Work vehicle

Abstract

To provide a work vehicle that enables operation related to automatic steering with preferable operability.SOLUTION: A work vehicle includes: a steering handle; a vehicle body capable of traveling in any one of manual steering by the steering handle and automatic steering of the steering handle based on a travel planned line; a steering changeover switch that switches between a start and an end of the automatic steering; and a setting switch capable of switching to a setting mode of performing at least setting before the start of the automatic steering.SELECTED DRAWING: Figure 13

Description

[Technical field]

[0001] The present invention relates to a work vehicle, for example a tractor. [Background technology]

[0002] 2. Description of the Related Art A work vehicle disclosed in Patent Document 1 is known in the art. The work vehicle disclosed in Patent Document 1 is equipped with a GPS position calculation means which receives radio waves transmitted from a GPS satellite and calculates the position of the vehicle, a steering drive means which rotates the steering device, an engine rotation control means, a gear change means, and a control unit which controls these, and is equipped with an automatic driving mode which controls the steering drive means, engine rotation control means and gear change means to enable automatic driving so as to travel along a set route based on the vehicle's position, and a manual driving mode which enables the vehicle to travel in accordance with manual operation of the gear change operation means, steering operation means and engine rotation operation means. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-182453 A Summary of the Invention [Problem to be solved by the invention]

[0004] The above-mentioned work vehicle is equipped with an automatic / manual changeover switch that serves as a mode changeover operation means for changing between automatic driving mode and manual driving mode. However, although this automatic / manual changeover switch can perform an operation for switching between automatic driving mode and manual driving mode, it cannot perform other operations related to automatic steering, and in order to perform other operations, it is necessary to operate another switch separately, which results in poor operability.

[0005] The present invention has been made in consideration of such conventional techniques, and has an object to provide a work vehicle that is capable of performing multiple operations relating to automatic steering with good operability. [Means for solving the problem]

[0006] A work vehicle according to one embodiment of the present invention comprises a steering wheel, a vehicle body capable of running either by manual steering using the steering wheel or by automatic steering of the steering wheel based on a planned driving line, a steering changeover switch that switches between starting and ending the automatic steering, and a setting switch that can be switched to a setting mode that performs at least settings before the automatic steering starts.

[0007] The setting mode may be a mode in which a start point and an end point of a driving reference line for automatic steering are set before automatic steering is started. The work vehicle may be provided with a steering shaft that supports the steering handle and rotates together with the steering handle, and the setting switch may be positioned so as not to overlap with a grip of the steering handle when viewed in the axial direction of the steering shaft. Both the setting switch and the steering changeover switch may be disposed on one side of the steering shaft in the vehicle body width direction.

[0008] The work vehicle is provided with a position detection device that is provided on the vehicle body and detects the position of the vehicle body based on a signal from a positioning satellite, and a correction switch that corrects the position of the vehicle body detected by the position detection device, and the correction switch includes a first correction unit that is a part that commands correction of the vehicle body position corresponding to the left side of the vehicle body, and a second correction unit that commands correction of the vehicle body position corresponding to the right side of the vehicle body. and a second correcting section which is a component of the first correcting section, the first correcting section and the second correcting section being integrally formed. The correction switch may be configured such that an amount of correction corresponding to the left side of the vehicle body increases each time the first correction portion is pressed, and an amount of correction corresponding to the right side of the vehicle body increases each time the second correction portion is pressed.

[0009] The work vehicle may include a driver's seat and a display device that is visible to a driver seated in the driver's seat, and the setting switch may be disposed below the display device.

