount is small. The amount of increase in the value Gmax is reduced.
[0110]
　When the steering changeover switch 52 switches the start of automatic steering in a state where the direction determination unit 207 determines that the automatic steering control unit 200 is permitted, the automatic steering control unit 200 controls the steering device 11 as described above. , Perform automatic steering.
　The display device 45 can display that the start of automatic steering is permitted by the directional determination unit 207.
[0111]
　In the third embodiment, for example, in the fourth icon unit 66D, the setting mode is valid and the setting of the traveling reference line L1 is completed, and the directional determination unit 207 of the second control device 60B permits automatic steering. It will be displayed when you go. By looking at the fourth icon unit 66D, the operator can grasp that the automatic steering is permitted. Then, the operator can start the automatic steering by operating the steering changeover switch 52.
[0112]
　In the third embodiment described above, automatic steering is permitted, and the directional difference ΔF is within a predetermined range, but the steering angle of the steering device 11 is within a predetermined range. May be added. That is, in a situation where the tractor 1 (vehicle body 3) is steered by manual steering, the second control device 60B permits automatic steering regarding the directional direction (first permission) when the directional difference ΔF is within a predetermined range. When the steering angle θ of the steering device 11 is within a predetermined range, automatic steering related to steering is permitted (second permission). Then, the second control device 60B starts the automatic steering when the first permission and the second permission are aligned and the start switching of the automatic steering is performed by the operator.
[0113]
　The work vehicle 1 has a steering device 11 having a steering handle 30, a vehicle body 3 capable of traveling by either manual steering by the steering handle 30 or automatic steering of the steering handle 30 based on the travel reference line L1, and the orientation of the vehicle body 3. The difference ΔF between the positioning device 40 capable of detecting F1, the tilt detecting device for detecting the inclination of the vehicle body 3, and the orientation F1 of the vehicle body 3 detected by the positioning device 40 and the orientation F2 of the traveling reference line L1 is the determination range G1. A control device 60B for permitting automatic steering when it is inside and automatically steering by the steering device 11 when it is permitted, and the control device 60B determines the inclination of the vehicle body 3 detected by the inclination detecting device. The judgment range is changed accordingly. According to this, for example, when the work vehicle 1 (vehicle body 3) works on a sloping ground, the work vehicle 1 turns the traveling direction in the up direction (when the body direction is turned in the up direction) and the work vehicle. In any case where 1 is directed in the downward direction (when the vehicle body direction is directed in the downward direction), automatic steering can be appropriately started in response to the inclination. That is, even on a sloping ground, the vehicle runs stably when the manual steering is switched to the automatic steering.
[0114]
　When the vehicle body 3 is tilted so that one side in the width direction of the vehicle body 3 is higher than the other side in the width direction, the control device 60B changes the lower limit value Gmin of the determination range G1 according to the tilt of the vehicle body 3. Further, when the vehicle body 3 is tilted so that one side in the width direction of the vehicle body 3 is lower than the other side in the width direction, the control device 60B changes the upper limit value Gmax of the determination range G1 according to the tilt of the vehicle body 3. To do.
[0115]
　According to this, when the work vehicle 1 (vehicle body 3) is driven on a slope, the lower limit value Gmin corresponding to the high side (one side) of the tractor 1 can be increased, or the lower limit value Gmin corresponding to the high side (one side) of the tractor 1 can be increased. The corresponding upper limit value Gmax can be increased. That is, in the determination range G1, the higher value (upper limit value Gmax, lower limit value Gmin) of the work vehicle 1 (vehicle body 3) becomes larger. As a result, when the work vehicle 1 is manually steered to the higher side and then the automatic steering is performed (when the tractor 1 is manually steered in the upward direction and then the automatic steering is performed), the directional difference between the vehicle body direction and the line direction is increased. It is possible to switch to automatic steering after increasing the size. In this way, when the work vehicle 1 starts the automatic steering in the ascending direction, it is possible to stably perform the traveling immediately after the automatic steering is switched on the sloped ground.
[0116]
　Further, as shown in FIG. 19C, when the tractor 1 is tilted so that the other side (right side) of the tractor 1 is lower than the one side (left side), the control device 60B is on the other side (right side). The upper limit value Gmax corresponding to is made smaller than the predetermined standard range ST1. Further, as shown in FIG. 19D, when the tractor 1 is tilted so that one side (left side) of the tractor 1 is lower than the other side (right side), the control device 60B is on one side (left side). The lower limit value Gmin corresponding to is made smaller than the predetermined standard range ST1.
