Work vehicle

Abstract

To reduce labor for setting a travel reference in manual steering in a work vehicle capable of performing automatic steering.SOLUTION: A work vehicle capable of performing automatic steering for controlling a steerable travel device on the basis of a travel reference comprises: a machine body position acquisition section which acquires a machine body position using satellite positioning; a preceding automatic steering control section which determines a preceding travel reference as the travel reference on the basis of the machine body position acquired by the machine body position acquisition section during travel depending on manual steering and starts the automatic steering on the basis of the preceding travel reference; and a following automatic steering control section which acquires following reference information for determining the travel reference during the execution of the automatic steering by the preceding automatic steering control section, determines a following travel reference as the travel reference on the basis of the following reference information and starts the automatic steering on the basis of the following travel reference after end of the automatic steering by the preceding automatic steering control section.SELECTED DRAWING: Figure 9

Description

[Technical field]

[0001] The present invention relates to an automatically steerable work vehicle in which a steerable traveling device is controlled based on a traveling criterion. [Background technology]

[0002] For example, Patent Document 1 discloses a work vehicle (referred to as an "agricultural machine" in the literature) in which a driving reference (referred to as a "reference orientation" in the literature) is calculated based on the vehicle position calculated at each of the start and end points of a point-to-point drive. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-13552 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in conventional work vehicles, in order to set the travel reference, it was necessary to perform manual steering beforehand to perform point-to-point travel to obtain the vehicle positions at the start and end points. For this reason, some operators find it troublesome to perform point-to-point travel.

[0005] An object of the present invention is to reduce the effort required to set driving standards for manual steering in a work vehicle capable of automatic steering. [Means for solving the problem]

[0006] As a means for solving the above problems, the work vehicle of the present invention is a work vehicle capable of automatic steering that controls a steerable traveling device based on a driving reference, and is equipped with a vehicle body position acquisition unit that acquires the vehicle position using satellite positioning, a leading automatic steering control unit that, while traveling by manual steering, determines a leading driving reference as the driving reference based on the vehicle position acquired by the vehicle body position acquisition unit and initiates the automatic steering based on the leading driving reference, and a trailing automatic steering control unit that acquires trailing reference information for determining the driving reference while the automatic steering is being performed by the leading automatic steering control unit, determines a trailing driving reference as the driving reference based on the trailing reference information, and initiates the automatic steering based on the trailing driving reference after the automatic steering by the leading automatic steering control unit is completed.

[0007] According to the present invention, the vehicle position is acquired during traveling by manual steering, and the leading automatic steering control unit determines a leading traveling standard based on the vehicle position and starts automatic steering. Then, the trailing automatic steering control unit acquires trailing standard information during the automatic steering and determines a trailing traveling standard based on the trailing standard information. In other words, during automatic steering that is started based on the leading traveling standard, trailing standard information for subsequent automatic steering is acquired, and a trailing traveling standard is determined. Therefore, even if an operator or the like does not perform point-to-point traveling in advance with manual steering, it is possible to determine a traveling standard for subsequent automatic steering while performing automatic steering. This reduces the effort required to set a traveling standard for manual steering in a work vehicle capable of automatic steering.

[0008] In the work vehicle of the present invention, it is preferable that the work vehicle is provided with an acquisition operation receiving unit that receives manual operation to instruct the acquisition of the following reference information, and that the following automatic steering control unit acquires the vehicle position acquired by the vehicle position acquisition unit as the following reference information in response to the acquisition operation receiving unit accepting the manual operation.

[0009] With this configuration, the following reference information is acquired in response to a human operation, so that the preceding and following reference information acquired is likely to be appropriate information that reflects the operator's intention.

[0010] In the work vehicle according to the present invention, it is preferable to have a reception notification unit that notifies whether or not the manual operation instructing acquisition of the following reference information can be received.

[0011] With this configuration, for example, an operator can check at the reception / notification unit whether or not a manual operation to instruct acquisition of following reference information can be performed.

[0012] In the work vehicle according to the present invention, it is preferable that the trailing automatic steering control unit determines the leading traveling reference as the trailing traveling reference.

[0013] With this configuration, the preceding travel standard becomes the following standard information as it is, so that the following travel standard can be easily determined.

[0014] In the work vehicle of the present invention, it is preferable that the work vehicle is provided with a correction operation receiving unit that receives manual operation to instruct a correction of the leading driving standard, the leading automatic steering control unit corrects the leading driving standard in response to the correction operation receiving unit receiving the manual operation, and the trailing automatic steering control unit determines the corrected leading driving standard as the trailing driving standard.

[0015] With this configuration, even if the automatic steering initiated based on the preceding driving standard is not appropriate for subsequent automatic steering, an operator, for example, can manually correct the steering and determine the desired following driving standard.

[0016] In the work vehicle of the present invention, it is preferable that the work vehicle is provided with a prohibition operation receiving unit that receives manual operation to instruct the trailing automatic steering control unit to prohibit the automatic steering, and that the trailing automatic steering control unit prohibits the automatic steering in response to the prohibition operation receiving unit receiving the manual operation.

[0017] With this configuration, for example, an operator or the like can manually prohibit the work vehicle from automatic driving when he or she does not want the work vehicle to perform automatic steering.

[0018] In the work vehicle of the present invention, it is preferable to include a memory unit that stores the driving standard including the following reference information determined by the following automatic steering control unit, a designated operation receiving unit that receives manual operation that designates the driving standard to be used for the automatic steering from the driving standards stored in the memory unit, and a designated automatic steering control unit that starts the automatic steering based on the driving standard designated by the manual operation received by the designated operation receiving unit.

[0019] According to this configuration, the storage unit stores a plurality of driving standards. For example, an operator or the like can manually select one of the plurality of driving standards. This enables a configuration in which the plurality of driving standards can be manually used. The designated automatic steering control unit can then start automatic steering according to the selected driving standard from among the plurality of driving standards.

[0020] In the work vehicle of the present invention, it is preferable to provide an execution notification unit that notifies at least one of the fact that the automatic steering based on the leading driving standard is being executed and the fact that the automatic steering based on the following driving standard is being executed.

