Work vehicle

Abstract

To reduce the case where operation becomes complicated when automatic steering is performed in a work vehicle (1), the work vehicle is provided with: a vehicle body (3) capable of traveling forward and backward by either manual steering by a steering wheel (30) or automatic steering; a driver's seat (10) provided to the vehicle body; an operation platform (9F, 9L, 9R) provided in front of or laterally of the driver's seat; a first operation section (50-53) for automatic steering provided to the operation platform; and a second operation section (54, 63) for automatic steering capable of being installed behind the driver's seat.

Description

Technical Field

[0001] This invention relates to work vehicles such as tractors. Background Technology

[0002] Previously, a work vehicle as described in Patent Document 1 was known. The work vehicle of Patent Document 1 has an automatic steering operating unit (correction switch) that can be operated when mounted on the control panel and when detached from the control panel and moved to the rear of the driver's seat.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Publication No. 2020-1467 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In the work vehicle of Patent Document 1, when performing automatic steering, the driver moves the automatic steering operation unit (correction switch) according to the vehicle's driving direction, which can sometimes make the operation complicated.

[0008] Therefore, in view of the above-mentioned problems, the present invention aims to alleviate the complexity of operation when performing automatic steering in a work vehicle.

[0009] Methods for solving problems

[0010] The technical means of the present invention for solving the above-mentioned technical problems are characterized by the following points.

[0011] One embodiment of the present invention provides a work vehicle comprising: a body capable of moving forward and backward by either manual or automatic steering via a steering wheel; a driver's seat disposed on the body; a control panel disposed in front of or to the side of the driver's seat; a first operating unit for automatic steering disposed on the control panel; and a second operating unit for automatic steering capable of being mounted behind the driver's seat.

[0012] In another embodiment of the invention, the first and second operating units include steering switches that are operated to indicate the start and stop of automatic steering.

[0013] In another embodiment of the invention, the work vehicle is equipped with a positioning device capable of detecting the position of the vehicle body. At least the first operating unit, one of the first operating unit and the second operating unit, includes: a setting switch, which is operated to indicate the setting of a driving reference line that serves as a reference for automatic steering; and a correction switch, which is operated to indicate the correction of the position of the vehicle body detected by the positioning device.

[0014] In another embodiment of the invention, the work vehicle is equipped with a control device for controlling automatic steering. At the start and stop of the vehicle's movement via manual steering, if a setting switch is operated, the control device sets a driving reference line based on the vehicle's position detected by a positioning device. If a steering switch is activated, the control device starts automatic steering. If a steering switch is deactivated, the control device stops automatic steering. If a correction switch is operated, the control device corrects the vehicle's position. If one of the switches with the same function, located in the first and second operating units, is operated, the control device disables the other switch before the automatic steering ends.

[0015] In another embodiment of the invention, the second operating unit is electrically connected to the control device via electrical wiring arranged from the rear of the driver's seat through the side of the vehicle body to the control panel.

[0016] In another embodiment of the invention, the work vehicle is equipped with a protection mechanism for protecting the driver's seat, and the second operating part is detachable from the protection mechanism.

[0017] In another embodiment of the invention, a second operating unit is provided with pillars erected on the left and right rear parts of the vehicle body and beams connecting the upper ends of the pillars to each other. The second operating unit includes: a frame that can be attached to or detached from either pillar; and a key that is provided on a surface of the frame other than the mounting surface of the frame that contacts the pillar and is operable.

[0018] Furthermore, in one embodiment of the invention, the work vehicle is equipped with a detachment prevention component that prevents the second operating part from detaching from the protection mechanism.

[0019] The effects of the invention

[0020] According to the present invention, in a work vehicle, it is possible to reduce the complexity of operation when performing automatic steering in the work vehicle. Attached Figure Description

[0021] Figure 1 This is the control block diagram of the operating vehicle.

[0022] Figure 2 This is a detailed diagram of the PTO shift lever.

[0023] Figure 3 This is an illustration of automatic steering.

[0024] Figure 4 This is a diagram showing the actions of a work vehicle traveling straight based on automatic steering.

[0025] Figure 5 It is a diagram showing the automatic steering status of the working vehicle when it is moving forward and backward.

[0026] Figure 6 This is a diagram showing the control panel located in front of the driver's seat.

[0027] Figure 7 It is a 3D view of the work vehicle.

[0028] Figure 8 This is a 3D view of the area near the second operating section.

[0029] Figure 9 This is a flowchart illustrating the actions of the work vehicle.

[0030] Figure 10 This is a detailed diagram of a PTO switch.

[0031] Figure 11 This is a diagram showing another example of the second operating unit.

[0032] Figure 12 This is a side view of the work vehicle. Detailed Implementation

[0033] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0034] First, the appearance of the work vehicle 1 in this embodiment will be described. Figure 12 This is a side view of the work vehicle 1. The work vehicle 1 in this embodiment is a tractor. However, the work vehicle of the present invention is not limited to... Figure 12 The tractor shown can also be agricultural machinery (agricultural vehicles) such as combine harvesters and transplanters, or construction machinery (construction vehicles) such as loaders.

[0035] The following will describe the area in front of the driver, who is seated in the driver's seat 10 of the work vehicle 1. Figure 12 (Arrow A1 direction) is set forward, and the driver's rear side ( Figure 12 The direction of arrow A2 is defined as rear, the driver's left side as left, and the driver's right side as right. Additionally, the direction perpendicular to the front-rear direction of the work vehicle 1, i.e., the horizontal direction, is defined as the vehicle's width direction.

[0036] like Figure 12As shown, the work vehicle 1 includes a body 3, a power unit 4, and a running gear 7. The body 3 can move forward and backward via the running gear 7. The running gear 7 has a front wheel 7F and a rear wheel 7R. The front wheel 7F can be either tire-type or track-type. Similarly, the rear wheel 7R can also be either tire-type or track-type. The power unit 4 is composed of a diesel engine. As another example, the power unit 4 can also be composed of an electric motor or the like.

[0037] A driver's seat 10 is provided on the upper part of the vehicle body 3. A connecting part including a lifting device 8 (not shown) is provided at the rear of the vehicle body 3. The working device 2 can be loaded and unloaded relative to this connecting part. By connecting the working device 2 to the connecting part, the working device 2 is supported at the rear of the vehicle body 3, and the vehicle body 3 can tow the working device 2. The working device 2 is a tillage device for tilling, a fertilizer spreading device for spreading fertilizer, a pesticide spreading device for spreading pesticides, a harvesting device for harvesting, a harvesting device for harvesting forage, a spreading device for spreading forage, a forage collecting device for collecting forage, a forming device for forming forage, etc.

[0038] A control panel 9F is located in front of the driver's seat 10 on the vehicle body 3. The control panel 9F includes a steering wheel 30, levers, switches, and other operating components. A control panel 9L is located on the left side of the driver's seat 10, and a control panel 9R is located on the right side (see description below). Figure 7 The control panels 9L and 9R are also equipped with control components such as levers and switches.

[0039] A safety frame 6 is installed on the vehicle body 3 at a position rearward of the driver's seat 10. The safety frame 6 is an example of a protective mechanism that protects the driver seated in the driver's seat 10 in the event of the vehicle 1 overturning.

[0040] Next, the structure of the work vehicle 1 will be explained. Figure 1 This is the control block diagram of the work vehicle 1. The work vehicle 1 is equipped with a transmission device 5, differential devices 20F and 20R, a lifting device 8, a steering device 11, a control device 60, a positioning device 40, a display device 45, working valves 25 to 29, and switches 23, 24, and 50 to 54.

[0041] The transmission unit 5 can switch the propulsion force of the driving device 7 by changing the gear ratio, and can switch the driving device 7 forward and backward. The transmission unit 5 includes a drive shaft (main shaft) 5a, a main transmission unit 5b, a secondary transmission unit 5c, a shuttle unit 5d, a PTO power transmission unit 5e, and a front transmission unit 5f. The drive shaft 5a is rotatably supported on the housing (gearbox) of the transmission unit 5. Power from the crankshaft of the power unit 4 is transmitted to the drive shaft 5a. The main transmission unit 5b has multiple gears and a shifter that changes the connection of these gears. By appropriately changing the connection (meshing) of the multiple gears using the shifter, the main transmission unit 5b changes and outputs (shifts) the rotation input from the drive shaft 5a.