[0117]
　According to this, when the work vehicle 1 is manually steered to the lower side and then the automatic steering is performed (when the tractor 1 is manually steered in the downward direction and then the automatic steering is performed), the orientation between the vehicle body orientation and the line orientation. It is possible to switch to automatic steering after reducing the difference. In this way, when the work vehicle 1 starts the automatic steering in the downward direction, the traveling immediately after the switching of the automatic steering can be stably performed on the sloped ground.
[0118]
　The work vehicle 1 includes a steering changeover switch 52 that switches between the start and end of automatic steering, and the control device 60B switches the start of automatic steering by the steering changeover switch 52 while the automatic steering is permitted. Is performed, the automatic steering by the steering device 11 is started. According to this, the steering changeover switch 52 can issue the start command at the timing when the operator wants to start the automatic steering.
[0119]
　The work vehicle 1 is provided with a display device 45 that displays that the direction difference ΔF between the direction of the vehicle body 3 detected by the positioning device 40 and the direction F2 of the traveling reference line L1 is within the determination range G1. According to this, the operator can easily grasp by looking at the display device 45 that the automatic steering can be started.
　The work vehicle 1 includes a reference line setting switch that sets the position of the vehicle body 3 detected by the positioning device 40 at the start position and the end position of the travel reference line L1. According to this, the traveling reference line L1 can be easily set.
[0120]
　By the way, the display device 45 can display the line direction F2 and the vehicle body direction F1 of the traveling reference line L1. As shown in FIG. 20, when a predetermined operation is performed on the display device 45, the display device 45 displays the orientation screen M2. The direction screen M2 includes a line direction display unit 130 and a vehicle body direction display unit 140.
　The line direction display unit 130 is a portion indicating the line direction F2 of the travel reference line L1, and includes a line display unit 130a and a mark unit 130b. The line display unit 130a is a portion showing the traveling reference line L1 itself in a diagram or the like, and extends from the lower side to the upper side on the field 133 set on the directional screen M2. The mark portion 130b is a portion indicating the direction of the traveling reference line L1, and is arranged above the end portion 131 of the line display portion 130a, for example, in the field 133. In the mark portion 130b, the apex 132 of the triangle points to the end 131 of the line display portion 130a.
[0121]
　The vehicle body orientation display unit 140 includes an orientation pointer unit 141 that indicates the orientation of the vehicle body 3 (vehicle body orientation F1). The direction pointer unit 141 points in the direction in which the vehicle body direction F1 is facing with respect to the line direction F2.
The directional pointer unit 141 is composed of, for example, a figure such as an arrow, and the directional pointer unit 141 is centered on the origin O1 set on the line of the line display unit 130a, and one side or the other side of the line display unit 130a. Move to.
[0122]
　Further, the vehicle body orientation display unit 140 includes a vehicle body display unit 142 in which the tractor 1 (vehicle body 3) is shown in a graphic shape. The position (display position) of the vehicle body display unit 142 changes according to the direction around the origin O1 as in the direction pointer unit 141. Specifically, the directional pointer unit 141 is arranged at the front portion of the vehicle body display unit 142 (the front portion of the tractor 1), and the vehicle body display unit 142 and the directional pointer unit 141 swing at the same time according to the vehicle body orientation F1.
[0123]
　As shown in FIG. 21A, when the vehicle body direction F1 is in the same direction as the line direction F2, the tip portion 141a of the orientation pointer portion 141 and the end portion 131 of the mark portion 130b face each other. Further, as shown in FIG. 21B, when the vehicle body direction F1 is deviated to the left side with respect to the line direction F2, the tip portion 141a of the direction pointer portion 141 is located on the left side of the line display portion 130a. As shown in FIG. 21C, when the vehicle body direction F1 is deviated to the right with respect to the line direction F2, the tip portion 141a of the direction pointer portion 141 is located on the right side of the line display portion 130a.
[0124]
　According to the above, by confirming the relative position between the tip portion 141a of the directional pointer portion 141 and the mark portion 130b or the line display portion 130a, the operator can see how much the vehicle body azimuth F1 deviates from the line azimuth F2. You can see if it is.