[0021] With this configuration, for example, an operator can check through the execution notification unit whether automatic steering is being executed based on the leading travel standard or the following travel standard. [Brief description of the drawings]

[0022] [Figure 1] FIG. [Diagram 2] 4 is a block diagram showing the input relationship between a switching operation tool and a control unit. FIG. [Diagram 3] FIG. 4 is a diagram showing control modes in a steering control unit. [Figure 4] FIG. 13 is a diagram showing a transition from a manual steering mode to a preceding automatic steering mode. [Diagram 5] 13 is a diagram showing a transition from a manual steering mode to a following automatic steering mode or a designated automatic steering mode. FIG. [Figure 6]FIG. 11 is a flowchart showing a transition from a manual steering mode to a trailing automatic steering mode. [Figure 7] FIG. 11 is a flow chart showing the transition from a manual steering mode to a designated automatic steering mode. [Figure 8] FIG. 13 is a diagram illustrating a setting of a following driving standard. [Figure 9] FIG. 11 is a flowchart illustrating a process for determining a trailing driving standard during execution of automatic steering based on a leading driving standard. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] An embodiment of the present invention will be described with reference to the drawings. In the following description, unless otherwise specified, the direction of the arrow F in FIG. 1 is the "front" and the direction of the arrow B is the "rear". In addition, the direction of the arrow L in FIG. 1 is the "left" and the direction of the arrow R is the "right". In addition, the direction toward the front of the paper in FIG. 1 is the "up" and the direction toward the back of the paper in FIG. 1 is the "down". Furthermore, the description of "straight-line running" or "straight-line" in this specification includes the meaning of "approximately straight-line running" or "approximately straight-line running". When the description of "straight-line running" or "straight-line running" is made in the claims, it may also include the meaning of "approximately straight-line running" or "approximately straight-line running".

[0024] [Overall configuration of the combine] As shown in Fig. 1, a typical combine harvester 1, which is an example of a work vehicle, will be described. The machine body 10 of the combine harvester 1 is equipped with a crawler-type traveling device 11, a riding section 12, a threshing device 13, a grain tank 14, a harvesting section 15, a transport section 16, and a grain discharge device 18.

[0025] The traveling device 11 is driven by power from an engine (not shown). The traveling device 11 may be wheels. An operator (passenger) who operates or monitors the combine harvester 1 can ride on the riding section 12. The riding section 12 is provided with a seat 12A, and the operator can sit on the seat 12A. The operator may remotely operate the combine harvester 1 from outside the combine harvester 1.

[0026] The harvesting section 15 is provided at the front of the machine body 10. The transport section 16 is provided behind the harvesting section 15. The harvesting section 15 and the transport section 16 are configured to be able to rise and fall relative to the main body of the machine body 10 (the traveling device 11, the riding section 12, the threshing device 13, the grain tank 14, etc.) via a cylinder (not shown). In other words, the harvesting section 15 and the transport section 16 are configured to be able to rise and fall between a working position where they descend into the field and can harvest crops in the field, and a non-working position where they are separated above the field and cannot harvest crops in the field.

[0027] The harvesting section 15 harvests crops in the field. The combine 1 is capable of reaping travel, traveling on the traveling device 11 while reaping planted culms in the field with the harvesting section 15. Note that the "work travel" in this embodiment specifically refers to reaping travel. Note that the "work travel" may involve performing work other than reaping planted culms while traveling.

[0028] The reaped stalks harvested by the harvesting section 15 are transported to the rear of the machine body by the transport section 16. As a result, the reaped stalks are transported to the threshing device 13. The reaped stalks are threshed by the threshing device 13. The grains obtained by the threshing process are stored in the grain tank 14. The grains stored in the grain tank 14 are discharged outside the machine by the grain discharge device 18 as necessary. The threshing device 13, the grain tank 14, etc. may be included in the machine body 10.

[0029] A display device 4 is also provided in the riding section 12. The display device 4 is, for example, a touch panel type liquid crystal monitor or an organic LED monitor, and is configured to be able to display various information, and also allows an operator or the like to input information by touching it. In this embodiment, the display device 4 is configured to be detachable from the riding section 12.

[0030] Here, the combine harvester 1 is configured so as to be capable of traveling under manual steering by an operator and under automatic steering.

[0031] Traveling with automatic steering may or may not include large direction changes such as α-turns and U-turns. In addition, traveling with automatic steering may or may not include reverse traveling.

[0032] The riding section 12 is provided with a main speed change lever 40 and an auxiliary speed change switch 41 (see FIG. 2). The main speed change lever 40 is provided in the left side area of ​​the riding section 12. When the combine harvester 1 is traveling by manual steering or automatic steering, if the operator operates the main speed change lever 40, the speed of the combine harvester 1 changes. In other words, when the combine harvester 1 is traveling by manual steering or automatic steering, the operator can change the speed of the combine harvester 1 by operating the main speed change lever 40. The operator can operate the main speed change lever 40 to a forward position where the combine harvester 1 moves forward while changing its speed, a neutral position where the combine harvester 1 stops, and a reverse position where the combine harvester 1 moves backward while changing its speed.

[0033] The sub-speed change switch 41 is configured to be able to switch an unillustrated sub-speed change device (e.g., a multi-stage type speed change device) between a speed change state for traveling and a speed change state for working. The sub-speed change switch 41 is provided at the free end portion of the main speed change lever 40, but may be provided at a location other than the main speed change lever 40. The sub-speed change switch 41 may also be, for example, a lever-type operating device.

[0034] The boarding section 12 is provided with a steering lever 42 and a mode switching operation receiving unit 43. The steering lever 42 is supported by a pillar at the right front of the boarding section 12. The steering lever 42 is adjacent to the front of the ascent door in the boarding section 12. In other words, the steering lever 42 is provided in the right side area of ​​the boarding section 12. The mode switching operation receiving unit 43 is provided in the right side area of ​​the boarding section 12 (the side where the steering lever 42 is located), and is provided above the steering lever 42.

[0035] The steering lever 42 is a stick-type lever that swings back and forth and left and right, and accepts manual steering (artificial steering) by the operator. When the combine harvester 1 is traveling by manual steering, if the operator operates the steering lever 42 in the left and right direction, a speed difference is generated between the left and right crawlers of the traveling device 11. This causes the machine body 10 to turn. In other words, when the combine harvester 1 is traveling by manual steering, the operator can steer the machine body 10 by operating the steering lever 42.

[0036] When the operator operates the steering lever 42 in the forward / rearward direction of the machine body 10, the harvesting unit 15 and the transport unit 16 move up and down. When the operator operates the steering lever 42 in the forward direction, the harvesting unit 15 moves down to the working position, and when the operator operates the steering lever 42 in the rearward direction, the harvesting unit 15 moves up to the non-working position.

