Title of the invention: a work vehicle and a work machine including a work vehicle
Technical field
[0001]
　The present invention relates to, for example, a work vehicle such as a tractor and a work machine provided with the work vehicle.
Background technology
[0002]
　Conventionally, the technique shown in Patent Document 1 is known as a technique for creating a traveling route (scheduled traveling route) for automatically traveling a work vehicle such as a tractor. In Patent Document 1, the travel path generation unit generates an inner travel path including a straight path and a U-turn path connecting the straight paths, and an orbital travel path for orbiting the outer peripheral region of the field.
Prior art literature
Patent documents
[0003]
Patent Document 1: Japanese Patent Publication "Japanese Patent Laid-Open No. 2018-116608"
Outline of the invention
Problems to be solved by the invention
[0004]
　In Patent Document 1, a traveling vehicle can be automatically traveled along a traveling route (scheduled traveling route) created by a traveling route generation unit. However, in reality, it is difficult for a towing vehicle connected to a traveling vehicle to perform automatic traveling on a working machine that bends with respect to the traveling vehicle.
　Therefore, in view of the above problems, the present invention provides a work vehicle capable of easily performing automatic traveling even when the traveling vehicle and the towing vehicle connected to the traveling vehicle are automatically driven along the planned traveling route. It is an object of the present invention to provide a working machine equipped with a working vehicle.
Means to solve problems
[0005]
　The technical means of the present invention for solving this technical problem is characterized by the following points.
　The work vehicle has a connecting portion for connecting the towing vehicle and is capable of traveling along the planned traveling route, and the relative angle between the connecting portion of the traveling vehicle and the towing vehicle connected to the connecting portion. It is provided with an automatic traveling control unit that controls automatic traveling in the traveling vehicle based on the planned traveling route.
[0006]
　The automatic traveling control unit controls the steering of the traveling vehicle so that the planned traveling route and the vehicle body position of the traveling vehicle match.
　The automatic traveling control unit sets at least one of the steering angle and the steering direction based on the relative angle.
　When the planned travel route includes a turning unit for turning the traveling vehicle and the relative angle is less than the turning determination value, the automatic traveling control unit moves the vehicle body position of the traveling vehicle. The turning control for setting the steering angle and the steering direction so as to match the turning portion is executed, and the turning control is stopped when the relative angle becomes equal to or more than the turning determination value during the turning control.
[0007]
　In the automatic traveling control unit, when the planned travel route includes a straight-moving unit that causes the traveling vehicle to travel straight, the traveling vehicle enters the straight-moving unit that follows the turning unit after the turning control is stopped. By changing either the steering angle or the steering direction so as to be possible, the control shifts to the turning control in which the traveling vehicle is turned back.
　The automatic traveling control unit sets the steering angle and the steering direction after the turning control or the turning control so that the towing vehicle is located in the straight-ahead unit.
[0008]
　The work machine includes a work vehicle, a towing vehicle connected to the work vehicle, and an angle detection device for detecting the relative angle.
The invention's effect
[0009]
　According to the present invention, even when the traveling vehicle and the towing vehicle connected to the traveling vehicle are automatically driven along the planned traveling route, the automatic traveling can be easily performed.
A brief description of the drawing
[0010]
[Fig. 1] Fig. 1 is a diagram showing a block diagram of a work vehicle equipped with a traveling support device.
[Fig. 2] Fig. 2 is a diagram showing a connecting portion.
[Fig. 3] Fig. 3 is a diagram illustrating automatic driving.
FIG. 4 is a diagram showing an example of a map registration screen M1.
FIG. 5A is a diagram for obtaining a field contour H1 (field map MP2) from a traveling locus K1.
FIG. 5B is a diagram for obtaining a field contour H1 (field map MP2) from an inflection point of a traveling locus K1.
FIG. 5C is a diagram for obtaining contour H1 (field map MP2) from switch operation during traveling.
FIG. 6 is a diagram showing an example of a work setting screen M2.
FIG. 7 is a diagram showing an example of a route setting screen M3.
FIG. 8A is a diagram in which a unit work section A3 is created in a work area A2.
FIG. 8B is a diagram showing a unit work area A3 different from that of FIG. 8A.
[Fig. 9] Fig. 9 is an explanatory diagram for explaining the creation of a planned travel route.