[0010] The work vehicle may include a display device that is visible to a driver seated in the driver's seat, and at least a portion of the steering changeover switch may be disposed below the display device. Effect of the Invention

[0011] According to the above-mentioned work vehicle, multiple operations related to automatic steering can be performed with good operability. In detail, by simply changing the swing direction of the steering changeover switch, it is possible to switch between starting and ending automatic steering and set the start and end points of the driving reference line that is the reference for the planned driving line, which provides excellent operability. In addition, the installation space for the steering changeover switch can be reduced compared to when multiple switches are provided as the steering changeover switch. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram showing a configuration and a control block diagram of a work vehicle (tractor). [Diagram 2] FIG. 2 is an explanatory diagram for explaining automatic steering. [Figure 3A] FIG. 11 is an explanatory diagram for explaining a correction amount in a push switch. [Figure 3B] FIG. 11 is an explanatory diagram for explaining a correction amount in a slide switch. [Figure 4A] 4A and 4B are diagrams illustrating a first correction section and a second correction section in the push switch. [Figure 4B] 11 is a diagram showing a first correction unit and a second correction unit in the slide switch. FIG. [Figure 5A] This shows the state when the calculated vehicle body position is shifted to the right while driving straight under automatic steering. [Figure 5B] This shows the state when the calculated vehicle body position is shifted to the left while driving straight under automatic steering. [Figure 6] FIG. 13 is an explanatory diagram for explaining an automatic operation. [Figure 7] FIG. 2 is a plan view showing a main part of the internal structure of the front part of the vehicle body. [Figure 8] FIG. 2 is a left side view showing a main part of the internal structure of the front part of the vehicle body. [Figure 9] FIG. 2 is a right side view showing a main part of the internal structure of the front part of the vehicle body. [Figure 10] FIG. 2 is a rear view showing a main part of the internal structure of the front part of the vehicle body. [Figure 11] FIG. 4 is a rear view showing the steering handle, the cover, etc. [Figure 12] 2 is a view showing the panel cover and the like viewed from a direction perpendicular to the display surface of the display device. [Figure 13] 1 is a view of the panel cover and the like viewed from above in the axial direction of the steering shaft. [Figure 14] FIG. 4 is a left side view illustrating the movement of the steering changeover switch. [Figure 15] 2 is a rear perspective view showing a main part of the internal structure of the front part of the vehicle body. FIG. [Figure 16] FIG. 8 is an enlarged plan view showing a part (front part) of FIG. [Figure 17] FIG. 2 is a right rear perspective view showing a steering handle, a gear mechanism, etc. [Figure 18] FIG. 4 is a left view of the gear mechanism. [Figure 19] FIG. 2 is a perspective view showing a mounting structure of an inertial measurement unit. [Figure 20] FIG. 2 is a plan view showing the mounting structure of the inertial measurement unit; [Figure 21] FIG. 2 is a perspective view showing the inertial measurement unit, a support member, a vibration-isolating member, and a support plate. [Figure 22] FIG. 4 is a right side view showing the mounting structure of the inertial measurement unit. [Diagram 23] FIG. 4 is an enlarged right side view showing a rear portion of the mounting structure for the inertial measurement unit. [Figure 24] 21 is a cross-sectional view taken along line AA in FIG. 20. [Diagram 25] 25 is an enlarged cross-sectional view showing a part (left part) of FIG. 24. [Figure 26]FIG. 2 is a schematic plan view illustrating the mounting position of the inertial measurement unit. [Figure 27] FIG. 2 is a diagram showing an example of a first screen and a second screen that can be switched by a screen switching switch. [Figure 28] FIG. 2 is a left side view of the work vehicle (tractor). [Figure 29] FIG. 2 is a plan view of the work vehicle (tractor). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. <Overview of the work vehicle> Fig. 28 is a side view showing one embodiment of the work vehicle 1, and Fig. 29 is a plan view showing one embodiment of the work vehicle 1. In the case of this embodiment, the work vehicle 1 is a tractor. However, the work vehicle 1 is not limited to a tractor, and may be an agricultural machine (agricultural vehicle) such as a combine harvester or transplanter, or a construction machine (construction vehicle) such as a loader work machine.