　As shown in FIG. 20, the directional scale portion 145 may be displayed on the directional screen M2. The direction scale portion 145 is a scale in which the line direction F2 of the traveling reference line L1 is set as the reference point O2, and the direction difference ΔF (value indicating the direction) increases or decreases according to the distance from the reference point O2. That is, the directional scale portion 145 is semicircular, and the directional scale lines 145a corresponding to the directional difference ΔF are assigned at predetermined intervals along the circumference of the semicircular circle. The end 131 of the mark 130b is pointed to the reference point O2 of the directional scale 145. Further, as shown in FIG. 23, the determination range G1 is shown in the directional scale portion 145. That is, at least two colors are separately colored on the plurality of scale lines 145a of the azimuth scale portion 145, and the plurality of scale lines 145a near the reference point O2 indicate that the values ​​are within the determination range G1. The color (in-range color) is colored, and the plurality of scale lines 145a at positions away from the reference point O2 are colored in a color (out-of-range color) indicating that the value is outside the determination range G1. Further, as described above, when the determination range G1 is changed according to the inclination of the vehicle body 3, the plurality of scale lines 145a are within the range and outside the range so as to correspond to the changed determination range G1. The color is changed.
[0125]
　The directional pointer portion 141 is arranged inside the directional scale portion 145 (inside the diameter), and points the vehicle body direction F1 to the directional scale portion 145. The directional pointer unit 141 has a case where the directional difference ΔF between the line directional F2 and the vehicle body directional F1 is within a predetermined range (within the determination range G1) and a case where the directional difference ΔF is outside the predetermined range (outside the determination range G1). The display form is different. As shown in FIGS. 21A to 21C, when the directional difference ΔF is within a predetermined range (within the determination range G1), the directional pointer unit 141 is colored in the same color as the color within the range of the directional scale portion 145. Further, as shown in FIGS. 22A and 22B, when the directional difference ΔF is outside the predetermined range (outside the determination range G1), the directional pointer portion 141 is colored in the same color as the out-of-range color of the directional scale portion 145. To.
[0126]
　Further, when the directional difference ΔF is within a predetermined range, the display device 45 displays the steering wheel display unit 68 which shows the steering handle 30 in a graphic shape on the directional screen M2, and can start automatic steering. The figure 143 indicating the above is displayed.
　The work vehicle 1 has a vehicle body 3 capable of traveling by either the steering handle 30, manual steering by the steering handle 30, or automatic steering of the steering handle 30 based on the travel reference line L1, and the orientation F2 of the travel reference line L1. It is provided with a display device 45 having a line orientation display unit 130 shown and a vehicle body orientation display unit 140 indicating the orientation F1 of the vehicle body 3. According to this, the display device 45 can easily grasp in which direction the direction of the work vehicle 1 (vehicle body 3) is facing with respect to the direction F2 of the travel reference line L1.
[0127]
　The line direction display unit 130 includes a line display unit 130a indicating the travel reference line L1 and a mark unit 130b indicating the direction F2 of the travel reference line L1. According to this, even if the operator cannot accurately grasp the direction F2 of the traveling reference line L1 in a workplace such as a field, the line display unit 130a and the mark unit 130b displayed on the display device 45 By looking at the vehicle, the direction F2 of the travel reference line L1 can be easily grasped.
[0128]
　The vehicle body orientation display unit 140 includes an orientation pointer unit 141 indicating the orientation F1 of the vehicle body 3 and a vehicle body display unit 142 indicating the vehicle body 3 whose display position is changed according to the orientation F1 of the vehicle body 3. According to this, even if the operator cannot accurately grasp the orientation F1 of the vehicle body 3 in the workplace, by looking at the orientation pointer unit 141 and the vehicle body display unit 142 displayed on the display device 45. , The direction F1 of the vehicle body 3 can be easily grasped.
[0129]
　The display device 45 includes a direction scale portion 145 with the direction F2 of the travel reference line L1 as a reference point and the value indicating the direction increases or decreases according to the distance from the reference point, and the line direction display unit 130 travels to the reference point. A mark portion 130b indicating that the orientation of the reference line is included is included. According to this, the operator can easily grasp which direction the direction F2 of the traveling reference line L1 is with respect to the vehicle body 3 by looking at the scale portion 145.