[0037] The combine harvester 1 is equipped with a satellite positioning device 80 and an inertial measurement device 81 shown in FIG. 2. The satellite positioning device 80 receives positioning signals from artificial satellites (not shown) used in GNSS (Global Satellite Navigation System, such as GPS, GLONASS, Galileo, QZSS, BeiDou, etc.). The inertial measurement device 81 is, for example, a gyro acceleration sensor or a magnetic direction sensor, and detects the angular velocity of the yaw angle of the body 10 of the combine harvester 1 and the acceleration in three mutually orthogonal axial directions over time. That is, the inertial measurement device 81 complements the satellite navigation by the satellite positioning device 80. The inertial measurement device 81 may be incorporated in the satellite positioning device 80 or may be disposed in a location separate from the satellite positioning device 80.

[0038] [Configuration of the control unit] 2, the combine harvester 1 includes a control unit 20. The control unit 20 includes a detection unit 21, a machine body position acquisition unit 22, a storage unit 23, and a steering control unit 30. Each element of the control unit 20, such as the control unit 20 and the steering control unit 30, may be a physical device such as a microcomputer, a software module, or a combination of a device and software.

[0039] A positioning signal from the satellite positioning device 80 and a detection result from the inertial measurement device 81 are input to the control unit 20. The positioning signal from the satellite positioning device 80 is sent to the aircraft position acquisition unit 22. The detection result by the inertial measurement device 81 is sent to the aircraft position acquisition unit 22.

[0040] Furthermore, each of the main speed change lever 40, the sub-speed change switch 41, the steering lever 42, the reaping / threshing clutch 44, and the harvest height sensor 45 is configured to output a signal when operated, and each signal is input to the detection unit 21 of the control unit 20. In other words, the detection unit 21 detects the signals from each of the main speed change lever 40, the sub-speed change switch 41, the steering lever 42, the reaping / threshing clutch 44, and the harvest height sensor 45. These signals are sent from the detection unit 21 to the steering control unit 30.

[0041] The reaping / threshing clutch 44 is configured to be capable of transmitting power to each of the threshing device 13 and the harvesting section 15. The reaping / threshing clutch 44 is configured to be switchable between a power transmission state in which power is transmitted to the threshing device 13 and the harvesting section 15, and a power non-transmission state in which power is not transmitted to the threshing device 13 and the harvesting section 15.

[0042] The harvesting height sensor 45 detects the height of the harvesting section 15. For this reason, the harvesting height sensor 45 is configured to be able to detect a state in which the harvesting section 15 is located at the working position or the non-working position.

[0043] The aircraft position acquisition unit 22 calculates the position coordinates of the aircraft 10 over time based on the positioning data output by the satellite positioning device 80. That is, the aircraft position acquisition unit 22 acquires the position coordinates (aircraft position) of the aircraft 10 using satellite positioning.

[0044] Furthermore, the machine body position acquisition unit 22 calculates the attitude and orientation of the machine body 10 based on the detection results by the inertial measurement unit 81 and the position coordinates of the machine body 10. The attitude and orientation of the machine body 10 is the orientation in which the machine body 10 moves forward or backward when the speed difference between the left and right crawlers of the traveling device 11 is zero or approximately zero.

[0045] The storage unit 23 is preferably a non-volatile memory (for example, a flash memory). The storage unit 23 temporarily or permanently stores data generated by each functional unit of the control unit 20.

[0046] As shown in FIG. 2, the steering control unit 30 has a mode switching unit 31 and an automatic steering control unit 32.

[0047] The steering control unit 30 has a plurality of control modes, which include a manual steering mode, a leading automatic steering mode, a following automatic steering mode, and a designated automatic steering mode.

[0048] When the control mode of the steering control unit 30 is the manual steering mode, a control signal corresponding to the operation of the steering lever 42 is input to the steering control unit 30. The steering control unit 30 controls the traveling device 11 in response to this manual steering control signal, thereby controlling the traveling of the machine body 10. As a result, when the control mode of the steering control unit 30 is the manual steering mode, the combine harvester 1 travels by manual steering.

[0049] When the control mode of the steering control unit 30 is the leading automatic steering mode, the trailing automatic steering mode, or the designated automatic steering mode, the steering control unit 30 controls the traveling device 11 so that the combine 1 performs automatic steering based on the automatic steering control signal.

[0050] The automatic preceding steering mode is a control mode in which automatic steering is performed based on the preceding reference heading TA immediately after the preceding reference heading TA is determined by driving straight ahead with manual steering.

[0051] The following automatic steering mode is a control mode in which a following reference heading TB is determined based on the following reference information acquired while the leading automatic steering mode is being executed, and automatic steering is performed based on the following reference heading TB after the leading automatic steering mode is terminated.

[0052] The designated automatic steering mode is a control mode in which, after the preceding automatic steering mode ends, automatic steering is performed based on a reference heading artificially designated from the reference headings (including the following reference heading TB) stored in the memory unit 23.

[0053] In the leading automatic steering mode, the leading reference heading TA is determined on the spot, so automatic steering is possible even if both the leading reference heading TA and the trailing reference heading TB are not available initially. On the other hand, in the trailing automatic steering mode, the trailing reference heading TB must be determined in advance. If the trailing reference heading TB is not determined in advance, automatic steering in the trailing automatic steering mode is not possible. Also, in the designated automatic steering mode, a reference heading must be stored in the memory unit 23 in advance. If at least one reference heading is not stored in the memory unit 23, automatic steering in the designated automatic steering mode is not possible.

[0054] The mode switching unit 31 is configured to be able to switch the control mode of the steering control unit 30. The mode switching unit 31 switches the control mode of the steering control unit 30 based on an operation signal from the mode switching operation receiving unit 43. The mode switching operation receiving unit 43 receives a manual operation (intentional operation) for switching the control mode of the steering control unit 30.

[0055] The automatic steering control unit 32 is configured to be capable of performing automatic steering that controls the traveling device 11 based on a traveling standard. The automatic steering control unit 32 has a leading automatic steering control unit 32A, a following automatic steering control unit 32B, and a designated automatic steering control unit 32C.

[0056] When the steering control unit 30 is in the preceding automatic steering mode, the preceding automatic steering control unit 32A first determines a preceding reference heading TA for executing automatic steering when the vehicle 10 has traveled straight in the same direction for a predetermined distance. Immediately after that, the preceding automatic steering control unit 32A generates an automatic steering target line GL that extends linearly along the preceding reference heading TA, and controls the traveling device 11 to travel straight along the automatic steering target line GL.

[0057] When the steering control unit 30 is in the following automatic steering mode, the following automatic steering control unit 32B generates an automatic steering target line GL that extends in a straight line along the following reference direction TB when performing automatic steering, and controls the traveling device 11 to move straight along the automatic steering target line GL.