[0014] In the following description, the front side of the driver seated in the driver's seat 10 of the tractor (work vehicle) 1 (the direction of the arrow A1 in FIG. 28) will be referred to as the front, the rear side of the driver (the direction of the arrow A2 in FIG. 28) as the rear, the left side of the driver (the direction of the arrow B1 in FIG. 29) as the left side, and the right side of the driver (the direction of the arrow B2 in FIG. 29) as the right side. In addition, the horizontal direction (the direction of the arrow B3 in FIG. 29), which is perpendicular to the fore-and-aft direction of the tractor 1, will be referred to as the vehicle body width direction.

[0015] As shown in Fig. 28, the tractor 1 includes a body 3, a prime mover 4, and a transmission 5. The body 3 has a traveling device 7 and is capable of traveling. The traveling device 7 is a device having front wheels 7F and rear wheels 7R. The front wheels 7F may be of either a tire type or a crawler type. The rear wheels 7R may also be of either a tire type or a crawler type. The prime mover 4 is a diesel engine, an electric motor, or the like, and in this embodiment is configured with a diesel engine. The transmission 5 is capable of switching the propulsive force of the traveling device 7 by shifting gears, and also capable of switching the traveling device 7 between forward and reverse. The vehicle body 3 is provided with a driver's seat 10.

[0016] Further, a coupling section 8 formed of a three-point link mechanism or the like is provided at the rear of the vehicle body 3. A working device can be attached and detached to the coupling section 8. By coupling the working device to the coupling section 8, the working device can be towed by the vehicle body 3. The working devices include a tilling device for tilling, a fertilizer spreading device for spreading fertilizer, a pesticide spreading device for spreading pesticide, a harvesting device for harvesting, a reaping device for reaping grass or the like, a spreading device for spreading grass or the like, a grass collecting device for collecting grass or the like, a shaping device for shaping grass or the like, and the like.

[0017] As shown in Fig. 1, the transmission 5 includes a main shaft (propeller shaft) 5a, a main speed change section 5b, an auxiliary speed change section 5c, a shuttle section 5d, a PTO power transmission section 5e, and a front speed change section 5f. The propeller shaft 5a is rotatably supported in a housing case (transmission case) of the transmission 5, and power is transmitted from the crankshaft of the engine 4 to the propeller shaft 5a. The main speed change section 5b has a plurality of gears and a shifter that changes the connection of the gears. The main speed change section 5b changes and outputs (changes the speed of) the rotation input from the propeller shaft 5a by appropriately changing the connection (meshing) of the plurality of gears with the shifter.

[0018] The sub-transmission unit 5c, like the main transmission unit 5b, has multiple gears and a shifter that changes the connection of the gears. The sub-transmission unit 5c changes and outputs (shifts) the rotation input from the main transmission unit 5b by appropriately changing the connection (meshing) of the multiple gears with the shifter. The shuttle section 5d has a shuttle shaft 12 and a forward / reverse switching section 13. Power output from the sub-transmission section 5c is transmitted to the shuttle shaft 12 via gears and the like. Reference numeral 13 is, for example, a hydraulic clutch, and the hydraulic clutch is engaged and disengaged to switch the direction of rotation of the shuttle shaft 12, i.e., the forward and reverse movement of the tractor 1. The shuttle shaft 12 is connected to a rear wheel differential device 20R. The rear wheel differential device 20R rotatably supports a rear axle 21R to which the rear wheels 7R are attached.

[0019] The PTO power transmission section 5e has a PTO propulsion shaft 14 and a PTO clutch 15. The PTO propulsion shaft 14 is rotatably supported and is capable of transmitting power from the propulsion shaft 5a. The PTO propulsion shaft 14 is connected to a PTO shaft 16 via gears or the like. The PTO clutch 15 is composed of, for example, a hydraulic clutch, and switches between a state in which the power of the propulsion shaft 5a is transmitted to the PTO propulsion shaft 14 and a state in which the power of the propulsion shaft 5a is not transmitted to the PTO propulsion shaft 14 by switching the hydraulic clutch on and off.