[Fig. 10A] It is a figure in which the extension body and the connecting bar are running in a straight line in the front-rear direction.
[Fig. 10B] It is a figure in which the connecting bar is bent with respect to the extension body.
[Fig. 11A] Fig. 11A is a diagram showing a situation in which the work equipment is turned to the left and a situation in which the work equipment is switched.
[Fig. 11B] Fig. 11B is a diagram showing a situation in which the work equipment is turned to the right and a situation in which the work equipment is switched.
[Fig. 12A] Fig. 12A is a diagram showing a state in which a traveling vehicle and a towing vehicle are bent to the other side and are traveling straight.
[Fig. 12B] Fig. 12B is a diagram showing a state in which a traveling vehicle and a towing vehicle are bent to one side and are traveling straight.
[Fig. 13] Fig. 13 is a diagram showing a flow of automatic driving.
FIG. 14 is an overall side view of the tractor.
Mode for carrying out the invention
[0011]
　Hereinafter, embodiments of the present invention will be described with reference to the drawings.
　FIG. 1 shows a block diagram of a working machine. In the case of the present embodiment, the working machine includes a working vehicle 1 and a towing vehicle 2. The work vehicle 1 is a tractor capable of towing the towing vehicle 2.
　First, a tractor, which is one of the work vehicles, will be described.
[0012]
　As shown in FIG. 14, the tractor 1 includes a traveling vehicle 3 having a traveling device 7, a prime mover 4, and a transmission 5. The traveling device 7 is a device having a front wheel 7F and a rear wheel 7R. The front wheel 7F may be a tire type or a crawler type. Further, the rear wheel 7R may also be a tire type or a crawler type. The prime mover 4 is a diesel engine, an electric motor, or the like. 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. A cabin 9 is provided in the traveling vehicle 3, and a driver's seat 10 is provided in the cabin 9.
[0013]
　Further, a connecting portion 8 for connecting the towing vehicle 2 is provided at the rear portion of the traveling vehicle 3. By connecting the towing vehicle 2 to the connecting portion 8, the towing vehicle 2 can be towed by the traveling vehicle 3. The towing vehicle 2 is a trailer or the like. The towing vehicle 2 has a connecting bar 2a, and the connecting bar 2a is fixed to the frame of the towing vehicle 2 by fasteners such as bolts so that it cannot swing in the width direction. The connecting bar 2a may be fixed to the frame of the towing vehicle 2 by welding. An insertion hole 2c is formed at the front end of the connecting bar 2a.
[0014]
　As shown in FIG. 2, the connecting portion 8 is, for example, a tow hitch, which is an extension body 8a extending rearward from the traveling vehicle 3 and a pivot pin provided at the rear end of the extension body 8a. 8b and is included. The front portion of the extension body 8a is fixed to the transmission kale, differential case, etc. of the transmission 5 by fasteners such as bolts, and cannot swing in the width direction. At the rear portion of the extension body 8a, an upper wall 8a1 and a lower wall 8a2 separated from the upper wall 8a1 are formed, and a pivot pin 8b penetrates the upper wall 8a1 and the lower wall 8a2. The towing vehicle 2 is connected to the connecting portion 8 by positioning the connecting bar 2a of the towing vehicle 2 between the upper wall 8a1 and the lower wall 8a2 and inserting the pivot pin 8b into the insertion hole of the connecting bar 2a. Can be done.
[0015]
　As shown in FIG. 1, the tractor 1 includes a steering device 11. The steering device 11 includes a steering wheel (steering wheel) 11a, a rotation shaft (steering shaft) 11b that rotates with the rotation of the steering wheel 11a, and an auxiliary mechanism (power steering mechanism) 11c that assists the steering of the steering wheel 11a. doing. The auxiliary mechanism 11c includes a hydraulic pump 21, a control valve 22 to which hydraulic oil discharged from the hydraulic pump 21 is supplied, and a steering cylinder 23 operated by the control valve 22. The control valve 22 is a solenoid valve that operates based on a control signal. The control valve 22 is, for example, a three-position switching valve that can be switched by moving the spool or the like. The control valve 22 can also be switched by steering the steering shaft 11b. The steering cylinder 23 is connected to an arm (knuckle arm) 24 that changes the direction of the front wheels 7F.