[0130]
　The vehicle body orientation display unit 140 includes an orientation pointer unit 141 that points to the orientation F1 of the vehicle body 3, and the orientation pointer unit 141 indicates the orientation F1 of the vehicle body 3 to the orientation scale portion 145. According to this, by looking at the directional pointer unit 141 instructed to the directional scale unit 145, it is possible to easily grasp how much the directional F1 of the vehicle body 3 deviates from the traveling reference line L1.
　The vehicle body orientation display unit 140 has a display form depending on whether the orientation difference ΔF between the orientation F2 of the traveling reference line L1 and the orientation F1 of the vehicle body 3 is within a predetermined range or the orientation difference ΔF is out of the predetermined range. different. According to this, the operator can easily grasp whether or not the directional difference ΔF is within a predetermined range.
[0131]
　It is provided with a control device 60B that permits automatic steering when the directional difference ΔF between the directional F2 of the traveling reference line L1 and the directional F1 of the vehicle body 3 is within a predetermined range. According to this, it is possible to easily switch from manual steering to automatic steering.
　The other configurations of the third embodiment are the same as those of the first embodiment.
　It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the above description, and it is intended to include all modifications within the meaning and scope equivalent to the scope of claims.
Code description
[0132]
　1 Work vehicle
　3 Body
　11 Steering device
　30 Steering handle
　40 Positioning device
　45 Display device
　52 Steering selector switch
　60B Second control device (control device)
200 Automatic steering control unit
200a Parameter correction unit
200b Steering angle calculation unit
200c Steering control unit
201 Steering Angle acquisition unit
202 Steering judgment unit
205 Steering angle detection device
　L1 Travel reference line
The scope of the claims
[Claim 1]
　A steering device having a steering handle, a
　vehicle body capable of traveling by either manual steering by the steering handle or automatic steering of the steering handle based on a travel reference line, and
　when the vehicle body travels a predetermined distance in the manual steering. A
　work vehicle including a control device for permitting automatic steering based on a plurality of steering angles of the steering device .
[Claim 2]
　Comprising a steering selector switch for switching the one of the start and end of the automatic steering,
　the control device,
　a steering angle acquisition unit that acquires a plurality of steering angle,
　a plurality of steering angle acquired by the steering angle acquisition unit Based on this, the steering determination unit that determines whether or not to permit the start of the automatic steering and the
　steering changeover switch switch the start of the automatic steering in a state that the steering determination unit determines that the start is permitted .
　The work vehicle according to claim 1, further comprising an automatic steering control unit that controls the steering device to perform automatic steering .
[Claim 3]
　The work vehicle according to claim 2, further comprising a display device indicating that the start of the automatic steering is permitted by the steering determination unit.
[Claim 4]
　The work vehicle according to claim 2 or 3, wherein the steering determination unit permits the start of the automatic steering when the variation of the plurality of steering angles is within a predetermined range.
[Claim 5]
　And capable of detecting the positioning device the position of the vehicle body,
　said the reference line setting switch the detected vehicle position in the positioning device is set to start and end positions of the travel reference line,
　the provided by that claim 1 The work vehicle according to any one of 4.
[Claim 6]
　The steering device that changes the direction of the vehicle body,
　the tilt detection device that detects the inclination of the
　vehicle body, and the steering device that reduces the deviation based on the deviation between the planned traveling line and the vehicle body and predetermined parameters. The steering angle
　calculation unit that calculates the steering angle of the vehicle, the steering control unit that controls the steering device based on the steering angle calculated by the steering angle calculation unit, and
　the inclination of the vehicle body detected by the inclination detection device. Based on this,
　a work vehicle including a parameter correction unit that corrects the parameter applied by the steering angle calculation unit .
[Claim 7]
　The work vehicle according to claim 6, wherein the parameter correction unit corrects the parameters when the inclination of the vehicle body detected by the inclination detection device is other than a predetermined value determined in advance.
[Claim 8]
　When the inclination of the vehicle body acquired from the inclination detection device indicates an upward direction, the parameter correction unit corrects the parameters in the direction in which the steering angle increases, and the inclination of the vehicle body indicates a downward direction. If the work vehicle according to claim 6 or 7, the parameter is corrected in the direction in which the steering angle decreases.