[0020] The front transmission unit 5f has a first clutch 17 and a second clutch 18. The first clutch 17 and the second clutch can transmit power from the drive shaft 5a, for example, the power of the shuttle shaft 12 is transmitted via a gear and a transmission shaft. The power from the first clutch 17 and the second clutch 18 can be transmitted to the front axle 21F via a front transmission shaft 22. Specifically, the front transmission shaft 22 is connected to a front wheel differential device 20F, and the front wheel differential device 20R rotatably supports the front axle 21F to which the front wheels 7F are attached.

[0021] The first clutch 17 and the second clutch 18 are composed of a hydraulic clutch or the like. An oil passage is connected to the first clutch 17, and the oil passage is connected to a first operating valve 25 to which hydraulic oil discharged from a hydraulic pump is supplied. The first clutch 17 is switched between an engaged state and a disengaged state depending on the opening degree of the first operating valve 25. An oil passage is connected to the second clutch 18, and the oil passage is connected to a second operating valve 26. The second clutch 18 is switched between an engaged state and a disengaged state depending on the opening degree of the second operating valve 26. The first operating valve 25 and the second operating valve 26 are, for example, two-position switching valves with solenoid valves, and are switched between an engaged state and a disengaged state by energizing or deenergizing a solenoid of the solenoid valve.

[0022] When the first clutch 17 is in a disengaged state and the second clutch 18 is in an engaged state, the power of the shuttle shaft 12 is transmitted to the front wheels 7F through the second clutch 18. As a result, the front and rear wheels are driven by power in a four-wheel drive (4WD) state, and the rotation speeds of the front and rear wheels are approximately the same (4WD constant speed state). On the other hand, when the first clutch 17 is in an engaged state and the second clutch 18 is in a disengaged state, the vehicle is in four-wheel drive and the rotation speed of the front wheels is faster than the rotation speed of the rear wheels (4WD speed increase state). Also, when the first clutch 17 and the second clutch 18 are in an engaged state, the power of the shuttle shaft 12 is not transmitted to the front wheels 7F, and the vehicle is in two-wheel drive (2WD) in which the rear wheels are driven by power.

[0023] <Outline of position detection device> The tractor 1 is equipped with a position detection device 40. The position detection device 40 is a device that detects its own position (positioning information including latitude and longitude) using a satellite positioning system (positioning satellite) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, Michibiki, etc. In other words, the position detection device 40 receives a reception signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellite, and detects the position (e.g., latitude, longitude) based on the reception signal. The position detection device 40 includes a receiving device 41, an inertial measurement unit (IMU) 42, It has.

[0024] The receiving device 41 has an antenna and the like and receives a signal transmitted from a positioning satellite, and is attached to the vehicle body 3 separately from the inertial measurement device 42. In this embodiment, the receiving device 41 is attached to an ROPS 61 provided on the vehicle body 3. The attachment location of the receiving device 41 is not limited to the embodiment. The inertial measurement unit 42 has an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, etc. The inertial measurement unit 42 is provided on the vehicle body 3, for example, below the driver's seat 10, and can detect the roll angle, pitch angle, yaw angle, etc. of the vehicle body 3. <Outline of steering devices, manual steering, and automatic steering> As shown in Fig. 1, the tractor 1 is equipped with a steering device 11. The steering device 11 is a device capable of performing manual steering, in which the vehicle body 3 is steered by the driver's operation, and automatic steering, in which the vehicle body 3 is steered automatically without the driver's operation.

[0025] The steering device 11 has a steering handle (steering wheel) 30 and a steering shaft (rotating shaft) 31 that rotatably supports the steering handle 30. The steering device 11 also has an assist mechanism (power steering device) 32. The assist mechanism 32 assists manual steering of the steering handle 30. More specifically, the assist mechanism 32 assists the rotation of the steering shaft 31 (steering handle 30) by hydraulic pressure or the like. The assist mechanism 32 includes a hydraulic pump 33, a control valve 34 to which hydraulic oil discharged from the hydraulic pump 33 is supplied, and a steering cylinder 35 operated by the control valve 34. The control valve 34 is, for example, a three-position switching valve that can be switched by the movement of a spool or the like, and is switched in accordance with the steering direction (rotation direction) of the steering shaft 31. The steering cylinder 35 is connected to an arm (knuckle arm) 36 that changes the direction of the front wheels 7F.