[0058] The designated operation receiving unit 49 receives a manual operation to designate a following reference heading TB to be used for automatic steering from a plurality of reference headings stored in the memory unit 23. When the steering control unit 30 is in a designated automatic steering mode, the designated automatic steering control unit 32C selects the following reference heading TB designated by the manual operation received by the designated operation receiving unit 49 from a plurality of following reference headings TB stored in the memory unit 23. In addition, when performing automatic steering, the designated automatic steering control unit 32C generates an automatic steering target line GL that extends in a straight line along the selected following reference heading TB, and controls the traveling device 11 to travel straight along the automatic steering target line GL.

[0059] The control unit 20 is connected to a mode switching operation receiving unit 43, a correction operation receiving unit 46, acquisition operation receiving units 47A and 47B, a prohibition operation receiving unit 48, a designation operation receiving unit 49, a reception notification unit 50, and an execution notification unit 51.

[0060] The correction operation receiving unit 46 receives a manual operation to instruct correction of the preceding reference heading TA.

[0061] The acquisition operation receiving units 47A and 47B receive a manual operation that instructs the acquisition of reference information for determining the following reference orientation TB (hereinafter, referred to as "following reference information").

[0062] The prohibition operation receiving unit 48 receives a manual operation to instruct the prohibition of automatic steering by the following automatic steering control unit 32B (or the prohibition of automatic steering by the designated automatic steering control unit 32C). In this embodiment, when the prohibition operation receiving unit 48 receives a manual operation, the following automatic steering control unit 32B (or the designated automatic steering control unit 32C) does not perform automatic steering.

[0063] Each of the mode switching operation acceptance unit 43, the correction operation acceptance unit 46, the acquisition operation acceptance units 47A and 47B, the prohibition operation acceptance unit 48, and the designation operation acceptance unit 49 may be, for example, a switch, a button, a touch panel, a wireless receiving device, or a signal input device. As shown in FIG. 1, the mode switching operation acceptance unit 43 is provided in an area on the right side (the side where the steering lever 42 is located) of the boarding unit 12 and above the steering lever 42. The correction operation acceptance unit 46, the acquisition operation acceptance units 47A and 47B, the prohibition operation acceptance unit 48, and the designation operation acceptance unit 49 may be configured as one operation acceptance unit together with the mode switching operation acceptance unit 43. In addition, the operation acceptance unit may be configured to be provided in an area on the right side (the side where the steering lever 42 is located) of the boarding unit 12 and above the steering lever 42. Alternatively, the display device 4 may function as at least one of the mode switching operation receiving unit 43, the correction operation receiving unit 46, the acquisition operation receiving units 47A and 47B, the prohibition operation receiving unit 48, and the designation operation receiving unit 49.

[0064] The reception / notification unit 50 notifies whether or not a manual operation to instruct acquisition of the following reference orientation TB, that is, an operation of at least one of the acquisition operation reception units 47A, 47B, can be received.

[0065] The execution notification unit 51 notifies the control mode of the steering control unit 30. For this reason, the execution notification unit 51 notifies at least one of the fact that automatic steering based on the preceding reference heading TA is being executed and the fact that automatic steering based on the following reference heading TB is being executed.

[0066] Each of the reception notification unit 50 and the execution notification unit 51 may be, for example, a buzzer, a speaker that notifies with a tone or voice guidance, a light source such as an LED lamp, a display, etc. Furthermore, the display device 4 may be used as at least one of the reception notification unit 50 and the execution notification unit 51.

[0067] [About the automatic steering mode] The preceding automatic steering mode will be described with reference to Figures 3 and 4. As described above, the preceding automatic steering mode is a control mode in which automatic steering is performed based on the preceding reference heading TA immediately after the preceding reference heading TA is determined by driving straight ahead with manual steering.

[0068] 4 shows a state in which a switching operation to the preceding automatic steering mode is performed at point P1, and the control mode of the steering control unit 30 is switched from the manual steering mode to the preceding automatic steering mode. From point P1, the steering control unit 30 transitions to a preparation state for the preceding automatic steering mode.

[0069] As shown in Figures 3 and 4, the preceding automatic steering mode has a preparation state and an automatic steering state. The preparation state is a state in which preparations are made for starting automatic steering, and manual steering by the operator continues in this preparation state. The automatic steering state is a state in which automatic steering is actually being performed. When the control mode of the steering control unit 30 is switched from a manual steering mode or the like to the preceding automatic steering mode, the system first transitions to a preparation state for the preceding automatic steering mode. In other words, the preceding automatic steering mode starts from the preparation state.

[0070] When the advance automatic steering mode is in the preparation state, the steering control unit 30 determines whether the following first condition for transitioning to the automatic steering state is satisfied. At this time, the operator manually operates the combine 1 to prepare the conditions for transitioning to the automatic steering state.

[0071] The first condition for the advance automatic steering mode to transition from the preparation state to the automatic steering state includes the following condition items No. 1 to No. 6. The first condition is met by satisfying at least all of the condition items No. 1 to No. 6.

[0072] Condition item No. 1: A state in which the aircraft 10 is moving forward based on the calculation result of the aircraft position acquisition unit 22.

[0073] Condition item No. 2: The state of the main shift lever 40 provided in the riding section 12 is set to the forward operating position described above.

[0074] Condition item No. 3: The auxiliary transmission switch 41 is in the above-mentioned work transmission state (the auxiliary transmission device (not shown) is in the work transmission state).

[0075] Condition item No. 4: The clutch for transmitting power to the harvesting unit 15 is in a power transmitting state.

[0076] Condition item No. 5: The harvesting part 15 is lowered to the above-mentioned working position.

[0077] Condition Item No. 6: The aircraft 10 traveled straight in the same direction for a predetermined distance D1.

[0078] The predetermined distance D1 is not particularly limited, but may be, for example, 1 to 10 meters.

[0079] When the preceding automatic steering mode is in a ready state, the preceding automatic steering control unit 32A stores the transition of the position coordinates of the aircraft 10 while the steering lever 42 is not operated in the left or right direction, based on the position coordinates of the aircraft 10 received from the aircraft position acquisition unit 22. Then, when it is determined that the aircraft 10 has traveled straight in the same direction over a predetermined distance D1, the preceding automatic steering control unit 32A determines two points among the stored position coordinates as a first point Y1 and a second point Y2.

[0080] The first point Y1 is the position coordinate of the aircraft 10 at the start of the straight movement over the predetermined distance D1. The second point Y2 is the position coordinate of the aircraft 10 at the time when it is determined that the aircraft 10 has moved straight in the same direction over the predetermined distance D1. The preceding automatic steering control unit 32A determines a preceding reference heading TA for automatic steering based on the first point Y1 and the second point Y2.