[0016]
　Therefore, when the steering wheel 11a is operated, the switching position and opening degree of the control valve 22 are switched according to the steering wheel 11a, and the steering cylinder 23 expands and contracts to the left or right according to the switching position and opening degree of the control valve 22. By doing so, the steering direction of the front wheels 7F can be changed. The steering device 11 described above is an example, and is not limited to the configuration described above.
　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 based on the satellite signal, the position of the tractor 1 (for example, latitude, longitude). That is, the vehicle body position is detected. 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 traveling vehicle 3 separately from the inertial measurement unit 42. In this embodiment, the receiving device 41 is attached to the traveling vehicle 3, that is, the cabin 9. The mounting location of the receiving device 41 is not limited to the embodiment.
[0017]
　The inertial measurement unit 42 includes an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The traveling vehicle 3, for example, provided below the driver's seat 10, can detect the roll angle, pitch angle, yaw angle, etc. of the traveling vehicle 3 by the inertial measurement unit 42.
　As shown in FIG. 1, the tractor 1 includes a control device 60. The control device 60 is a device that controls the traveling system, the working system, and the like in the tractor 1.
[0018]
　The control device 60 has an automatic traveling control unit 61 that controls the automatic traveling of the tractor 1. The automatic driving control unit 61 is composed of an electric / electronic circuit provided in the control device 60, a program stored in a CPU, and the like. When the automatic driving starts, the automatic driving control unit 61 controls the control valve 22 of the steering device 11 so that the traveling vehicle 3 travels along the planned traveling route L1. Further, when the automatic traveling is started, the automatic traveling control unit 61 controls the vehicle speed (speed) of the tractor 1 by automatically changing the speed change stage of the transmission, the rotation speed of the prime mover, and the like.
[0019]
　As shown in FIG. 3, when the deviation between the vehicle body position and the planned travel route L1 is less than the threshold value under the condition that the tractor 1 is automatically traveling, the automatic traveling control unit 61 sets the steering shaft (rotation shaft). The rotation angle of 11b is maintained. When the deviation between the vehicle body position and the planned travel route L1 is equal to or greater than the threshold value and the tractor 1 is located on the left side with respect to the planned travel route L1, the automatic travel control unit 61 steers the tractor 1 to the right. The steering shaft 11b is rotated so as to be in the direction. When the deviation between the vehicle body position and the planned travel route L1 is equal to or greater than the threshold value and the tractor 1 is located on the right side with respect to the planned travel route L1, the automatic travel control unit 61 steers the tractor 1 to the left. The steering shaft 11b is rotated so as to be in the direction. In the above-described embodiment, the steering angle of the steering device 11 is changed based on the deviation between the vehicle body position and the planned travel route L1, but the direction of the planned travel route L1 and the progress of the tractor 1 (traveling vehicle 3). When the direction (traveling direction) direction (vehicle body orientation) F1 is different, that is, when the angle θg of the vehicle body orientation F1 with respect to the planned traveling route L1 is equal to or greater than the threshold value, the automatic traveling control unit 61 has zero angle θg (vehicle body). The steering angle may be set so that the direction F1 matches the direction of the planned travel route L1). Further, the automatic traveling control unit 61 sets the final steering angle in the automatic steering based on the steering angle obtained based on the deviation (positional deviation) and the steering angle obtained based on the 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.
[0020]
　As described above, the control device 60 can automatically drive the tractor 1 (traveling vehicle 3).
　The tractor 1 includes a traveling support device 100. The travel support device 100 is a display device provided in the vicinity of the driver's seat 10. Hereinafter, the description will proceed assuming that the traveling support device 100 is a display device.
[0021]
　The display device is a display device having a display unit 50 composed of any of a liquid crystal panel, a touch panel, and other panels, and has various information related to the tractor 1 in addition to information for supporting the running of the tractor 1. Information can be displayed.
　The display device includes a map registration unit 101 and a map storage unit 102. The map registration unit 101 is composed of electrical / electronic parts provided in the display device, a program incorporated in the display device, and the like. The map storage unit 102 is composed of a non-volatile memory or the like. The map registration unit 101 registers the contour of a predetermined field, for example, the position corresponding to the contour of the predetermined field.