[0042] Like the main transmission unit 5b, the auxiliary transmission unit 5c has multiple gears and a shifter that changes the connection of these gears. By appropriately changing the connection (meshing) of the multiple gears using the shifter, the auxiliary transmission unit 5c changes and outputs (shifts) the rotation input from the main transmission unit 5b.

[0043] The shuttle unit 5d includes a shuttle shaft 12 and a forward / reverse clutch 13. Power output from the auxiliary transmission unit 5c is transmitted to the shuttle shaft 12 via gears or the like. The forward / reverse clutch 13 is, for example, a hydraulic clutch. An oil circuit is connected to the forward / reverse clutch 13, and a working valve 28 is connected to this oil circuit. Working oil discharged from the hydraulic pump 33 is supplied to the working valve 28. The forward / reverse clutch 13 switches between an engaged state and an unengaged state depending on the opening degree of the working valve 28. The working valve 28 is, for example, a two-position switching valve with a solenoid valve. By energizing or demagnetizing the solenoid of the working valve 28, the forward / reverse clutch 13 switches between an engaged state and an unengaged state.

[0044] The forward / reverse clutch 13 switches the rotation direction of the shuttle shaft 12 by switching it to an engaged or disengaged state. The shuttle shaft 12 is connected to the rear wheel differential 20R. The rear wheel differential 20R supports the rear axle 21R, on which the rear wheel 7R is mounted, allowing it to rotate freely.

[0045] The PTO (Power Take Off) transmission unit 5e includes a PTO drive shaft 14 and a PTO clutch 15. The PTO drive shaft 14 is supported for free rotation and is capable of transmitting power from the drive shaft 5a. The PTO drive shaft 14 is connected to the PTO shaft 16 via gears or the like.

[0046] The PTO clutch 15 is, for example, a hydraulic clutch. An oil circuit is connected to the PTO clutch 15, and a working valve 27 is connected to this oil circuit. Working oil discharged from the hydraulic pump 33 is supplied to the working valve 27. The PTO clutch 15 switches between an engaged and disengaged state depending on the opening degree of the working valve 27. The working valve 27 is, for example, a two-position switching valve with a solenoid valve. By energizing or demagnetizing the solenoid of the working valve 27, the PTO clutch 15 switches between an engaged and disengaged state.

[0047] The PTO clutch 15 switches between engaged and disengaged states, thereby controlling whether the power from the drive shaft 5a is transmitted to the PTO drive shaft 14 or not. Power from the power unit 4 is transmitted to the PTO shaft 16 via the drive shaft 5a, the PTO clutch 15, and the PTO drive shaft 14, causing the PTO shaft 16 to rotate. A lifting device 8 and a working device 2 are connected to the PTO shaft 16. The driving force of the PTO shaft 16 is transmitted to the lifting device 8 and the working device 2, thus enabling their operation.

[0048] The front transmission unit 5f has a first clutch 17 and a second clutch 18. The first clutch 17 and the second clutch 18 can transmit power from the drive shaft 5a, for example, via gears and a drive shaft to transmit power to the shuttle shaft 12. The power from the first clutch 17 and the second clutch 18 can be transmitted to the front axle 21F via the front drive shaft 22. Specifically, the front drive shaft 22 is connected to the front wheel differential 20F, which supports the front axle 21F, on which the front wheels 7F are mounted, so that it can rotate freely.

[0049] The first clutch 17 and the second clutch 18 are composed of hydraulic clutches, etc. The first clutch 17 is connected to an oil circuit, and a working valve 25 is connected to this oil circuit. Working oil discharged from the hydraulic pump 33 is supplied to the working valve 25. The first clutch 17 switches between an engaged state and an disengaged state according to the opening degree of the working valve 25. The second clutch 18 is connected to an oil circuit, and a working valve 26 is connected to this oil circuit. Working oil discharged from the hydraulic pump 33 is supplied to the working valve 26. The second clutch 18 switches between an engaged state and a disengaged state according to the opening degree of the working valve 26. The working valves 25 and 26 are, for example, two-position switching valves with solenoid valves. By energizing or demagnetizing the solenoid of each working valve 25 or 26, the corresponding clutch 17 or 18 switches between an engaged state and a disengaged state.

[0050] When the first clutch 17 is disengaged and the second clutch 18 is engaged, power from the shuttle shaft 12 is transmitted to the front wheel 7F via the second clutch 18. Thus, both the front wheel 7F and the rear wheel 7R are driven, and their rotational speeds are approximately the same (4WD constant speed state). Conversely, when the first clutch 17 is engaged and the second clutch 18 is disengaged, both the front wheel 7F and the rear wheel 7R are driven, but the rotational speed of the front wheel 7F is faster than that of the rear wheel 7R (4WD speed-increasing state). Furthermore, when both the first clutch 17 and the second clutch 18 are disengaged, power from the shuttle shaft 12 is not transmitted to the front wheel 7F, thus resulting in a two-wheel drive system (2WD) where only the rear wheel 7R is driven.

[0051] That is, the power of the power unit 4 is transmitted to the shuttle shaft 12 via the propulsion shaft 5a, the main transmission unit 5b, the auxiliary transmission unit 5c, and the forward / reverse clutch 13. The shuttle shaft 12 rotates in the forward or reverse direction, thereby driving the rear wheel differential device 20R, and causing the rear axle 21R and the rear wheel 7R to rotate in the forward or reverse direction. Additionally, the power of the power unit 4 is transmitted from the shuttle shaft 12 to the front drive shaft 22 via clutches 17 and 18. The front drive shaft 22 rotates in the forward or reverse direction, thereby driving the front wheel differential device 20F, and causing the front axle 21F and the front wheel 7F to rotate in the forward or reverse direction. Thus, the vehicle body 3, i.e., the working vehicle 1, moves forward or backward.

[0052] The lifting device 8 includes a lifting arm 8a, a lower connecting rod 8b, an upper connecting rod 8c, a lifting rod (not shown), and a lifting cylinder 8e. The front end of the lifting arm 8a is supported on the upper rear part of the housing (gearbox) housing the transmission device 5, allowing it to swing upwards or downwards. The lifting arm 8a swings (lifts and lowers) by being driven by the lifting cylinder 8e. The lifting cylinder 8e is a hydraulic cylinder. The lifting cylinder 8e is connected to a hydraulic pump 33 via a control valve 29. The control valve 29 is a solenoid valve or the like, which causes the lifting cylinder 8e to extend and retract.

[0053] The front end of the lower link 8b is supported on the lower rear of the transmission 5, allowing it to swing upwards or downwards. The front end of the upper link 8c, positioned above the lower link 8b, is also supported on the rear of the transmission 5, allowing it to swing upwards or downwards. The lifting arm 8a and the lower link 8b are connected via a lifting rod. The working device 2 is connected to the rear of both the lower link 8b and the upper link 8c. When the lifting cylinder 8e is driven (extended), the lifting arm 8a rises and falls, and the lower link 8b, connected to the lifting arm 8a via the lifting rod 8d, rises and falls. Thus, the working device 2 swings (rises and falls) upwards or downwards with the front of the lower link 8b as a fulcrum. It should be noted that the working vehicle 1 has an automatic lifting device that raises the lifting device 8 when the vehicle body 3 is retracted. In this embodiment, the automatic lifting device includes a lifting cylinder 8e and a control valve 29.

[0054] The positioning device 40 can detect its own position (including latitude and longitude) using satellite positioning systems (positioning satellites) such as D-GPS, GPS, GLONASS, BeiDou, Galileo, and QZSS. That is, the positioning device 40 receives satellite signals (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellites and detects its position (e.g., latitude and longitude) based on the satellite signals. The positioning device 40 has a signal receiving device 41 and an inertial measurement unit (IMU) 42. The signal receiving device 41 has an antenna, etc., and receives satellite signals transmitted from the positioning satellites. The signal receiving device 41 is, for example, mounted on a safety frame 6 (…). Figure 12 ).

[0055] The inertial measurement unit 42 includes an accelerometer sensor for detecting acceleration and a gyroscope sensor for detecting angular velocity. Based on the detection results of the inertial measurement unit 42, the roll angle, pitch angle, yaw angle, etc. of the vehicle body 3 can be detected.