[0081] 4 shows a state in which the vehicle 10 travels a predetermined distance D1 between the first point Y1 and the second point Y2, and the first condition is satisfied at the second point Y2. When the preceding automatic steering mode is in a preparation state and the first condition for switching to the preceding automatic steering mode is satisfied, the preceding automatic steering control unit 32A generates an automatic steering target line GL extending toward the preceding reference direction TA, and the preceding automatic steering mode automatically transitions from the preparation state to the automatic steering state. Then, the preceding automatic steering control unit 32A performs automatic steering so that the vehicle 10 automatically travels straight along the automatic steering target line GL based on the position coordinates and attitude direction of the vehicle 10 received from the vehicle position acquisition unit 22.

[0082] When the detection unit 21 detects that the first condition is no longer satisfied, the automatic steering is released, and the advance automatic steering mode transitions from the automatic steering state to the preparation state. When the automatic steering is released, the steering amount output from the steering control unit 30 to the traveling device 11 becomes zero, and the speed difference between the left and right crawlers of the traveling device 11 becomes zero or approximately zero. As a result, the traveling device 11 is always in a straight-line state (unsteered state).

[0083] In this embodiment, while the leading automatic steering control unit 32A is performing automatic steering (when the vehicle is in an automatic steering state in the leading automatic steering mode), the following reference information is acquired to determine the traveling reference. Then, the following reference direction TB is determined based on the following reference information. The acquisition of the following reference information and the determination of the following reference direction TB will be described later.

[0084] [About automatic rear steering mode] The reverse automatic steering mode will be described with reference to FIGS.

[0085] The mode switching operation receiving unit 43 receives a manual operation for switching the control mode of the steering control unit 30 to the following automatic steering mode. When a switching operation to the following automatic steering mode is performed, the mode switching unit 31 switches the control mode of the steering control unit 30 from the manual steering mode or the like to the following automatic steering mode. For example, after the operator performs reaping travel with automatic steering in the leading automatic steering mode, the operator raises the harvesting unit 15 (automatic steering ends and transitions to manual steering mode) and makes a U-turn. Then, the operator operates the mode switching operation receiving unit 43 to switch to the following automatic steering mode.

[0086] As in the case of the leading automatic steering mode, the following automatic steering mode has a preparation state and an automatic steering state (see Figs. 3 and 5). When the control mode of the steering control unit 30 is switched from the manual steering mode to the following automatic steering mode, the system first transitions to the preparation state of the following automatic steering mode.

[0087] In the flow chart shown in Fig. 6, when the following automatic steering mode is started (step #01), the following automatic steering control unit 32B judges whether or not the following reference heading TB has been determined (step #02). If the following reference heading TB has not been determined (step #02: No), the following automatic steering mode ends (step #08), and the control mode of the steering control unit 30 transitions to the manual steering mode. If the following reference heading TB has been determined (step #02: Yes), the following automatic steering control unit 32B transitions to a preparation state for the following automatic steering mode (step #03).

[0088] 5 shows a state in which a switching operation to the following automatic steering mode is performed at point P11, and the control mode of the steering control unit 30 is switched from the manual steering mode to the following automatic steering mode. From point P11, the following automatic steering control unit 32B transitions to a preparation state for the following automatic steering mode.

[0089] When the backward automatic steering mode is in the preparation state, the backward automatic steering control unit 32B judges whether or not a second condition for transitioning to the automatic steering state is satisfied (step #04). At this time, the operator performs manual steering so as to align the heading attitude of the vehicle 10 with the backward reference heading TB. As an example, FIG. 5 shows a state in which the backward automatic steering mode is in the preparation state and the vehicle 10 travels between points P11 and P13 based on manual steering. In other words, the judgment in step #04 is "No" between points P11 and P13.

[0090] The second condition for the backward automatic steering mode to transition from the preparation state to the automatic steering state includes the following condition items Nos. 7 and 8 in addition to condition items Nos. 1 to 5 of the first condition described above. The second condition is met by satisfying at least all of condition items Nos. 1 to 5, 7, and 8.

[0091] Condition item No. 7: The difference between the attitude direction of the aircraft 10 calculated by the aircraft position acquisition unit 22 and the following reference direction TB is within a preset angle (for example, 3 degrees).

[0092] Condition item No. 8: The prohibited operation receiving unit 48 does not receive a manual operation. In other words, the designated automatic steering control unit 32C prohibits automatic steering in response to the prohibited operation receiving unit 48 receiving a manual operation, and therefore automatic steering is possible when the prohibited operation receiving unit 48 does not receive a manual operation.

[0093] If the following automatic steering mode is in a ready state and the second condition is satisfied (step #04: Yes), switching to the automatic steering state is possible. Furthermore, the following automatic steering control unit 32B determines whether the vehicle 10 has continuously traveled a predetermined distance D2 with the second condition satisfied (step #05).

[0094] In Fig. 5, the second condition is satisfied at point P13, the determination in step #04 becomes "Yes", and the machine 10 travels a predetermined distance D2 between points P13 and P14. Steps #04 and #05 are looped (step #04: Yes, step #05: No) until the machine 10 travels the predetermined distance D2. The predetermined distance D2 is not particularly limited, but may be, for example, 1 meter.

[0095] In Fig. 5, the determination in step #05 becomes "Yes" when the vehicle 10 is located at point P14, that is, when the vehicle 10 has continuously traveled a predetermined distance D2 while the second condition is satisfied. When the vehicle 10 has traveled the predetermined distance D2 while the second condition is still satisfied (step #05: Yes), the following automatic steering control unit 32B generates an automatic steering target line GL that extends toward the following reference heading TB, and the following automatic steering mode automatically transitions from the preparation state to the automatic steering state (step #06). The following automatic steering control unit 32B automatically starts automatic steering based on the following reference heading TB.

[0096] When the detection unit 21 detects that the second condition is no longer satisfied (step #07: No), the automatic steering is released, and the following automatic steering mode transitions from the automatic steering state to the preparation state (step #08). When the automatic steering is released, the steering amount output from the steering control unit 30 to the traveling device 11 becomes zero, and the traveling device 11 is always in a straight-line state (unsteered state).

[0097] [About the designated automatic steering mode] The designated automatic steering mode will be described with reference to Fig. 3, Fig. 5 and Fig. 7. The example shown in Fig. 5 is not limited to the following automatic steering mode, and can also be exemplified as the designated automatic steering mode.