[0022]
　As shown in FIG. 4, when the operator (driver) performs a predetermined operation on the display device, the map registration unit 101 displays the map registration screen M1 on the display unit 50 of the display device. On the map registration screen M1, field identification information such as the map MP1 including the field, the vehicle body position VP1 of the tractor 1, the field name, and the field management number is displayed. In addition to the image data showing the field, the map MP1 is associated with position information such as latitude and longitude. When the tractor 1 enters the field and orbits in the field, the map registration screen M1 displays the current vehicle body position VP1 detected by the positioning device 40 when the tractor 1 orbits. When the lap in the field by the tractor 1 is completed and the registration button 51 displayed on the map registration screen M1 is selected, as shown in FIG. 5A, the map registration unit 101 has a plurality of tractors 1 when the tractor 1 laps. The traveling locus K1 obtained by the vehicle body position is used as the field contour (outer shape) H1, and the field map MP2 represented by the contour H1 is registered together with the field identification information.
[0023]
　As shown in FIG. 5B, the map registration unit 101 calculates the inflection point from the traveling locus indicated by the vehicle body position VP1 and registers the contour K2 connecting the inflection points as the field contour H1 (field map MP2). Alternatively, as shown in FIG. 5C, when the tractor 1 goes around, the driver or the like designates the end of the field by a switch or the like provided on the tractor 1, and the contour K3 connecting the designated ends. May be registered as contour H1 (field map MP2). The above-mentioned field registration method is an example and is not limited. The outline of the field, that is, the field map MP2, may be the data indicated by the position (latitude, longitude) or the data indicated by the coordinate (X-axis, Y-axis) system, or may be expressed in other expressions. It may be the data shown.
[0024]
　The map storage unit 102 stores the field map MP2 showing the contour (outer shape) registered by the map registration unit 101. That is, the map storage unit 102 stores the field map MP2 and data indicating the contour of the field (data for representing a predetermined field).
　The display device (travel support device 100) can create a planned travel route L1 to be used when the tractor 1 is automatically traveled to a predetermined field. The travel support device 100 includes a route creation unit 105 for creating a planned travel route L1 and a width acquisition unit 107. The route creation unit 105 and the width acquisition unit 107 are composed of an electric / electronic circuit provided in the display device, a program stored in the display device, and the like.
[0025]
　As shown in FIG. 6, when the operator (driver) performs a predetermined operation on the display device, the route creation unit 105 displays the work setting screen M2. The work setting screen M2 has a field input unit 80 and a field display unit 81. The field input unit 80 can input field identification information such as a field name and a field management number. The field display unit 81 displays a field map MP2 indicating a predetermined field corresponding to the field identification information input to the field input unit 80. That is, the route creation unit 105 requests the map storage unit 102 for the field map MP2 corresponding to the field identification information input to the field input unit 80, and displays the field map MP2 transmitted from the map storage unit 102 in the field. It is displayed on the unit 81.
[0026]
　When the headland setting button 83 is selected after inputting the headland width W1 in the headland width input unit 82 on the work setting screen M2, the route creation unit 105 displays the field map MP2 displayed on the field display unit 81. The work area A2 excluding the headland area A1 is displayed. For example, the route creation unit 105 sets the area surrounded by the contour H2 formed by offsetting the contour H1 of the field map MP2 inward by the headland width W1 as the work area A2. In the work setting screen M2, the work area A2 is set on the field map MP2 by designating the contour position of the work area A2 on the field map MP2 displayed on the field display unit 81 using a pointer or the like. You may.
[0027]
　As shown in FIG. 7, when the setting of the work area A2 is completed, the route creation unit 105 switches the display of the display device (travel support device 100) from the work setting screen M2 to the route setting screen M3. On the route setting screen M3, it is possible to set the planned travel route L1 in the area including the work area A2 in the field. The route setting screen M3 includes a route display unit 85 for displaying the planned travel route L1 and a width input unit 88. The width acquisition unit 107 acquires the traction width W2 input to the width input unit 88. The towing width W2 of the towing vehicle 2 is the width of the towing vehicle 2.