[0056] The steering device 11 is a device capable of manual steering, in which the vehicle body 3 is steered by the driver sitting in the driver's seat 10 operating the steering wheel 30, and automatic steering, in which the vehicle body 3 is steered automatically without the driver's operation.

[0057] The steering system 11 includes a steering wheel 30, a steering shaft (rotation shaft) 31 supporting the steering wheel 30 for rotation, and an auxiliary mechanism (power steering system) 32. The auxiliary mechanism 32 assists in the rotation of the steering shaft 31 and the steering wheel 30 via hydraulic pressure or the like. The auxiliary mechanism 32 includes a control valve 34 supplied with working oil discharged from a hydraulic pump 33 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 the movement of a spool valve or the like, switching in accordance with the steering direction (rotation direction) of the steering shaft 31. The steering cylinder 35 is connected to an arm (steering knuckle arm) 36 that changes the direction of the front wheels 7F.

[0058] By rotating the steering wheel 30 in one direction or another, the driver can switch the position and opening of the control valve 34 accordingly. Based on the position and opening of the control valve 34, the steering cylinder 35 extends or retracts to the left or right, thus changing the steering direction of the front wheels 7F. In other words, by manually steering the steering wheel 30, the driving direction of the vehicle body 3 can be changed left or right.

[0059] Furthermore, the steering device 11 includes an automatic steering mechanism 37. The automatic steering mechanism 37 is a mechanism for automatically steering the vehicle body 3, automatically steering the vehicle body 3 based on the 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 capable of controlling the rotation direction, rotation speed, rotation angle, etc., based on the vehicle body position. The gear mechanism 39 includes: a gear disposed on and rotating integrally with the steering shaft 31; and a gear disposed on and rotating integrally with the rotation shaft of the steering motor 38.

[0060] When the steering motor 38 rotates in the forward direction, the steering shaft 31 automatically rotates in the forward direction via the gear mechanism 39, enabling the front wheels 7F to be turned to either the left or right. Conversely, when the steering motor 38 rotates in the reverse direction, the steering shaft 31 automatically rotates in the reverse direction via the gear mechanism 39, enabling the front wheels 7F to be turned to the other direction.

[0061] The control device 60 consists of a CPU and memory, etc. The control device 60 controls the movements of various parts of the work vehicle 1. The display device 45 is located on the control panel 9F in front of the driver's seat 10. Figure 12 The display device 45 displays driving information of the work vehicle 1 and various other information related to the work vehicle 1. In addition, the display device 45 also serves as a notification device for providing information related to the automatic steering of the vehicle body 3.

[0062] Switches 50 to 54 are operating switches (operating components) for automatic steering, operated by the driver of the work vehicle 1. Among them, mode switch 50 is a switch used to indicate the switching of a setting mode for automatic steering. The setting mode is a mode in which various settings related to automatic steering are made before starting automatic steering. For example, the start and end points of the driving reference line, which will be described later, can be set in the setting mode.

[0063] Setting switch 51 is used to indicate the setting of the driving reference line for performing automatic steering when the setting mode is active. Steering switches 52 and 54 are used to indicate the start or stop of automatic steering of the vehicle body 3 based on the driving reference line. Correction switch 53 is used to indicate the correction of the position of the vehicle body 3 detected by the positioning device 40. That is, the position of the vehicle body 3 calculated from satellite signals (position of the positioning satellite, transmission time, correction information, etc.) and measurement information (acceleration, angular velocity) measured by the inertial measurement device 42 can be corrected by operating correction switch 53. Control device 60 detects the operating status of each switch 50 to 54.

[0064] The PTO shift lever 24 is an operating component for the PTO operated by the driver of the work vehicle 1. Figure 2 This is a detailed drawing of the PTO shift lever 24. The PTO shift lever 24 is a lever operated to switch the rotation direction of the PTO shaft 16 or change the speed of the PTO shaft 16. The PTO shift lever 24 is located on the control panel 9L on the left side of the driver's seat 10 (see reference). Figure 12 , Figure 7 The PTO shift lever 24 is operated by swinging from... Figure 2 The neutral position Qn shown can be switched to any one of the following driving positions: forward first position Q1, forward second position Q2, forward third position Q3, and reverse position Qb.

[0065] When the PTO shift lever 24 is inactive, it is in the neutral position Qn. The movable terminal 24f, which is linked to the lever 24, is connected to the fixed terminal 24a. A signal is input from the power supply to the input port 60a of the control device 60 via the terminals 24f and 24a and the input line 62a. Thus, the control device 60 detects that the PTO shift lever 24 is in the neutral position Qn. At this time, the PTO shaft 16 is in a stopped state.

[0066] When the PTO shift lever 24 is swung forward A1 in a first-stage operation to switch its position to the first forward position Q1, the movable terminal 24f connects to the fixed terminal 24b, and a signal is input from the power supply to the input port 60b of the control device 60 via terminals 24f and 24b and input line 62b. Furthermore, when the PTO shift lever 24 is swung forward A1 in a second-stage operation to switch its position to the second forward position Q2, the movable terminal 24f connects to the fixed terminal 24c, and a signal is input from the power supply to the input port 60c of the control device 60 via terminals 24f and 24c and input line 62c. Finally, when the PTO shift lever 24 is swung forward A1 in a third-stage operation to switch its position to the third forward position Q3, the movable terminal 24f connects to the fixed terminal 24d, and a signal is input from the power supply to the input port 60d of the control device 60 via terminals 24f and 24d and input line 62d.

[0067] When the control device 60 receives an input signal from input ports 60b, 60c, and 60d, it detects whether the PTO shift lever 24 has switched to the first forward position Q1, the second position Q2, or the third position Q3. When the PTO shift lever 24 is switched to the first forward position Q1, the PTO shaft 16 is driven to rotate in the forward direction at a predetermined first speed through the operation of the transmission device 5. Furthermore, when the PTO shift lever 24 is switched to the second forward position Q2, the PTO shaft 16 is driven to rotate in the forward direction at a predetermined second speed, which is greater than the first speed, through the operation of the transmission device 5. Finally, when the PTO shift lever 24 is switched to the third forward position Q3, the PTO shaft 16 is driven to rotate in the forward direction at a predetermined third speed, which is greater than the second speed, through the operation of the transmission device 5.

[0068] Furthermore, when the PTO shift lever 24L is swung backward A2 to switch its position to the reverse position Qb, the movable terminal 24f connects to the fixed terminal 24e, and a signal is input from the power supply to the input port 60e of the control device 60 via these terminals 24f and 24e and the input line 62e. Thus, the control device 60 detects that the PTO shift lever 24 is in the reverse position Qb. At this time, through the operation of the shifting device 5, the PTO shaft 16 is driven to rotate in the opposite direction at a predetermined speed.

[0069] Next, the automatic steering of the work vehicle 1 will be explained. Figure 3 This diagram illustrates the automatic steering of the work vehicle 1. Before automatic steering, a driving reference line L1 is first set for performing automatic steering. After setting the driving reference line L1, automatic steering can be performed by setting a predetermined driving line L2 parallel to the driving reference line L1. During automatic steering, the travel direction of the body 3 of the work vehicle 1 is automatically steered so that the position of the body 3, as measured by the positioning device 40, is aligned with the predetermined driving line L2.

[0070] Specifically, before automatic steering, the driver moves the work vehicle 1 to a designated position within the field (S1), and operates the mode switch 50 at that position. The control device 60 then switches to the set mode. Next, when the driver registers the starting point via the setting switch 51 (S2), the control device 60 sets the position of the vehicle body 3, measured by the positioning device 40, as the starting point P10 of the driving reference line L1 (S3).

[0071] Next, the driver manually steers the work vehicle 1 from the starting point P10 of the driving reference line L1 (S4) and stops it at the designated position. Then, when the driver performs the endpoint registration operation via the setting switch 51 (S5), the control device 60 sets the position of the vehicle body 3, measured by the positioning device 40 at this time, as the endpoint P11 of the driving reference line L1 (S6). Thus, the straight line connecting the starting point P10 and the endpoint P11 is set as the driving reference line L1.