[0098] The mode switching operation receiving unit 43 receives a manual operation for switching the control mode of the steering control unit 30 to the designated automatic steering mode. When a switching operation to the designated automatic steering mode is performed, the mode switching unit 31 switches the control mode of the steering control unit 30 from the manual steering mode or the like to the designated automatic steering mode.

[0099] As with the leading automatic steering mode and the following automatic steering mode, the designated automatic steering mode has a preparation state and an automatic steering state (see Figs. 3 and 5). When the control mode of the steering control unit 30 is switched from the manual steering mode to the designated automatic steering mode, the system first transitions to the preparation state for the designated automatic steering mode. Therefore, in this preparation state, manual steering by the operator continues.

[0100] In the flowchart shown in Fig. 7, when the designated automatic steering mode is started (step #11), the designated automatic steering control unit 32C judges whether or not the reference orientation is stored in the storage unit 23 (step #12). If the reference orientation is not stored (step #12: No), the designated automatic steering mode ends (step #19), and the control mode of the steering control unit 30 transitions to the manual steering mode.

[0101] Furthermore, the designated automatic steering control unit 32C judges whether or not a reference orientation is designated (step #13). Of the multiple reference orientations stored in the memory unit 23, an arbitrary reference orientation is designated by a manual operation received by the designated operation receiving unit 49. While a reference orientation is not designated, step #13 is looped (step #13: No). If a reference orientation is designated (step #13: Yes), the designated automatic steering control unit 32C transitions to a preparation state for the designated automatic steering mode (step #14).

[0102] 5 shows a state in which a switching operation to the designated automatic steering mode is performed at point P11, and the control mode of the steering control unit 30 is switched from the manual steering mode to the designated automatic steering mode. From point P11, the designated automatic steering control unit 32C transitions to a preparation state for the designated automatic steering mode.

[0103] Step #14 corresponds to step #03 in FIG. 6. Step #15 corresponds to step #04 in FIG. 6. Step #16 corresponds to step #05 in FIG. 6. Step #17 corresponds to step #06 in FIG. 6. FIG. 5 shows a state in which the designated automatic steering mode is in a ready state and the aircraft 10 is traveling between points P11 and P13 based on manual steering. In other words, the determination in step #15 is "No" between points P11 and P13.

[0104] At point P13, the second condition is satisfied, the determination in step #15 becomes "Yes", and the vehicle 10 travels a predetermined distance D2 between points P13 and P14. When the vehicle 10 is located at point P14, that is, when the vehicle 10 has continuously traveled the predetermined distance D2 while the second condition is satisfied, the determination in step #16 becomes "Yes". Then, the designated automatic steering control unit 32C generates an automatic steering target line GL that extends toward the selected reference heading. The designated automatic steering control unit 32C automatically starts automatic steering based on the reference heading. The following automatic steering mode transitions to an automatic steering state.

[0105] Step #18 corresponds to step #07 in Fig. 6. While automatic steering is being performed, step #18 is looped (step #18: Yes). When the detection unit 21 detects that the second condition is no longer satisfied (step #18: No), the automatic steering is released, and the following automatic steering mode transitions from the automatic steering state to the preparation state (step #19).

[0106] [Regarding the determination of the following reference direction] In this embodiment, while the leading automatic steering control unit 32A is performing automatic steering (when the vehicle is in an automatic steering state in the leading automatic steering mode), the following reference information for determining the traveling reference is acquired. Then, the following reference direction TB is determined based on the following reference information.

[0107] An example of obtaining the following reference information and determining the following reference heading TB will be described with reference to Fig. 8. When the acquisition operation receiving unit 47A receives an operation from the operator while the leading automatic steering control unit 32A is performing automatic steering (when the vehicle is in an automatic steering state in the leading automatic steering mode), the position of the vehicle 10 at the time of reception by the acquisition operation receiving unit 47A is registered as a first point Y11.

[0108] After the first point Y11 is registered, the vehicle 10 moves straight (or approximately straight) from the first point Y11 by automatic steering. At this time, the following automatic steering control unit 32B determines whether the vehicle has moved straight for a predetermined distance D3. The predetermined distance D3 is not particularly limited, and may be, for example, 1 to 10 meters.

[0109] The position coordinates of the aircraft 10 are also sent from the aircraft position acquisition unit 22 to the steering control unit 30. The following automatic steering control unit 32B then calculates the movement distance of the aircraft 10 based on the position coordinates of the aircraft 10 received from the aircraft position acquisition unit 22. If the movement distance does not reach the predetermined distance D3, the following automatic steering control unit 32B determines that the aircraft 10 has not traveled straight for the predetermined distance D3. During this time, the reception notification unit 50 notifies that the acquisition operation reception unit 47B is unable to accept the request.

[0110] When the moving distance reaches a predetermined distance D3, the following automatic steering control unit 32B determines that the vehicle 10 has traveled straight in the same direction over the predetermined distance D3. After this, the reception notification unit 50 notifies that the acquisition operation reception unit 47B is available for reception. When the acquisition operation reception unit 47B receives an operation from the operator, the position of the vehicle 10 at the reception timing of the acquisition operation reception unit 47B is registered as the second point Y12. The acquired position coordinates of the first point Y11 and the second point Y12 are the following reference information. Then, the following automatic steering control unit 32B determines the following reference orientation TB based on the direction of the line connecting the first point Y11 and the second point Y12.

[0111] Conventionally, an operator manually registers the first point Y11 and the second point Y12 while performing teaching travel with manual steering. However, operators often find it cumbersome to take the trouble of performing teaching travel in order to realize travel by automatic steering. For this reason, the automatic steering control unit 32 in this embodiment is configured to acquire the following reference information during the execution of automatic steering based on the leading automatic steering mode and to determine the following reference heading TB.

[0112] The process of acquiring the following reference information and determining the following reference heading TB will be described with reference to Fig. 9. When the control mode of the steering control unit 30 is switched to the preceding automatic steering mode (step #21), the vehicle 10 is manually steered by the operator to travel straight ahead (step #22) until the preceding reference heading TA is determined in step #23 (until a Yes determination is made in step #23).

[0113] When the preceding reference heading TA is determined (step #23: Yes), the execution of automatic steering by the preceding automatic steering control unit 32A is started (step #24). That is, in steps #21 to #24, the preceding automatic steering control unit 32A determines the preceding reference heading TA as a traveling reference based on the vehicle position acquired by the vehicle position acquisition unit 22 while traveling by manual steering, and starts automatic steering based on the preceding reference heading TA.