[0026] Therefore, when the driver grips the steering wheel 30 and turns it in one direction or the other, the switching position and opening of the control valve 34 are switched corresponding to the rotation direction of the steering wheel 30, and the steering cylinder 35 expands or contracts to the left or right according to the switching position and opening of the control valve 34, thereby changing the steering direction of the front wheels 7F. In other words, the traveling direction of the vehicle body 3 can be changed to the left or right by manually steering the steering wheel 30.

[0027] Next, automatic steering will be described. As shown in Fig. 2, when performing automatic steering, first, a driving reference line L1 is set before performing automatic steering. After setting the driving reference line L1, automatic steering can be performed by setting a planned driving line L2 parallel to the driving reference line L1. In automatic steering, the tractor 1 (vehicle body 3) is automatically steered in the traveling direction so that the vehicle body position measured by the position detection device 40 coincides with the planned driving line L2.

[0028] Specifically, before performing automatic steering, the tractor 1 (body 3) is moved to a predetermined position in the field (S1), and when the driver operates the steering change-over switch 52 provided on the tractor 1 at the predetermined position (S2), the body position measured by the position detection device 40 is set to the start point P10 of the traveling reference line L1 (S3). In addition, the tractor 1 (body 3) is moved from the start point P10 of the traveling reference line L1 (S4), and when the driver operates the steering change-over switch 52 at the predetermined position (S5), the body position measured by the position detection device 40 is set to the end point P11 of the traveling reference line L1 (S6). Therefore, a straight line connecting the start point P10 and the end point P11 is set as the traveling reference line L1.

[0029] After the driving reference line L1 is set (after S6), for example, when the tractor 1 (body 3) is moved to a location different from the location where the driving reference line L1 was set (S7) and the driver operates the steering changeover switch 52 (S8), a planned driving line L2, which is a straight line parallel to the driving reference line L1, is set (S9). After the planned driving line L2 is set, automatic steering is started and the traveling direction of the tractor 1 (body 3) is changed to follow the planned driving line L2. For example, if the current body position is on the left side of the planned driving line L2, the front wheels 7F are steered to the right, and if the current body position is on the right side of the planned driving line L2, the front wheels 7F are steered to the left. During automatic steering, the driving speed (vehicle speed) of the tractor 1 (body 3) can be changed by the driver manually changing the amount of operation of an accelerator member (accelerator pedal, accelerator lever) provided on the tractor 1 or by changing the gear stage of the transmission.

[0030] Furthermore, after automatic steering has started, the driver can end the automatic steering by operating the steering changeover switch 52 at any point. That is, the end point of the planned travel line L2 can be set by ending automatic steering by operating the steering changeover switch 52. That is, the length from the start point to the end point of the planned travel line L2 can be set longer or shorter than the travel reference line L1. In other words, the planned travel line L2 is not associated with the length of the travel reference line L1, and the planned travel line L2 allows the vehicle to travel a distance longer than the length of the travel reference line L1 while undergoing automatic steering.

[0031] As shown in FIG. 1, the steering device 11 has an automatic steering mechanism 37. The automatic steering mechanism 37 is a mechanism for automatically steering the vehicle body 3, and automatically steers the vehicle body 3 based on the position of the vehicle body 3 (vehicle body position) detected by a position detection device 40. More specifically, the automatic steering mechanism 37 automatically steers the steering wheel 30 based on a signal received by a receiving device 41 and inertia measured by an inertial measurement device 42. The automatic steering mechanism 37 includes a steering motor 38 and a gear mechanism 39. The steering motor 38 is a motor whose rotation direction, rotation speed, rotation angle, etc. can be controlled based on the vehicle body position. The gear mechanism 37 includes a gear provided on the steering shaft 31 and rotating together with the steering shaft 31, and a gear provided on a rotation shaft of the steering motor 38 and rotating together with the rotation shaft. When the rotating shaft of the steering motor 38 rotates, the steering shaft 31 automatically rotates (turns) via the gear mechanism 37, and the steering direction of the front wheels 7F can be changed so that the vehicle body position coincides with the intended travel line L2.