[Claim 9]
　The work vehicle according to any one of claims 6 to 8, wherein the parameter correction unit increases the amount of correction of the parameters as the inclination of the vehicle body acquired from the inclination detection device increases.
[Claim 10]
　The work vehicle according to any one of claims 6 to 9, wherein the parameter correction unit corrects a control gain for calculating a steering angle of the steering device as the parameter.
[Claim 11]
　A steering device having a steering handle, a
　vehicle body capable of traveling by either manual steering by the steering handle or automatic steering of the steering handle based on a travel reference line, and
　a positioning device capable of detecting the orientation of the vehicle body.
　If
　the difference between the tilt detection device that detects the tilt of the vehicle body and the orientation of the vehicle body detected by the positioning device and the orientation of the travel reference line is within the determination range, the automatic steering is permitted and , a control device for performing the automatic steering by the steering device when the is permitted
　provided with,
　wherein the control device, the work of changing the determination range according to the vehicle body inclination detected by the inclination detecting device vehicle.
[Claim 12]
　When the vehicle body is tilted so that one side of the vehicle body in the width direction is higher than the other side in the width direction, the control device changes the lower limit value of the determination range according to the tilt of the vehicle body. The work vehicle according to claim 11.
[Claim 13]
　The work vehicle according to claim 12, wherein the control device makes the upper limit value of the determination range smaller than the upper limit value of a predetermined standard range.
[Claim 14]
　When the vehicle body is tilted so that one side of the vehicle body in the width direction is lower than the other side in the width direction, the control device changes the upper limit value of the determination range according to the tilt of the vehicle body. The work vehicle according to claim 11.
[Claim 15]
　The work vehicle according to claim 14, wherein the control device makes the lower limit value of the determination range smaller than the lower limit value of the predetermined standard range.
[Claim 16]
　A steering changeover switch for switching between the start and end of the automatic steering is provided, and the
　control device switches the start of the automatic steering by the steering changeover switch in a state where the automatic steering is permitted. The work vehicle according to any one of claims 11 to 15, which starts automatic steering by the steering device in the case of
[Claim 17]
　The work according to any one of claims 11 to 16, further comprising a display device for displaying that the direction difference between the direction of the vehicle body and the direction of the traveling reference line detected by the positioning device is within the determination range. vehicle.
[Claim 18]
　The work vehicle according to any one of claims 11 to 17, further comprising a reference line setting switch for setting the position of the vehicle body detected by the positioning device at the start position and the end position of the travel reference line.
[Claim 19]
　A steering wheel,
　and manual steering by the steering wheel, and a body which can be run in either the automatic steering of the steering wheel based on the running reference line,
　and the line orientation display unit showing the orientation of the running reference line, the vehicle body
　A work vehicle including a display device having a vehicle body direction display unit indicating the direction of the vehicle.
[Claim 20]
　The work vehicle according to claim 19, wherein the line direction display unit includes a line display unit indicating the travel reference line and a mark unit indicating the direction of the travel line.
[Claim 21]
　The work according to claim 19 or 20, wherein the vehicle body direction display unit includes an orientation pointer unit that indicates the direction of the vehicle body and a vehicle body display unit that indicates a vehicle body whose display position is changed according to the orientation of the vehicle body. vehicle.
[Claim 22]
　The display device includes an azimuth scale portion whose reference point is the azimuth of the traveling reference line and whose value indicating the azimuth increases or decreases according to the distance from the reference point, and the
　line azimuth display unit is at the reference point. The work vehicle according to any one of claims 19 to 21, which includes a mark portion indicating the direction of the traveling line.
[Claim 23]

　The work vehicle according to claim 22, 　wherein the vehicle body direction display unit includes an orientation pointer unit that indicates the direction of the vehicle body, and the orientation pointer unit indicates the orientation of the vehicle body on the orientation scale unit.
[Claim 24]
　The vehicle body orientation display unit is claimed to have a different display form depending on whether the orientation difference between the orientation of the traveling reference line and the orientation of the vehicle body is within a predetermined range or the orientation difference is out of the predetermined range. The work vehicle according to any one of 19 to 23.
[Claim 25]
　The work vehicle according to any one of claims 19 to 24, comprising a control device that permits the automatic steering when the directional difference between the directional of the traveling reference line and the directional of the vehicle body is within a predetermined range.