[0072] Next, the driver moves the work vehicle 1 to a location different from the location where the driving baseline L1 was set (S7), via the turn switch 52 (or turn switch 54). Figure 1 The start operation is initiated (S8). Then, the control device 60 sets a straight line parallel to the driving reference line L1, i.e., the predetermined driving line L2 (S9). Afterwards, the control device 60 activates the automatic steering mechanism 37, initiating automatic steering, and the driver operates the driving control components installed on the vehicle body 3. Figure 1 Accelerator pedal 182, brake pedal 183, Figure 6 (e.g., the shuttle rod 181), thereby causing the work vehicle 1 to travel along the predetermined travel line L2. The travel reference line L1 and the predetermined travel line L2 are displayed by the display device 45, which allows the driver to visually confirm them.

[0073] For example, when the vehicle body 3 is positioned to the left of the predetermined driving line L2, the control device 60 activates the automatic steering mechanism 37, turning the front wheels 7F to the right. Conversely, when the vehicle body 3 is positioned to the right of the predetermined driving line L2, the control device 60 activates the automatic steering mechanism 37, turning the front wheels 7F to the left. During automatic steering, the driver can change the speed of the work vehicle 1 by altering the amount of operation of the accelerator pedal 182, etc., or by changing the gear of the transmission device 5.

[0074] Furthermore, after automatic steering begins, when the driver stops the automatic steering at any point using the steering switch 52, the control device 60 stops (ends) the automatic steering. That is, the end point of the predetermined driving line L2 is set by stopping the automatic steering based on the stop operation of the steering switch 52. In other words, the length from the start point to the end point of the predetermined driving line L2 can be set to be longer or shorter than the driving reference line L1. In other words, the length of the predetermined driving line L2 is not related to the length of the driving reference line L1, allowing the driver to travel a longer distance than the driving reference line L1 while automatically steering along the predetermined driving line L2.

[0075] During the operation of the work vehicle 1 based on automatic steering, the position of the vehicle body 3 detected by the positioning device 40 sometimes deviates from the actual position of the vehicle body 3. This position deviation of the vehicle body 3 can be corrected by the driver operating the correction switch 53.

[0076] Next, the relationship between the operation of the correction switch 53 during automatic steering and the movement (trajectory) of the work vehicle 1 will be explained. Figure 4 This diagram illustrates an example of the actions of work vehicle 1 during straight-line travel based on automatic steering. Figure 4 For example, after the work vehicle 1 begins automatic steering for a period of time, the actual position of the vehicle body 3 (actual position) W2 is consistent with the position of the vehicle body 3 detected by the positioning device 40 (calculated vehicle body position) W1, and the actual position W2 is consistent with the predetermined driving line L2. In this case, the work vehicle 1 travels along the predetermined driving line L2. That is, in the interval P1 where the positioning device 40 has no positioning error and the calculated vehicle body position W1 is consistent with the actual position W2, the work vehicle 1 travels along the predetermined driving line L2.

[0077] It should be noted that when the positioning device 40 has no positioning error and is not corrected, the calculated vehicle position W1 and the vehicle position (corrected vehicle position) W3 corrected by the correction switch 53 are the same value. The corrected vehicle position W3 is obtained by subtracting the correction amount input by the correction switch 53 from the calculated vehicle position W1 (corrected vehicle position W3 = calculated vehicle position W1 - correction amount).

[0078] For example, in Figure 4 Near position P20, although the actual position W2 is not offset relative to the predetermined driving line L2, due to various influences, an error occurs in the positioning of the positioning device 40. The calculated vehicle position W1 detected by the positioning device 40 is offset to the right relative to the predetermined driving line L2 (actual position W2), and this offset W4 is maintained. In this case, the control device 60 determines that an offset has occurred between the calculated vehicle position W1 and the predetermined driving line L2, and turns the vehicle 3 to the left to eliminate the offset W4 between the calculated vehicle position W1 and the predetermined driving line L2. Thus, the actual position W2 of the vehicle 3 is displaced to the left from the predetermined driving line L2.

[0079] Subsequently, the driver notices that the position of vehicle body 3 has shifted to the left from the predetermined driving line L2. At position P21, the driver operates the correction switch 53, inputting a correction amount to bring the calculated vehicle body position W1 closer to the actual position W2. This correction amount is then added to the calculated vehicle body position W1, correcting the vehicle body position W3 to be approximately consistent with the actual position W2. In other words, by inputting the aforementioned correction amount through the correction switch 53, the position of vehicle body 3 detected by the positioning device 40 can be corrected in the direction of eliminating the offset W4 generated near position P20.

[0080] It should be noted that, as Figure 4As shown, after the position of the vehicle body 3 is corrected (position P21), when the actual position W2 shifts to the left from the driving predetermined line L2, the vehicle body 3 is turned to the right by automatic steering, so that the actual position W2 of the vehicle body 3 is along the driving predetermined line L2.

[0081] In addition, in the above Figure 3 The image shows the situation where the work vehicle 1 is moving forward while automatically turning, but the work vehicle 1 can also be moving backward while automatically turning.

[0082] Figure 5 This diagram illustrates the automatic steering states of the working vehicle 1 during forward and reverse movements. For example, when automatic steering is performed within a field H1, each time an initiation operation is initiated via either steering switch 52 or 54, the control device 60 sets a straight section SLn (n = 1, 2, 3...) of multiple predetermined driving lines L2 parallel to the reference driving line L1. For instance, when an initiation operation is initiated at the starting position ST1 via steering switch 52 to indicate the start of automatic steering, the first straight section SL1 is set. Next, the control device 60 controls the transmission mechanism 5 and the automatic steering mechanism 37, thereby automatically steering the vehicle body 3 while it moves along the straight section SL1. Conversely, when a stop operation is initiated at the ending position EN1 via steering switch 52 to indicate the stop of automatic steering, the control device 60 controls the automatic steering mechanism 37, thereby ending (stopping) the automatic steering of the vehicle body 3 moving along the straight section SL1.

[0083] Then, for example, in order to perform work using the work device 2 installed on the work vehicle 1, after the automatic steering during forward movement at the first straight section SL1 ends, the driver wants to perform automatic steering while reversing the vehicle body 3 without turning the work vehicle 1.

[0084] In this scenario, for example, when the start operation is indicated by the turn signal switch 54 at the starting position ST2 to initiate automatic steering, the control device 60 sets the second straight section SL2. Then, the control device 60 controls the transmission mechanism 5 and the automatic steering mechanism 37, thereby automatically steering the vehicle body 3 backward along the straight section SL2. Specifically, when automatic steering is initiated by the turn signal switch 54, in order to reverse the vehicle body 3 along the straight section SL2, the control device 60 controls the drive of the steering motor 38 of the automatic steering mechanism 37, causing the steering shaft 31 to rotate, thereby steering the front wheels 7F. Then, when the stop operation is indicated by the turn signal switch 54 at the ending position EN2 to stop automatic steering, the control device 60 controls the automatic steering mechanism 37, thereby ending the automatic steering of the vehicle body 3 backward along the straight section SL2.

[0085] Next, the operating console 9F will be explained. Figure 6 This diagram shows the state of the control panel 9F located in front of the driver's seat 10 as viewed from the driver's seat 10 side. A steering wheel 30 and a steering shaft 31 connected to the steering wheel 30 are provided on the control panel 9F. The outer periphery of the steering shaft 31 is covered by a steering column 180. The outer periphery of the steering column 180 is covered by a cover 177. The cover 177 includes a panel cover 178 and a pillar cover 179.

[0086] A panel cover 178 supports a display device 45. A support portion 178e for supporting the display device 45 is provided on the upper plate portion 178a of the panel cover 178. The support portion 178e supports the display device 45 in front of the steering shaft 31 and below the steering wheel 30. A mounting surface 178f of the upper plate portion 178a is provided behind the support portion 178e and below the steering wheel 30. The support portion 178e is continuous with the mounting surface 178f. The support portion 178e is located at the front of the upper plate portion 178a, and the mounting surface 178f is located at the rear of the upper plate portion 178a. A mode switch 50 and a correction switch 53 are provided on the mounting surface 178f. The mode switch 50 and the correction switch 53 are arranged around the steering shaft 31.

[0087] The shuttle lever 181 protrudes from the left panel portion 178b of the panel cover 178. The shuttle lever 181 is a component used to switch the travel direction of the vehicle body 3 to forward A1 or rearward A2. Specifically, by moving the shuttle lever 181 forward A1 (at... Figure 6 When the upper side is operated (swinging), the forward / reverse clutch 13 is in a state where it outputs forward power to the driving device 7, and the driving direction of the vehicle body 3 is switched to forward A1. Additionally, by moving the shuttle lever 181 rearward A2 (in... Figure 6 When the lower side is operated, the forward / reverse clutch 13 is in a state where it outputs reverse power to the driving device 7, and the driving direction of the vehicle body 3 is switched to the rear A2. When the shuttle lever 181 is in the neutral position, it does not output power to the driving device 7.