[0032] <Display device overview> 1 and 12, the tractor 1 is equipped with a display device 45. The display device 45 is a device capable of displaying various information related to the tractor 1, and is capable of displaying at least driving information of the tractor 1. The display device 45 is provided in front of the driver's seat 10. <Outline of setting switch and steering change switch> As shown in Fig. 1, the tractor 1 is provided with a setting switch 51. The setting switch 51 is a switch for switching to a setting mode in which at least settings before the start of automatic steering are performed. The setting mode is a mode in which various settings related to automatic steering are performed before the start of the automatic steering, for example, a mode in which the start point and end point of the driving reference line L1 are set.

[0033] The setting switch 51 can be switched between ON and OFF, and when it is ON it outputs a signal indicating that the setting mode is valid, and when it is OFF it outputs a signal indicating that the setting mode is invalid. Furthermore, when the setting switch 51 is ON it outputs a signal indicating that the setting mode is valid to the display device 45, and when it is OFF it outputs a signal indicating that the setting mode is invalid to the display device 45.

[0034] The tractor 1 is equipped with a steering changeover switch 52. The steering changeover switch 52 is a switch that switches the start or end of automatic steering in the setting mode. Specifically, the steering changeover switch 52 can be switched from the neutral position to up, down, forward, or backward, and outputs the start of automatic steering when switched downward from the neutral position while the setting mode is active, and outputs the end of automatic steering when switched upward from the neutral position while the setting mode is active. In addition, when the steering changeover switch 52 is switched backward from the neutral position while the setting mode is active, it outputs an output that the current vehicle body position is set to the start point P10 of the driving reference line L1, and when the steering changeover switch 52 is switched backward from the neutral position while the setting mode is active, it outputs an output that the current vehicle body position is set to the start point P10 of the driving reference line L1. If the switch has been switched to before, an output is issued to set the current vehicle body position to the end point P11 of the driving reference line L1.

[0035] <Overview of the compensation switch> The tractor 1 is equipped with a correction switch 53. The correction switch 53 is a switch that corrects the vehicle body position (latitude, longitude) measured by the position detection device 40. In other words, the correction switch 53 is a switch that corrects the vehicle body position (referred to as a calculated vehicle body position) calculated from the received signal (position of the positioning satellite, transmission time, correction information, etc.) and the measurement information (acceleration, angular velocity) measured by the inertial measurement unit 42.

[0036] The correction switch 53 is configured as a push switch that can be pressed or a slide switch that can be slid. Below, the cases where the correction switch 53 is a push switch and a slide switch will be described. When the correction switch 53 is a push switch, the amount of correction is set based on the number of times the push switch is operated. The amount of correction is determined by the formula: correction amount = number of times of operation x correction amount per one operation. For example, as shown in Fig. 3A, the amount of correction increases by several centimeters or several tens of centimeters each time the push switch is operated. The number of times the push switch is operated is input to the first control device 60A, which sets (calculates) the amount of correction based on the number of times the push switch is operated.

[0037] Furthermore, when the correction switch 53 is a slide switch, the correction amount is set based on the operation amount (displacement amount) of the slide switch. For example, the correction amount is determined by the correction amount=displacement amount from a predetermined position. For example, as shown in FIG. 3B, the correction amount increases by several centimeters or several tens of centimeters every time the displacement amount of the slide switch increases by 5 mm. The operation amount (displacement amount) of the slide switch is input to the first control device 60A, which sets (calculates) the correction amount based on the displacement amount. Note that the method of increasing the correction amount and the rate of increase are not limited to the above-mentioned numerical values.

[0038] 4A and 4B, the correction switch 53 has a first correction unit 53A and a second correction unit 53B. The first correction unit 53A is a unit that issues a command to correct the vehicle body position corresponding to one side in the width direction (vehicle body width direction) of the vehicle body 3, i.e., the left side. The second correction unit 53B is a unit that issues a command to correct the vehicle body position corresponding to the other side in the width direction of the vehicle body 3, i.e., the right side.