[0028]
　When the width acquisition unit 107 acquires the tow width W2, the route creation unit 105 performs work on the tow vehicle 2 by dividing the work area A2 by the tow width W2 in the vertical direction or the horizontal direction as shown in FIG. 8A. A plurality of unit work areas A3 are created in the work area A2. That is, the route creation unit 105 creates a plurality of unit work sections A3 having the same width as the tow width W2 in the work area A2. As shown in FIG. 8B, the route creation unit 105 may create a plurality of unit work sections A3 having a width W4 obtained by subtracting the overlap width W3 from the tow width W2 in the work area A2. The overlap width W3 can be input on the route setting screen M3. That is, when the traveling vehicle 3 to which the towing vehicle 2 is connected is driven, the route creating unit 105 sets the minimum unit area in which the work is performed on the field by the towing vehicle 2 as the unit work section A3. ..
[0029]
　The route creation unit 105 includes a straight-ahead creation unit 105A and a turn creation unit 105B. As shown in FIG. 9, the straight-ahead creation unit 105A creates a straight-ahead unit (straight-ahead route) L1a in which the traveling vehicle 3 goes straight for each unit work section A3 of the work area A2. That is, the straight-ahead creating unit 105A creates, for example, a linear straight-ahead portion L1a connecting both ends in the longitudinal direction of the unit work section A3 in the central portion in the width direction of the unit work section A3. Further, the turning creation unit 105B creates a turning unit (turning route) L1b in which the traveling vehicle 3 turns by connecting the adjacent straight-moving parts L1a outside the work area A2.
[0030]
　By the way, the automatic traveling control unit 61 controls automatic traveling based on the relative angle θA between the connecting portion 8 of the traveling vehicle 3 and the towing vehicle 2 connected to the connecting portion 8. The working machine includes an angle detecting device 90 that detects a relative angle θA by light, magnetism, or the like. The angle detection device 90 is attached to a magnet attached to the rocking side (front end of the connecting bar 2a of the towing vehicle 2) and to the fixed side (upper wall 8a1 or lower wall 8a2 of the extension body 8a). It has a magnetic sensor. In such an angle detection device 90, the relative angle θA is detected by detecting the change in the magnetic field in the magnet with the magnetic sensor. As shown in FIG. 10A, when the connecting bar 2a and the extension body 8a are aligned in a straight line in the front-rear direction, the angle detection device 90 detects that the relative angle θA is zero. As shown in FIG. 10B, when the extension body 8a intersects the connecting bar 2a (when it breaks), the angle detection device 90 detects the relative angle θA according to the degree of intersection. The angle detection device 90 described above is an example and is not limited to the infrared sensor, the rotary encoder, the device that captures an image and detects the angle from the captured image, and the device that detects the angle based on the expansion and contraction of the cylinder and the like. Etc. or other structures.
[0031]
　The automatic traveling control unit 61 sets at least one of the steering angle and the steering direction based on the relative angle θA. For example, in a situation where automatic driving is performed along the straight traveling portion L1a and the turning portion L1b, the relative angle θA is larger than a predetermined determination value, and the traveling vehicle 3 and the towing vehicle 2 are located in the vicinity of the connecting portion 8. When the distance from the vehicle is short, the automatic driving control unit 61 reduces the relative angle θA by making the steering angle of the steering device 11 smaller than the current steering angle, or pulls the steering direction with the traveling vehicle 3. The relative angle θA is reduced by changing the direction so that the vehicle 2 is farther away from the vehicle 2.
[0032]
　11A and 11B show a situation in which the traveling vehicle 3 and the towing vehicle 2 are turning in the headland area A1.
　As shown in FIGS. 11aA and 11B, the automatic traveling control unit 61 monitors the relative angle θA when the traveling vehicle 3 makes a turn while advancing along the turning unit L1b. When the relative angle θA detected by the angle detection device 90 is less than the turning determination value θT, the automatic traveling control unit 61 sets the steering angles θL1 and θR1 based on the turning unit L1b and the vehicle body position, and travels. The turning control is executed so that the vehicle body position of the vehicle 3 matches the turning portion L1b. That is, when the relative angle θA is less than the turning determination value θT, the automatic traveling control unit 61 continues turning control for turning according to the steering angles θL1 and θR1 set based on the turning unit L1b and the vehicle body position. ..
[0033]
　On the other hand, when the traveling vehicle 3 makes a turn while advancing along the turning portion L1b, the automatic traveling control unit 61 stops the turning control when the relative angle θA becomes the turning determination value θT or more. Even when the traveling vehicle 3 is turning to the right by the steering device 11, the automatic traveling control unit 61 stops the turning control when the relative angle θA becomes equal to or higher than the turning determination value θT.