[0088] The pillar cover 179 is positioned below the steering wheel 30, covering the upper periphery of the steering shaft 31. The pillar cover 179 is formed in a generally square cylindrical shape and protrudes upward from the mounting surface 178f of the panel cover 178. That is, the mounting surface 178f is positioned around the pillar cover 179. Therefore, the mode switch 50 and correction switch 53, mounted on the mounting surface 178f, are positioned around the pillar cover 179.

[0089] The mode switch 50 is located on the lower left side of the steering shaft 31. The mode switch 50 is a push-button switch. The mode switch 50 is connected via electrical wiring 70 located inside the control panel 9F. Figure 1 It is electrically connected to the control device 60.

[0090] The correction switch 53 is located on the lower right side of the steering shaft 31. The correction switch 53 is connected via electrical wiring 73 located inside the control panel 9F. Figure 1 It is electrically connected to the control device 60. The correction switch 53 has a pressable left correction button 53L and a right correction button 53R. By pressing the left correction button 53L, a left correction amount to correct the position of the vehicle body 3 to the left is input to the control device 60. Similarly, by pressing the right correction button 53R, a right correction amount to correct the position of the vehicle body 3 to the right is input to the control device 60.

[0091] By increasing the number of times each correction key 53L and 53R is pressed, the left and right correction amounts can be increased. Each correction amount is calculated by multiplying the number of times each correction key 53L and 53R is pressed by a predetermined unit amount (correction amount = number of presses × unit amount). That is, each time each correction key 53L and 53R is pressed, the correction amount increases by a unit amount (e.g., a few centimeters or tens of centimeters). The control device 60 detects the number of times the correction switch 53 is pressed and calculates the correction amount based on the number of presses.

[0092] The automatic steering lever 56 is positioned to the left of the steering shaft 31, protruding to the left. The automatic steering lever 56 can swing upwards, downwards, forwards, and backwards from a neutral position, using its base end located on the side of the steering shaft 31 as a fulcrum. The base end of the automatic steering lever 56 is located inside the pillar cover 179. The aforementioned setting switch 51 and steering switch 52 are located inside the pillar cover 179. Figure 1 (Detailed illustrations omitted). The setting switch 51 and the direction switch 52 are connected via electrical wiring 71, 72 arranged inside the control panel 9F. Figure 1 Each of them is electrically connected to the control device 60.

[0093] With the mode switch 50 activated and the setting mode enabled, swinging the automatic steering lever 56 from the neutral position to the rearward position activates the setting switch 51, indicating that the position of the vehicle body 3 detected by the positioning device 40 is set as the starting point P10 of the driving reference line L1. Furthermore, swinging the automatic steering lever 56 from the neutral position to the forward position activates the setting switch 51, indicating that the position of the vehicle body 3 detected by the positioning device 40 is set as the ending point P11 of the driving reference line L1, and this is also input to the control device 60.

[0094] Subsequently, by swinging the automatic steering lever 56 downward from the neutral position, the steering switch 52 is activated, and an automatic steering start indication is input to the control device 60. Furthermore, by swinging the automatic steering lever 56 upward from the neutral position, the steering switch 52 is activated, and an automatic steering stop indication is input to the control device 60.

[0095] The mode switch 50, correction switch 53, and automatic steering lever 56 are centrally located around the steering shaft 31. Therefore, the driver can easily see the positions of the switches 50, 53, and lever 56. Furthermore, the driver can operate the switches 50, 53, and lever 56 without changing their posture while seated in the driver's seat 10. As a result, the operability of the automatic steering switches 50, 51, 52, and 53 is improved when the vehicle body 3 is moving forward while automatically steering, and accidental operation of the switches 50, 51, 52, and 53 is prevented. Switches 50 to 53 are located on the first operating section of the control panel 9F in front of the driver's seat 10.

[0096] It should be noted that the configuration of switches 50-53 and lever 56 is not limited to the above configuration and can be any configuration. Alternatively, the switch 51 and turn switch 52 can be operated via different levers, buttons, or other operating knobs.

[0097] Figure 7 This is a perspective view of the work vehicle 1 from the front. On the control panel 9L located to the left of the driver's seat 10, there is a PTO shift lever 24 for operating the aforementioned PTO shaft 16. A safety frame 6 is located A2 behind the driver's seat 10. The safety frame 6 consists of a pair of left and right support pillars 6L and 6R and a beam 6b. The support pillars 6L, 6R, and beam 6b are made of steel. The support pillar 6L is erected on the left rear of the vehicle body 3, and the support pillar 6R is erected on the right rear of the vehicle body 3. The beam 6b connects the upper ends of the support pillars 6L and 6R to each other.

[0098] A switch box 19 is mounted on the front surface of the support column 6L located on the left side. The mounting surface 19b of the switch box 19, which contacts the support column 6L, is... Figure 7 The back of switch box 19, facing rearward (A2), will be described later. Figure 8 A magnet (not shown) is fixed to the switch box 19. Using the magnetic force of this magnet, the switch box 19 can be mounted and dismounted relative to the support column 6L.

[0099] A turn signal switch 54 is provided on the front surface 19f facing forward A1, other than the mounting surface 19b of the switch box 19. The turn signal switch 54 is a second operating unit for automatic steering that can be installed behind the driver's seat 10, and has the same function as the turn signal switch 52 included in the first operating unit provided on the control panel 9F.

[0100] The turn signal switch 54 has an on button 54a and an off button 54b. The contacts of the turn signal switch 54, electrical wiring, etc., are housed inside the switch box 19. The switch box 19 is the frame of the second operating unit. The turn signal switch 54 is connected to the control panel 9F via electrical wiring 74 (see also [reference]) arranged from the switch box 19 located behind the driver's seat 10, through the inner side of the left side of the vehicle body 3. Figure 1 It is electrically connected to the control device 60.

[0101] By pressing the Activation key 54a, the turn signal switch 54 enters the start operation state, and the start indication for automatic steering is input to the control device 60. By pressing the Deactivation key 54b, the turn signal switch 54 enters the stop operation state, and the stop indication for automatic steering is input to the control device 60.

[0102] When the work vehicle 1 is reversing and automatically steering, the driver, seated in the driver's seat 10, turns his head to check the safety of A2 behind him. In this turned-head position, the driver can visually see the on / off button 54a and the off button 54b. Therefore, the driver starts the automatic steering during reversing by pressing the on / off button 54a and stops the automatic steering during reversing by pressing the off button 54b. In other words, the steering switch 54 is an operating unit for starting and stopping automatic steering during reversing, operated to enable and disable automatic steering when the vehicle body 3 is reversing.

[0103] However, the turn signals 52 and 54 are usable (effective) when the vehicle body 3 is moving forward and backward. That is, whether the vehicle body 3 is moving forward or backward, the control device 60 starts or stops automatic steering by starting or stopping either of the turn signals 52 or 54. However, when the control device 60 starts automatic steering upon receiving a start operation of one of the turn signals 52 or 54, it disables the other turn signal before stopping (ending) automatic steering upon receiving a stop operation of that turn signal.

[0104] Specifically, for example, when the control device 60 automatically starts reversing after receiving a signal that the turn switch 54 located at the rear A2 has been activated, it disables the turn switch 52 before stopping automatic steering after receiving a signal that the turn switch 54 has been deactivated, i.e., it does not accept operation of the turn switch 52. Similarly, for example, when the control device 60 automatically starts moving forward after receiving a signal that the turn switch 52 located at the front A1 has been activated, it disables the turn switch 54 before stopping automatic steering after receiving a signal that the turn switch 52 has been deactivated, i.e., it does not accept operation of the turn switch 54.

[0105] Figure 8This is a perspective view of the switch box 19 and the support column 6L from the rear. A detachment prevention mechanism 57 prevents the switch box 19, which houses the turn switch 54, from detaching from the support column 6L. The detachment prevention mechanism 57 consists of a metal wire 58 and a retaining ring 59. The metal wire 58 extends horizontally through the upper part of the switch box 19 and surrounds the support column 6L. Through holes 58a and 58b are formed at both ends of the metal wire 58, located at the rear of the support column 6L. The retaining ring 59 is positioned at the rear of the support column 6L and extends through each of the through holes 58a and 58b of the metal wire 58. Therefore, the switch box 19 is constrained by the metal wire 58 and the retaining ring 59, preventing it from leaving the vicinity of the support column 6L.