[0039] As shown in FIG. 4A, when the correction switch 53 is a push switch, the first correction unit 53A and the second correction unit 53B are ON or OFF switches that are automatically restored every time they are operated. The switch constituting the first correction unit 53A and the switch constituting the second correction unit 53B are integrated. The switch constituting the first correction unit 53A and the switch constituting the second correction unit 53B may be arranged apart from each other. As shown in FIG. 3A, every time the first correction unit 53A is pressed, the correction amount (left correction amount) corresponding to the left side of the vehicle body 3 increases. Also, every time the second correction unit 53B is pressed, the correction amount (right correction amount) corresponding to the right side of the vehicle body 3 increases.

[0040] As shown in FIG. 4B, when the correction switch 53 is a slide switch, the first correction section 53A and the second correction section 53B include a knob 55 that moves left or right along the longitudinal direction of the long hole. When the correction switch 53 is a slide switch, the first correction section 53A and the second correction section 53B are arranged spaced apart from each other in the width direction. As shown in FIG. 3B, when the knob 55 is gradually displaced leftward from a predetermined reference position, the left correction amount increases according to the amount of displacement. Also, when the knob 55 is gradually displaced rightward from a predetermined reference position, the right correction amount increases according to the amount of displacement. Note that, as shown in FIG. 4B, when the correction switch 53 is a slide switch, the first correction section 53A and the second correction section 53B include a knob 55 that moves left or right along the longitudinal direction of the long hole. When the correction switch 53 is a slide switch, the first correction section 53A and the second correction section 53B are arranged spaced apart from each other in the width direction. As shown in FIG. 3B, when the knob 55 is gradually displaced leftward from a predetermined reference position, the right correction amount increases according to the amount of displacement. In some cases, the first correction unit 53A and the second correction unit 53B may be formed integrally, the reference position of the knob 55 may be set to the center, and when the knob 55 is moved to the left from the reference position, the left correction amount may be set, and when the knob 55 is moved to the right from the intermediate position, the right correction amount may be set.

[0041] Next, the relationship between the correction amount (left correction amount, right correction amount) by the correction switch 53, the planned traveling route L2, and the behavior (traveling trajectory) of the tractor 1 (vehicle body 3) will be described. FIG. 5A shows a state in which the calculated vehicle body position W1 is shifted to the right while moving straight under automatic steering. As shown in FIG. 5A, in a state in which automatic steering is started, when the actual position (actual position W2) of the tractor 1 (vehicle body 3) coincides with the calculated vehicle body position W1 and the actual position W2 coincides with the planned travel route L2, the tractor 1 travels along the planned travel route L2. That is, in a section P1 in which there is no error in the positioning of the position detection device 40 and the vehicle body position (calculated vehicle body position W1) detected by the position detection device 40 is the same as the actual position W2, the tractor 1 travels along the planned travel route L2. Note that, when there is no error in the positioning of the position detection device 40 and no correction is performed, the calculated vehicle body position W1 and the vehicle body position (corrected vehicle body position) W3 corrected by the correction amount are the same value. The corrected vehicle body position W3 is the corrected vehicle body position W3 = calculated vehicle body position W1 - correction amount.

[0042] Here, in the vicinity of position P20, even though the actual position W2 is not deviated from the planned travel route L2, an error occurs in the positioning of the position detection device 40 due to various influences, and the vehicle position W1 detected by the position detection device 40 deviates to the right from the planned travel route L2 (actual position W2), and if the deviation amount W4 is maintained, the tractor 1 determines that a deviation has occurred between the calculated vehicle body position W1 and the planned travel route L2, and steers the tractor 1 to the left so as to eliminate the deviation amount W4 between the calculated vehicle body position W1 and the planned travel route L2. Then, the actual position W2 of the tractor 1 is shifted to the planned travel route L2 by steering to the left. After that, it is assumed that the driver notices that the tractor 1 is deviated from the planned travel route L2, and steers the second correction unit 53B at position P21 to increase the right correction amount from zero. A right correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be made substantially the same as the actual position W2. In other words, by setting the right correction amount by the second correction unit 53B, the vehicle body position of the position detection device 40 can be corrected in a direction that eliminates the deviation amount W4 that occurs near the position P20. Note that, as shown in position P21 in FIG. 5A, if the actual position W2 of the tractor 1 is away from the planned travel route L2 to the left after the vehicle body position is corrected, the tractor 1 is steered to the right, and the actual position W2 of the tractor 1 can be made to coincide with the planned travel route L2.