　When the automatic traveling control unit 61 stops the turning control, the automatic traveling control unit 61 shifts to the turning control. The turning control controls turning the traveling vehicle 3 by changing the steering angles θL1 and θR1 so that the traveling vehicle 3 can enter the straight traveling portion L1a following the turning portion L1b.
[0034]
　As shown in FIG. 11A, in a situation where the traveling vehicle 3 is turning to the left by the steering device 11, when the relative angle θA becomes equal to or greater than the turning determination value θT at the time point P60, the automatic traveling control unit 61 determines. Shift from turning control to turning control. In the turn-back control, as shown in FG1, the steering direction is changed from the left side to the right side by the steering device 11, and the traveling vehicle 3 is advanced. In the switching FG1, the steering direction is changed from the left side to the right side to move forward, so that the relative angle θA gradually decreases. When the traveling vehicle 3 and the towing vehicle 2 are on a straight line, that is, when the relative angle θA becomes substantially zero, switching is performed and the steering angle θL1 of the steering device 11 is set to substantially zero as shown in FG2, and the traveling vehicle 3 is set to substantially zero. Go backwards. In the switching FG2, the traveling vehicle 3 and the towing vehicle 2 move in the same direction without breaking.
[0035]
　After the traveling vehicle 3 and the towing vehicle 2 are integrally moved backward, the traveling vehicle 3 is made to enter the straight traveling portion L1a while the traveling vehicle 3 is advanced as shown in FG3 by switching. When the traveling vehicle 3 enters the straight-ahead unit L1a, the automatic traveling control unit 61 ends the turning control and shifts to the straight-ahead control.
　In the straight-ahead control, the automatic traveling control unit 61 allows the traveling vehicle 3 and the towing vehicle 2 to be positioned at the straight-ahead vehicle L1a, that is, with the relative angle θA maintained at zero. The steering angle of the steering device 11 is set so as to go straight. As shown in FIG. 12A, when the pivot pin 8b is located on one side (right side) of the straight portion L1a and the traveling vehicle 3 and the towing vehicle 2 are bent in an inverted L shape, the traveling vehicle 3 and the towing vehicle 2 are bent in an inverted L shape. In the straight-ahead control, the steering direction of the traveling vehicle 3 is set to one side (right side), so that the traveling vehicle 3 and the towing vehicle 2 are steered along the straight-ahead portion L1a while reducing the relative angle θA.
[0036]
　As shown in FIG. 12B, when the pivot pin 8b is located on the other side (left side) of the straight portion L1a and the traveling vehicle 3 and the towing vehicle 2 are bent in an L shape, the vehicle goes straight. In the control, by setting the steering direction of the traveling vehicle 3 to the other side (left side), the traveling vehicle 3 and the towing vehicle 2 are steered along the straight portion L1a while reducing the relative angle θA. As shown in FIGS. 12A and 12B, when the traveling vehicle 3 and the towing vehicle 2 are bent in an inverted L shape in the straight-ahead control, the steering angle of the steering device 11 is the magnitude of the relative angle θA. It may be set based on the above, or it may be set based on the deviation between the straight portion L1a and the vehicle body position. In this way, since the steering angle and the steering direction are controlled by the relative angle θA, the straightness in the straight portion L1a can be improved.
[0037]
　FIG. 13 is a diagram showing automatic traveling in the automatic traveling control unit 61. As shown in FIG. 13, in performing automatic traveling, the automatic traveling control unit 61 determines whether or not the vehicle body position of the traveling vehicle 3 has reached the turning portion L1b from the straight traveling portion L1a (S100). When the vehicle body position of the traveling vehicle 3 reaches the turning portion L1b (S100, Yes), the automatic traveling control unit 61 determines whether or not the relative angle θA is less than the turning determination value θT (S101). When the relative angle θA is less than the turning determination value θT (S101, Yes), the automatic traveling control unit 61 executes turning control (S102). It is determined whether or not the vehicle body position of the traveling vehicle 3 has reached the straight-ahead portion L1a from the turning portion L1b (S103). When the vehicle body position of the traveling vehicle 3 does not reach the straight traveling portion L1a from the turning portion L1b (S103, No), the automatic traveling control unit 61 returns to S101. On the other hand, when the vehicle body position of the traveling vehicle 3 reaches the straight traveling portion L1a from the turning portion L1b (S103, Yes), the automatic traveling control unit 61 switches to the straight traveling control (S104). When the relative angle θA is equal to or greater than the turning determination value θT (S101, No), the automatic traveling control unit 61 stops the turning control and switches to the turning control (S105), and when the turning control is completed, shifts to the straight-ahead control. (S104). The automatic traveling control unit 61 controls the steering angle and the steering direction so that the traveling vehicle 3 and the towing vehicle 2 coincide with the straight traveling portion L1a and the relative angle θA becomes zero in the straight traveling control.