[0106] exist Figure 7 as well as Figure 8 In this configuration, the switch box 19 with the directional switch 54 is mounted on the front surface of the left-side support 6L of the safety frame 6, but the switch box 19 can also be mounted on the right-side support 6R. Figure 7 As shown, the electrical wiring 74 of the switch box 19 extends from the rear of the driver's seat 10 to the exterior (top) of the vehicle body 3, thus the electrical wiring 74 does not obstruct driving operations. Furthermore, the electrical wiring 74 has a length sufficient to be installed from the rear of the driver's seat 10 onto either of the pillars 6L or 6R, thus allowing easy replacement of the switch box 19 from one pillar 6L or 6R to the other. Additionally, the switch box 19 can be installed on any side of either pillar 6L or 6R, on any side of the beam 6b, or at any location on the vehicle body 3. It should be noted that, considering the operability of the turn signal switch 54, it is not recommended to install the switch box 19 on the beam 6b, which is located at a position higher than the driver seated in the driver's seat 10. Figure 7 ).

[0107] Next, the control of automatic steering linked to the PTO axle 16 of the work vehicle 1 will be explained. Figure 9 This is a flowchart showing the actions of the work vehicle 1. Figure 9 Each process is executed by the control device 60 according to a pre-stored software program.

[0108] First, the control device 60 detects the state (T1) of the PTO shift lever 24 and the PTO shaft 16. The state of the PTO shaft 16 is detected, for example, based on the opening of the working valve 27. Alternatively, a sensor that detects the rotational state of the PTO shaft 16 may be provided, and the control device 60 detects the state of the PTO shaft 16 based on the output signal from the sensor.

[0109] If the PTO shift lever 24 is in the neutral position Qn and the PTO shaft 16 is in a stopped state (T2: Yes), the control device 60 allows automatic steering when reversing (T3). It should be noted that automatic steering when moving forward is always allowed. Moreover, after the mode switch 50 and the setting switch 51 are operated to set the driving reference line L1, if either of the steering switches 52 and 54 is started (T4: Yes), the control device 60 controls the automatic steering mechanism 37 to start automatic steering (T5). Thus, in the work vehicle 1, automatic steering is performed when moving forward or when reversing, depending on the direction of travel of the vehicle body 3.

[0110] Additionally, the control device 60 notifies the driver (T6) of the work vehicle 1 by displaying automatic steering information, such as the status of the automatic steering currently being performed and guidance related to automatic steering, on the display device 45. At this time, the display device 45 may also display, for example... Figure 5 As shown, the driving reference line L1, the predetermined driving line L2, and the position of the work vehicle 1 in the field H1 are all indicated. Alternatively, the status of automatic steering and related guidance can be communicated audibly or visually through buzzers, speakers, lights, or other means provided by the work vehicle 1.

[0111] Additionally, the control device 60 disables any steering switches that have not been activated (T7). Thus, for example, even if a steering switch that has not been activated is accidentally operated, automatic steering will not stop or restart based on the accidental operation.

[0112] Subsequently, when a stop operation is detected in the same steering switch that was started during processing T4 (T8: Yes), the control device 60 controls the automatic steering mechanism 37 to stop automatic steering (T9). In addition, the control device 60 also stops the notification of automatic steering information based on the display device 45 (T10) and deactivates the inactive steering switches (T11).

[0113] On the other hand, if the PTO shift lever 24 is not in the neutral position Qn or the PTO shaft 16 is in a driving state (T2: No), the control device 60 prohibits automatic steering when reversing (T12). At this time, automatic steering when moving forward is not prohibited.

[0114] Furthermore, when either of the turn switches 52 or 54 is activated (T13: Yes), the control device 60 is based on the shuttle lever 181 ( Figure 6The system detects the operating status of the shuttle lever 181 and the rotation status of the wheels 7F and 7R to determine the driving direction of the vehicle body 3. It should be noted that sensors can also be installed to detect the operating status of the shuttle lever 181 and the rotation status of the wheels 7F and 7R. If the driving direction of the vehicle body 3 is forward A1 (T14: No), the control device 60 controls the automatic steering mechanism 37 to begin automatic steering for forward movement (T5). Then, the control device 60 executes processing after T6.

[0115] Furthermore, if the direction of travel of the vehicle body 3 is rearward A2 (T14: Yes), the control device 60 does not initiate automatic steering when reversing, but instead displays a message on the display device 45 indicating that automatic steering is prohibited when reversing, thereby informing the driver (T15). Additionally, the control device 60 informs the driver by displaying a prompt on the display device 45 to switch the PTO shift lever 24 to the neutral position Qn (T16).

[0116] The notifications based on the display device 45 during processes T15 and T16 can continue until the PTO shift lever 24 is switched to the neutral position Qn and the PTO shaft 16 comes to a stop, or they can only last for a certain period of time. Alternatively, during processes T15 and T16, the automatic steering being disabled during reversing and the guidance for switching the PTO shift lever 24 to the neutral position Qn can be provided audibly or visually using a buzzer, speaker, or lighting device provided by the work vehicle 1. That is, a notification device other than the display device 45 capable of providing visual, auditory, or tactile notifications can also be used. Furthermore, it can replace process T16, for example, by providing guidance to stop the PTO shaft 16.

[0117] Furthermore, in the above embodiment, when the PTO shift lever 24 is not in the neutral position Qn or when the PTO shaft 16 is in the driving state ( Figure 9 (T2: No), the control device 60 prohibits automatic steering when reversing, but it may also prohibit automatic steering when reversing based on whether the conditions of the PTO shift lever 24 and the PTO shaft 16 are appropriate.

[0118] Furthermore, in the above embodiment, when automatic steering begins as indicated by the operation of steering switches 52 and 54 and the vehicle body 3 reverses ( Figure 9In the case of T13 (Yes, T14 (Yes)) and T15 (T16), the automatic steering is prohibited during reversing, and guidance on switching the PTO shift lever 24 is provided via the display device 45. However, when the automatic steering is initiated by operating the turn signals 52 and 54 and the vehicle body 3 moves forward (T13 (Yes, T14 (No)), the automatic steering is prohibited during reversing, and guidance on switching the PTO shift lever 24 is provided via the display device 45. It should be noted that in this case, when automatic steering is performed while reversing, it is preferable to provide guidance on switching the PTO shift lever 24 to the neutral position Qn via the display device 45, etc.

[0119] Furthermore, in the above embodiment, a PTO shift lever 24 is provided as an operating component for driving the PTO shaft 16. However, for reasons such as improving safety, in addition to the lever 24, other components may also be provided, for example... Figure 10 PTO switch 23 as shown.

[0120] Figure 10 This is a detailed diagram of the PTO switch 23. The PTO switch 23 is a switch operated to indicate the driving and stopping of the PTO shaft 16. The PTO switch 23 is operably located on the control panel 9L, for example, on the left side of the driver's seat 10. The PTO switch 23 can be switched from the neutral position Qx to either the off position Qy or the on position (drive position) Qz.

[0121] In the inactive state, the PTO switch 23 is in the neutral position Qx. The movable terminal 23d of the switch 23 is connected to the fixed terminal 23a, and a signal is input from the switch 23 to the input port 60g of the control device 60 via the input line 61a. Thus, the control device 60 detects that the PTO switch 23 is in the neutral position Qx. At this time, the PTO shaft 16 is in a stopped state, for example, even if the PTO shift lever 24 ( Figure 2 Switching to any drive position Q1, Q2, Q3, or Qb will not cause the PTO axis 16 to rotate.

[0122] When the PTO switch 23 is operated and switched to the ON position Qz, the movable terminal 23g connects to the fixed terminal 23c, and a signal is input from the switch 23 to the input port 60i of the control device 60 via the input line 61c. Thus, the control device 60 detects that the PTO switch 23 has switched to the ON position Qz. At this time, the PTO shaft 16 can be driven by the operation of the gear shifting device 5. That is, by switching the PTO gear shift lever 24 to any of the drive positions Q1, Q2, Q3, or Qb, the PTO shaft 16 is driven to rotate in the forward or reverse direction at a specified speed.