[0114] In step #25, it is determined whether the correction operation receiving unit 46 has received a manual operation instructing a correction. In other words, in step #25, it is determined whether the correction of the preceding reference heading TA is necessary. If the determination in step #25 is Yes, the preceding automatic steering control unit 32A corrects the preceding reference heading TA in response to the correction operation receiving unit 46 receiving the manual operation (step #26). In other words, the preceding automatic steering control unit 32A corrects the preceding reference heading TA in response to the manual operation. At this time, the preceding automatic steering control unit 32A may be configured to regenerate the automatic steering target line GL along the corrected preceding reference heading TA and control the traveling device 11 to move straight along the automatic steering target line GL. In addition, the preceding automatic steering control unit 32A may be configured to generate a preceding reference heading Tα (not shown) corrected with respect to the preceding reference heading TA without regenerating the automatic steering target line GL.

[0115] In step #27, as described with reference to FIG. 8, for example, an operator or the like performs an operation to acquire the following reference information for determining the following reference heading TB.

[0116] In the example shown in Figure 8, when both acquisition operation receiving units 47A and 47B receive operator operations while automatic steering is being performed by the leading automatic steering control unit 32A (step #27), the following automatic steering control unit 32B determines the following reference heading TB based on the position of the aircraft 10 at the time of reception by the acquisition operation receiving unit 47A and the position of the aircraft 10 at the time of reception by the acquisition operation receiving unit 47B (step #28).

[0117] In addition to the example shown in FIG. 8, the following is an example of an operation for acquiring the following reference information.

[0118] Example 1: The following automatic steering control unit 32B acquires the preceding reference heading TA as the following reference information (step #27). In this case, the following automatic steering control unit 32B determines the preceding reference heading TA as the following reference heading TB (step #28). Also, in step #27, the following automatic steering control unit 32B may automatically acquire the preceding reference heading TA as the following reference information and determine it as the following reference heading TB.

[0119] Example 2: When the preceding reference heading TA is corrected or a new preceding reference heading Tα is generated in step #26, the following automatic steering control unit 32B acquires the corrected preceding reference heading TA or the preceding reference heading Tα as the following reference information (step #27). In this case, the following automatic steering control unit 32B determines the corrected preceding reference heading TA or the preceding reference heading Tα as the following reference heading TB (step #28).

[0120] Example 3: When the acquisition operation acceptance unit 47B accepts an operation from the operator while the leading automatic steering control unit 32A is performing automatic steering (step #27), the trailing automatic steering control unit 32B determines the trailing reference heading TB based on the first point Y1 (or the second point Y2) shown in Fig. 4 and the position of the aircraft 10 at the time of acceptance by the acquisition operation acceptance unit 47B (step #28). That is, in step #27, the trailing automatic steering control unit 32B acquires the first point Y1 (or the second point Y2) shown in Fig. 4 and the position of the aircraft 10 at the time of acceptance by the acquisition operation acceptance unit 47B as the trailing reference information. Note that, even if the acquisition operation acceptance unit 47B does not accept an operation from the operator, information on another point required for determining the trailing reference heading TB may be automatically acquired while the leading automatic steering control unit 32A is performing automatic steering (while the leading automatic steering mode is being executed).

[0121] Example 4: When the acquisition operation acceptance unit 47A accepts an operation from the operator while the preceding automatic steering control unit 32A is performing automatic steering, the position of the aircraft 10 at the time of acceptance by the acquisition operation acceptance unit 47A is registered as a first point Y11. Information on another point (second point Y12) required for determining the following reference heading TB may be acquired by the acquisition operation acceptance unit 47B accepting an operation from the operator after the preceding automatic steering control unit 32A has finished automatic steering (after the preceding automatic steering mode has finished), or may be acquired automatically.

[0122] Example 5: For example, the acquisition operation acceptance unit 47A may be configured to accept an operation from an operator before the start of automatic steering by the leading automatic steering control unit 32A. When the acquisition operation acceptance unit 47A accepts an operation from an operator before the start of automatic steering by the leading automatic steering control unit 32A, the position of the aircraft 10 at the time of acceptance by the acquisition operation acceptance unit 47A may be registered as the first point Y11. Then, information on another point (second point Y12) required for determining the following reference heading TB may be acquired by the acquisition operation acceptance unit 47B accepting an operation from an operator during the execution of automatic steering by the leading automatic steering control unit 32A (during the execution of the leading automatic steering mode), or may be acquired automatically.

[0123] In the example shown in Figure 8 and the above-mentioned "Example 3" to "Example 5," the following automatic steering control unit 32B acquires the aircraft position as following reference information in response to at least one of the acquisition operation receiving units 47A, 47B accepting a manual operation.

[0124] In this way, the following automatic steering control unit 32B acquires the following reference information for determining the following reference heading TB while the leading automatic steering control unit 32A is performing automatic steering. A part of the following reference information (for example, only one of the two necessary points) required for determining the following reference heading TB may be acquired while the leading automatic steering control unit 32A is performing automatic steering (when the vehicle is in an automatic steering state in the leading automatic steering mode). The following automatic steering control unit 32B then determines the following reference heading TB as a traveling reference based on the following reference information. The following reference heading TB may be determined while the leading automatic steering control unit 32A is performing automatic steering (when the vehicle is in an automatic steering state in the leading automatic steering mode) or after the leading automatic steering control unit 32A has completed automatic steering (after the leading automatic steering mode has completed).

[0125] When a work vehicle such as the combine harvester 1 works in a farm field, it travels back and forth while repeatedly making U-turns. When the processing of step #28 shown in Fig. 9 is completed and the automatic steering by the leading automatic steering control unit 32A is finished, the vehicle can automatically steer along the following reference heading TB in the subsequent round trip. Therefore, the following automatic steering control unit 32B determines the following reference heading TB as a travel reference based on the following reference information, and starts automatic steering based on the following reference heading TB after the automatic steering by the leading automatic steering control unit 32A is finished.

[0126] The following reference heading TB determined by the following automatic steering control unit 32B is stored in the memory unit 23. The memory unit 23 also stores the following reference heading TB determined in the past. The memory unit 23 stores the following reference heading TB including the following reference information determined by the following automatic steering control unit 32B, etc. The following reference heading TB stored in the memory unit 23 is utilized for automatic steering by the designated automatic steering control unit 32C.

[0127] [Another embodiment] The present invention is not limited to the configurations exemplified in the above-described embodiments, and other representative embodiments of the present invention will be described below.