[0038]
　As described above, according to the work vehicle and the work machine, since the automatic traveling is controlled based on the relative angle θA between the traveling vehicle 3 and the towing vehicle 2, the traveling vehicle 3 and the traveling vehicle are controlled along the planned traveling route L1. Even when the towing vehicle 2 connected to 3 is automatically driven, the automatic traveling can be easily performed. By grasping the relative angle θA during automatic driving and controlling at least one of the steering angle and the steering direction by the relative angle θA, for example, contact between the traveling vehicle 3 and the towing vehicle 2 (vehicle contact), or The jackknifing phenomenon can be prevented. When the traveling vehicle 3 is moved along the straight traveling portion L1a, both the traveling vehicle 3 and the towing vehicle 2 can be moved so as to coincide with the straight traveling portion L1a, and the straightness can be improved. can.
[0039]
　Further, when the traveling vehicle 3 turns to the left or right along the turning portion L1b, the vehicle contact and the jackknifing phenomenon can be prevented. Further, when the relative angle θA between the traveling vehicle 3 and the towing vehicle 2 is large and it is difficult to turn, it is possible to automatically shift from turning to turning, and it is possible to smoothly return to the straight traveling portion L1a by turning.
　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 claims rather than the above description, and it is intended to include all modifications within the meaning and scope equivalent to the claims.
Code description
[0040]
1: Work vehicle (tractor)
2: Tow vehicle
3: Travel vehicle
61: Automatic travel control unit
90: Angle detection device
L1: Scheduled travel route
L1a: Straight-ahead unit
L1b: Turning unit
The scope of the claims
[Claim 1]

　The relative angle between the 　traveling vehicle having a connecting portion for connecting the towing vehicles and being able to travel along the planned traveling route, the connecting portion of the traveling vehicle and the towing vehicle connected to the connecting portion, and the traveling schedule.
　A work vehicle including an automatic travel control unit that controls automatic travel in the traveling vehicle based on a route .
[Claim 2]
　The work vehicle according to claim 1, wherein the automatic traveling control unit controls the steering of the traveling vehicle so that the planned traveling route and the vehicle body position of the traveling vehicle match.
[Claim 3]
　The work vehicle according to claim 2, wherein the automatic traveling control unit sets at least one of a steering angle and a steering direction based on the relative angle.
[Claim 4]
　When the planned travel route includes a turning unit for turning the traveling vehicle and the relative angle is less than the turning determination value, the automatic traveling control unit moves the vehicle body position of the traveling vehicle. 3. Claim 3 that executes turning control for setting the steering angle and steering direction so as to match the turning portion, and stops the turning control when the relative angle becomes equal to or higher than the turning determination value during the turning control. The work vehicle described in.
[Claim 5]
　In the automatic traveling control unit, when the planned travel route includes a straight-moving unit that causes the traveling vehicle to travel straight, the traveling vehicle enters the straight-moving unit that follows the turning unit after the turning control is stopped. The work vehicle according to claim 4, wherein by changing either the steering angle or the steering direction so as to be possible, the control shifts to the turning control for turning back the traveling vehicle.
[Claim 6]
　The work vehicle according to claim 5, wherein the automatic traveling control unit sets the steering angle and the steering direction after the turning control or the turning control so that the towing vehicle is located in the straight-ahead unit.
[Claim 7]
　A work machine
　comprising 　any of the work vehicles of claims 1 to 6, a towing vehicle connected to the work vehicle, and
　an angle detection device for detecting the relative angle
.