[0123] Furthermore, when the PTO switch 23 is operated and switched to the off position Qy, the movable terminal 23g is connected to the fixed terminal 23b, and a signal is input from the switch 23 to the input port 60h of the control device 60 via the input line 61b. Thus, the control device 60 detects that the PTO switch 23 has switched to the off position Qy. At this time, the PTO shaft 16 comes to a stop due to the operation of the speed change device 5.

[0124] As described above, the PTO shaft 16 can also be driven or stopped by operating the PTO switch 23. Therefore, the position of the PTO shift lever 24 can be substituted for the position of the PTO switch 23 to enable or disable automatic steering during reverse. Specifically, for example, in... Figure 9 In process T1, the state of PTO switch 23 is detected instead of PTO shift lever 24. In process T2, it is confirmed whether PTO switch 23 is in the neutral position Qx. PTO shift lever 24 can also be a shift lever or selector lever that can be swung forward, backward, left, or right.

[0125] Additionally, in the above embodiment, a switch box 19 (which can be installed at the rear A2 of the driver's seat 10) Figure 7 The system is equipped with a turn signal switch 54 as an operating unit for automatic steering, but is not limited to this; for example, ... Figure 11 As shown, a correction switch 63 can also be installed in the switch box 19 as an operating unit for automatic steering. The correction switch 63 has the same characteristics as the correction switch 53 installed on the control panel 9F. Figure 6 The left correction key 63L and right correction key 63R of correction switch 63 have the same functions as the left correction key 53L and right correction key 53R of correction switch 53. With this structure, when automatically steering while reversing the vehicle body 3, the driver can operate the correction keys 63L and 63R while observing the rear A2 to correct the position of the vehicle body 3 detected by the positioning device 40. Furthermore, when performing automatic steering, the control device 60 can also disable the other correction switch (53 or 63) before the automatic steering ends when one of the correction switches (53 or 63) is operated.

[0126] Alternatively, other automatic steering control units such as mode switch 50 and setting switch 51 can be installed in at least one of the control panels 9F, 9L, and 9R located in front of or to the side of the driver's seat 10, and in the switch box 19 located behind the driver's seat 10 at A2. Furthermore, the automatic steering control unit can be not only a push-button switch, but also a slide switch, toggle switch, or other types of switch, and can also consist of keys, levers, etc., other than switches.

[0127] The working vehicle 1 in this embodiment has the following effects.

[0128] The work vehicle 1 of this embodiment includes: a body 3, which can move forward and backward by either manual steering or automatic steering via a steering wheel 30; a driver's seat 10 disposed on the body 3; control panels 9F, 9L, and 9R disposed in front of or to the side of the driver's seat 10; first operating units 50 to 53 for automatic steering disposed on the control panels 9F, 9L, and 9R; and second operating units 54 and 63 for automatic steering that can be mounted behind the driver's seat 10.

[0129] According to the above structure, in the work vehicle 1, when automatically steering while moving the vehicle body 3 forward, the first automatic steering operation unit 50-53, located in front of the driver's seat 10, can be operated; when automatically steering while moving the vehicle body 3 backward, the second automatic steering operation unit 54, 63, located behind the driver's seat 10, can be operated. Therefore, when performing automatic steering, the driver does not need to move the automatic steering operation units 50-54, 63 according to the driving direction of the vehicle body 3, thus reducing the complexity of operation.

[0130] Furthermore, in this embodiment, the first operation units 50-53 and the second operation units 54, 63 include turn signals 52, 54 that are operated to indicate the start and stop of automatic steering. Thus, when the vehicle body 3 is moving forward while performing automatic steering, the turn signal 52 located in front of the driver's seat 10 is operated, and when the vehicle body 3 is moving backward while performing automatic steering, the turn signal 54 located behind the driver's seat 10 is operated, thereby enabling the automatic steering to be started and stopped, improving operability.

[0131] In this embodiment, the work vehicle 1 includes a positioning device 40 capable of detecting the position of the vehicle body 3. At least one of the first operation units 50-53 and the second operation units 54, 63 includes: a setting switch 51, which is operated to indicate the setting of a driving reference line L1 that serves as the basis for automatic steering; and a correction switch 53, which is operated to indicate the correction of the position of the vehicle body 3 detected by the positioning device 40. Thus, after setting the driving reference line L1 by operating the setting switch 51, the steering switches 52, 54 corresponding to the driving direction of the vehicle body 3 can be operated to perform automatic steering. Furthermore, during automatic steering, the correction switch 53 can be operated to correct the position of the vehicle body 3 detected by the positioning device 40, and automatic steering can be performed appropriately.

[0132] In addition, Figure 11In the illustrated embodiment, the second operation units 54 and 63 include a correction switch 63 that is operated to indicate the correction of the position of the vehicle body 3 detected by the positioning device 40. Therefore, the correction switches 53 and 63 corresponding to the driving direction of the vehicle body 3 can be operated to correct the position of the vehicle body 3 detected by the positioning device 40, and automatic steering can be performed appropriately, further reducing the complexity of driver operation.

[0133] In addition, in this embodiment, the work vehicle 1 is equipped with a control device 60 for controlling automatic steering. When the vehicle body 3 is driven by manual steering, if the setting switch 51 is operated, the control device 60 sets the driving reference line L1 based on the position of the vehicle body 3 detected by the positioning device 40. If the steering switches 52 and 54 are started to be operated, the control device 60 starts automatic steering. If the steering switches 52 and 54 are stopped to be operated, the control device 60 stops automatic steering. If the correction switches 53 and 63 are operated, the control device 60 corrects the position of the vehicle body 3. If one of the switches (steering switches 52 and 54, correction switches 53 and 63) with the same function provided in the first operation unit 50-53 and the second operation unit 54 and 63 is operated, the control device 60 disables the other switch before the automatic steering ends.

[0134] Therefore, it is possible to automatically steer the vehicle body 3 while moving it forward or backward. In addition, among the steering switches 52, 54 and correction switches 53, 63, which have the same function, when automatic steering or correction of the vehicle body 3 is started by switching one of the switches, it is possible to prevent the driver from accidentally stopping the automatic steering or correction of the vehicle body 3 due to the accidental operation of the other switch, thus ensuring safety.

[0135] Furthermore, in this embodiment, the second operation unit 54 is electrically connected to the control device 60 via an electrical wiring 74 arranged from the rear of the driver's seat 10 through the side of the vehicle body 3 to the control panel 9F. Therefore, input signals corresponding to the operation of the second operation unit 54 can be transmitted from the second operation unit 54 to the control device 60 via the electrical wiring 74, enabling automatic steering based on the operation of the second operation unit 54.

[0136] Furthermore, in this embodiment, a protective mechanism 6 is provided to protect the driver's seat 10, and the second operating units 54 and 63 are detachable from the protective mechanism 6. Therefore, the driver can install the second operating units 54 and 63 in a preferred position on the protective mechanism 6, thereby improving the operability of the second operating units 54 and 63.

[0137] In addition, in this embodiment, the protection mechanism 6 has pillars 6L and 6R respectively erected on the left and right rear parts of the vehicle body 3 and beams 6b connecting the upper ends of the pillars 6L and 6R to each other. The second operation parts 54 and 63 include: a frame (switch box) 19 that can be installed and removed relative to any one of the pillars 6L and 6R; and operable keys 54a, 54a, 63L, and 63R on the surface (front surface) 19f of the frame 19 other than the mounting surface 19b that contacts the pillar 6L.

[0138] As described above, when automatically steering while reversing the vehicle body 3, even if the driver turns their head back to A2 to confirm safety, the driver's field of vision is prevented from being narrowed by the protection mechanism 6 and the second operating units 54 and 63. Furthermore, since the driver turning their head back to A2 can visually confirm the safety of A2 while simultaneously checking the keys 54a, 54b, 63L, and 63R on the second operating units 54 and 63, the operability of these keys is improved.

[0139] Furthermore, in this embodiment, the work vehicle 1 is equipped with a detachment prevention member 57 to prevent the second operating part 54 from detaching from the protection mechanism 6. This prevents the second operating part 54 from detaching from the protection mechanism 6 due to vibrations or other factors transmitted from the work vehicle 1, thereby preventing its loss or damage.