[0128] (1) In the embodiment described above based on Fig. 4, the aircraft 10 travels a predetermined distance D1 between the first point Y1 and the second point Y2, and the first condition is satisfied at the second point Y2, and automatic steering based on the preceding reference heading TA is automatically started. This embodiment is not limited to this, and a configuration may be adopted in which even after the first condition is satisfied, traveling by manual steering continues as is, and automatic steering based on the preceding reference heading TA is started by manual operation.

[0129] (2) In the above-described embodiment, the preceding reference heading TA corresponds to the "preceding driving reference" described in the claims. The preceding driving reference is not limited to this embodiment, and may be, for example, an automatic steering target line GL that extends linearly along the preceding reference heading TA.

[0130] (3) In the above-described embodiment, the following reference direction TB corresponds to the "following driving reference" described in the claims. The following driving reference is not limited to this embodiment, and may be, for example, an automatic steering target line GL that extends in a straight line along the following reference direction TB. In this case, the following reference information for determining the driving reference may be the leading reference direction TA, or may be the following reference direction TB determined based on the leading reference direction TA.

[0131] (4) The mode switching operation receiving unit 43 shown in Fig. 1 and Fig. 2, the correction operation receiving unit 46, the acquisition operation receiving units 47A and 47B, the prohibition operation receiving unit 48, and the designation operation receiving unit 49 shown in Fig. 2 may be a touch panel type input device mounted on a smartphone, a tablet computer, etc. Also, each of the reception notification unit 50 and the execution notification unit 51 may be a unit that issues a voice guide or an alarm on the smartphone, tablet computer, etc.

[0132] (5) In the above-described embodiment, the following automatic steering control unit 32B (or the designated automatic steering control unit 32C) prohibits automatic steering in response to the prohibited operation receiving unit 48 receiving a manual operation before the start of automatic steering. The form of prohibiting automatic steering is not limited to this. For example, the following automatic steering control unit 32B (or the designated automatic steering control unit 32C) may be configured to stop automatic steering when the prohibited operation receiving unit 48 receives a manual operation while automatic steering is being performed. In addition, the mode switching unit 31 may be configured to prohibit switching to the following automatic steering mode (or the designated automatic steering mode) in response to the prohibited operation receiving unit 48 receiving a manual operation.

[0133] (6) At least a portion of the components of the control unit 20 shown in FIG. 2 may be provided outside the combine 1, for example, in a management facility or management server provided outside the combine 1.

[0134] (7) The traveling device 11 may be of a wheel type or a semi-crawler type.

[0135] (8) The acquisition operation receiving units 47A and 47B may be a single operating tool or module, or may be a plurality of operating tools or modules.

[0136] (9) In the above-described embodiment, the leading automatic steering control unit 32A corrects the leading reference heading TA in response to the manual operation received by the correction operation receiving unit 46. The following automatic steering control unit 32B may be configured to correct the following reference heading TB in response to the manual operation received by the correction operation receiving unit 46. This enables traveling by automatic steering based on the corrected following reference heading TB.

[0137] The configurations disclosed in the above-mentioned embodiments (including other embodiments, the same applies below) can be applied in combination with configurations disclosed in other embodiments, unless a contradiction occurs. In addition, the embodiments disclosed in this specification are merely examples, and the present invention is not limited to these embodiments, and can be appropriately modified within the scope of the present invention. [Industrial Applicability]

[0138] The present invention can be applied to a work vehicle capable of automatic steering, in which a steerable traveling device is controlled based on a traveling standard. Therefore, the present invention can be applied not only to the above-mentioned normal type combine harvester, but also to agricultural work vehicles such as head-feeding type combine harvesters, tractors, rice transplanters, and construction work vehicles. [Explanation of symbols]

[0139] 10: Aircraft 11: Running gear 20: Control section 22: Aircraft position acquisition unit 23: Storage section 30: Steering control section 32: Automatic steering control section 32A: Advance automatic steering control section 32B: Trailing automatic steering control section 32C: Designated automatic steering control section 46: Correction operation reception section 47A: Acquisition operation reception section 47B: Acquisition operation reception section 48: Prohibited operation reception section 49: Designated operation reception section 50: Reception and Notification Department 51: Execution notification section TA: Leading reference heading (leading driving reference) TB: Trailing reference direction (following running reference)

Claims

1. A work vehicle capable of automatic steering that controls a steerable traveling device based on a traveling standard, an aircraft position acquisition unit that acquires an aircraft position using satellite positioning; a preceding automatic steering control unit that determines a preceding driving reference as the driving reference based on the vehicle position acquired by the vehicle position acquisition unit while the vehicle is traveling under manual steering and starts the automatic steering based on the preceding driving reference; a following automatic steering control unit that acquires following reference information for determining the driving reference while the automatic steering is being performed by the leading automatic steering control unit, determines a following driving reference as the driving reference based on the following reference information, and starts the automatic steering based on the following driving reference after the automatic steering by the leading automatic steering control unit is completed.

2. An acquisition operation receiving unit is provided to receive a manual operation for instructing acquisition of the following reference information, The work vehicle according to claim 1 , wherein the following automatic steering control unit acquires the vehicle position acquired by the vehicle position acquisition unit as the following reference information in response to the acquisition operation acceptance unit accepting a manual operation.

3. 3. The work vehicle according to claim 2, further comprising a reception notification unit that notifies whether the manual operation to instruct acquisition of the following reference information is acceptable or not.

4. The work vehicle according to claim 1 , wherein the automatic following steering control unit determines the preceding traveling reference as the following traveling reference.

5. A correction operation receiving unit is provided to receive a manual operation for instructing a correction of the preceding running reference, The preceding automatic steering control unit corrects the preceding traveling reference in response to the correction operation receiving unit receiving a human operation, The work vehicle according to claim 1 , wherein the automatic following steering control unit determines the corrected leading traveling reference as the following traveling reference.

6. A prohibition operation receiving unit is provided to receive a manual operation to instruct the following automatic steering control unit to prohibit the automatic steering, 2. The work vehicle according to claim 1, wherein the following automatic steering control unit prohibits the automatic steering in response to the prohibition operation receiving unit receiving a manual operation.

7. A storage unit that stores the traveling reference including the following reference information determined by the following automatic steering control unit; a designation operation receiving unit that receives a manual operation to designate the driving criterion to be used for the automatic steering from the driving criterion stored in the storage unit; 2. The work vehicle according to claim 1, further comprising: a designated automatic steering control unit that initiates the automatic steering based on the driving standard designated by a manual operation received by the designated operation receiving unit.

8. A work vehicle as described in any one of claims 1 to 6, further comprising an execution notification unit that notifies at least one of the fact that the automatic steering based on the preceding driving standard is being executed and the fact that the automatic steering based on the following driving standard is being executed.

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