[0140] In addition, the work vehicle 1 of this embodiment includes: a body 3 capable of moving forward and backward by either manual steering or automatic steering via a steering wheel 30; a power unit 4 installed on the body 3; a work device 2 supported on the body 3; a PTO shaft 16 that transmits power from the power unit 4 to the work device 2; and a control device 60 that controls automatic steering and the driving of the PTO shaft 16. The control device 60 allows automatic steering when the body 3 is reversing when the PTO shaft 16 is stopped, and prohibits automatic steering when the body 3 is reversing when the PTO shaft 16 is driving.

[0141] According to the above structure, in the work vehicle 1, automatic steering is performed when the PTO shaft 16 is stopped, and automatic steering is not performed when the PTO shaft 16 is driven. Therefore, automatic steering when reversing can be performed stably and safely.

[0142] In addition, in this embodiment, the work vehicle 1 is equipped with PTO operating components 24 and 23 (PTO shift lever 24 and PTO switch 23). These PTO operating components 24 and 23 are operating components for operating the drive of the PTO shaft 16. They can be switched from neutral positions Qn and Qx to drive positions Q1, Q2, Q3, Qb, and Qz. When the PTO operating components 24 and 23 are in the neutral positions Qn and Qx, the PTO shaft 16 stops, and the control device 60 allows automatic steering when the vehicle body 3 is reversing. When the PTO operating components 24 and 23 are switched to drive positions Q1, Q2, Q3, Qb, and Qz, the control device 60 prohibits automatic steering when the vehicle body 3 is reversing, and the PTO shaft 16 can be driven.

[0143] According to the above structure, when the PTO operating components 24 and 23 are switched to drive positions Q1, Q2, Q3, Qb, and Qz and the PTO shaft 16 is driven, automatic steering during reversal is not possible. When the PTO operating components 24 and 23 are in neutral positions Qn and Qx and the PTO shaft 16 is stopped, automatic steering during reversal is possible. Therefore, automatic steering during reversal of the work vehicle 1 can be performed stably and safely.

[0144] In addition, in this embodiment, the work vehicle 1 includes: a positioning device 40 capable of detecting the position of the vehicle body 3; a setting switch 51 operated to indicate the setting of a driving reference line L1 that serves as a reference for automatic steering; and steering switches 52 and 54 operated to indicate the start and stop of automatic steering. The control device 60 sets the driving reference line L1 based on the position of the vehicle body 3 detected by the positioning device 40 when the vehicle body 3 is driven by manual steering, according to the operation of the setting switch 51. When automatic steering is allowed when the vehicle body 3 is allowed to reverse, the control device 60 starts automatic steering according to the start operation of the steering switches 52 and 54, performs automatic steering based on the driving reference line L1 and the position of the vehicle body 3 detected by the positioning device 40, and stops automatic steering according to the stop operation of the steering switches 52 and 54. When automatic steering is prohibited when the vehicle body 3 is prohibited from reversing, the control device 60 does not start or stop automatic steering according to the operation of the steering switches 52 and 54.

[0145] Based on the above structure, by setting the operation of switch 51 and turn switches 52 and 54, automatic steering of the work vehicle 1 when reversing can be reliably and stably performed. Furthermore, when automatic steering during reversing is prohibited, even if turn switches 52 and 54 are activated, automatic steering during reversing will not begin, thus ensuring safety.

[0146] Furthermore, in this embodiment, the work vehicle 1 is equipped with a notification device (display device) 45 that informs the driver that automatic steering is prohibited when the vehicle body 3 is reversing. Therefore, when automatic steering is prohibited when the work vehicle 1 is reversing, the driver of the work vehicle 1 can be prevented from misunderstanding that a malfunction has occurred if automatic steering is not performed.

[0147] Furthermore, in this embodiment, the notification device 45 also provides guidance to stop the PTO shaft 16. Thus, since the PTO shaft 16 is driven, the driver of the work vehicle 1 can perceive that automatic steering is prohibited during reversing and that automatic steering is permitted during reversing if the PTO shaft 16 is stopped.

[0148] Furthermore, in this embodiment, when automatic steering is prohibited when the vehicle body 3 is reversing, the notification device 45 provides the aforementioned notification when the start of automatic steering is indicated. Thus, when the driver wants the work vehicle 1 to begin automatic steering, it can recognize that automatic steering during reversing is prohibited, and the reason for this prohibition is the drive of the PTO shaft 16, etc. Additionally, the frequency of notifications from the notification device 45 can be reduced, preventing the driver from becoming overwhelmed by the notifications, or reducing power consumption.

[0149] The present invention has been described above, but the embodiments disclosed herein should be understood as illustrative rather than restrictive in all respects. The scope of the invention is defined not by the foregoing description but by the claims, and is intended to include all modifications equivalent to and within the scope of the claims.

[0150] Explanation of reference numerals in the attached figures

[0151] 1 work vehicle

[0152] 3-body

[0153] 6. Security Framework (Protection Mechanism)

[0154] 6b beam

[0155] 6L and 6R pillars

[0156] 9F, 9L, 9R control panels

[0157] 10 driver's seats

[0158] 19 Switch Box (Frame)

[0159] 19b mounting surface

[0160] 19f front surface (surface)

[0161] 30 steering wheel

[0162] 40 positioning device

[0163] 50-mode switch, first operating unit

[0164] 51 Setting switch, first operating unit

[0165] 52. Directional switch, first operating unit

[0166] 53 Correction switch, first operating unit

[0167] 54. Turn signal switch, second operating unit

[0168] 54a Connect button

[0169] 54b Disconnect Key

[0170] 57. Detachment Prevention Mechanism

[0171] 60 control devices

[0172] 63 Correction switch, second operating unit

[0173] 63L Left Correction Key

[0174] 63R Right Correction Key

[0175] 74 Electrical Wiring

[0176] L1 driving baseline

Claims

1. A working vehicle, wherein, The operating vehicle is equipped with: The vehicle body is capable of moving forward and backward by either manual or automatic steering via a steering wheel; A driver's seat, which is disposed on the vehicle body; A control panel, which is located in front of or to the side of the driver's seat; A first operating unit for automatic steering, wherein the first operating unit for automatic steering is disposed on the operating table; A second operating unit for automatic steering, which can be installed behind the driver's seat; as well as The control device that controls the automatic steering; If one of the switches located in the first operating unit and the switch located in the second operating unit that has the same function is operated, the control device disables the operation of the other switch before the automatic steering ends.

2. The working vehicle as described in claim 1, wherein, The first and second operating units include steering switches that are operated to indicate the start and stop of the automatic steering. If the control device starts the automatic steering by accepting the start operation of one of the turn switches respectively provided in the first operation unit and the second operation unit, the control device invalidates the operation of the other turn switch and does not receive it before accepting the stop operation of the turn switch of that one turn switch to stop the automatic steering.

3. The operating vehicle as described in claim 2, wherein, The work vehicle is equipped with a positioning device capable of detecting the position of the vehicle body. At least the first operating unit, which is one of the first operating units and the second operating unit, includes: A setting switch, which is operated to indicate the setting of a driving reference line that serves as the reference for the automatic steering; and A correction switch is operated to indicate a correction to the position of the vehicle body detected by the positioning device.

4. The operating vehicle as described in claim 3, wherein, At the start and stop of the vehicle's movement via manual steering, if the setting switch is activated, the control device sets the driving reference line based on the vehicle's position detected by the positioning device. If the correction switch is activated, the control device corrects the position of the vehicle body.

5. The operating vehicle as described in claim 4, wherein, The second operating unit is electrically connected to the control device via electrical wiring arranged from the rear of the driver's seat through the side of the vehicle body to the control panel.

6. The operating vehicle as described in any one of claims 1 to 5, wherein, The work vehicle is equipped with a protective mechanism to protect the driver's seat. The second operating part can be attached to or detached from the protection mechanism.

7. The operating vehicle as described in claim 6, wherein, The protective mechanism has pillars erected on the left and right rear parts of the vehicle body, respectively, and beams connecting the upper ends of the pillars to each other. The second operating unit includes: A frame, the frame being detachable relative to any of the supports; and A key is provided on a surface of the frame other than the mounting surface that contacts the support column and is operable.

8. The operating vehicle as described in claim 6, wherein, The work vehicle is equipped with a detachment prevention component that prevents the second operating part from detaching from the protection mechanism.

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