[0043] Fig. 5B shows a state in which the calculated vehicle body position W1 is shifted to the left while traveling straight under automatic steering. As shown in Fig. 5B, when automatic steering is started, if the actual position W2 and the calculated vehicle body position W1 coincide with each other and the actual position W2 and the planned traveling route L2 coincide with each other, the tractor 1 travels along the planned traveling route L2, as in Fig. 5A. That is, as in Fig. 5A, in the section P2 where there is no error in the positioning of the position detection device 40, the tractor 1 travels along the planned traveling route L2. Also, as in Fig. 5A, the calculated vehicle body position W1 and the corrected vehicle body position W3 are the same value.

[0044] Here, if an error occurs in the positioning of the position detection device 40 due to various influences at the position P22, and the vehicle body position W1 detected by the position detection device 40 deviates to the left from the actual position W2, and the deviation amount W5 is maintained, the tractor 1 steers the tractor 1 to the right so as to eliminate the deviation amount W5 between the calculated vehicle body position W1 and the planned traveling route L2. Then, suppose that the driver notices that the tractor 1 has deviated from the planned traveling route L2, and steers the first correction unit 53A at position P23 to increase the left correction amount from zero. Then, the left correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be made substantially the same as the actual position W2. In other words, the left correction amount is increased by the first correction unit 53A. By setting the correct amount, the vehicle body position of the position detection device 40 can be corrected in a direction that eliminates the deviation amount W5 that occurred near position P22. Note that, as shown in position P23 in Fig. 5B, if the actual position W2 of the tractor 1 is away to the right from the planned traveling route L2 after the vehicle body position is corrected, the tractor 1 is steered to the left, and the actual position W2 of the tractor 1 can be made to coincide with the planned traveling route L2.

[0045] <Outline of the control device> As shown in Fig. 1, the tractor 1 is equipped with a plurality of control devices 60. The plurality of control devices 60 are devices that control the travel system, the work system, calculate the vehicle body position, and the like in the tractor 1. The plurality of control devices 60 are a first control device 60A, a second control device 60B, and a third control device 60C.

[0046] The first control device 60A receives the reception signal (received information) received by the receiving device 41 and the measurement information (acceleration, angular velocity, etc.) measured by the inertial measurement device 42, and determines the vehicle body position based on the reception information and the measurement information. For example, when the correction amount by the correction switch 53 is zero, that is, when the correction of the vehicle body position by the correction switch 53 is not commanded, the first control device 60A does not perform correction on the calculated vehicle body position W1 calculated from the reception information and the measurement information, and determines the calculated vehicle body position W1 as the vehicle body position to be used during automatic steering. On the other hand, when the correction of the vehicle body position by the correction switch 53 is commanded, the first control device 60A sets the correction amount of the vehicle body position based on either the number of times the correction switch 53 is operated or the operation amount (displacement amount) of the correction switch 53, and determines the corrected vehicle body position W3 obtained by correcting the calculated vehicle body position W1 with the correction amount as the vehicle body position to be used during automatic steering.

[0047] The first control device 60A sets a control signal based on the vehicle body position (calculated vehicle body position W1, corrected vehicle body position W3) and the intended travel line L2, and outputs the control signal to the second control device 60B. The second control device 60B controls the steering motor 38 of the automatic steering mechanism 37 based on the control signal output from the first control device 60A so that the vehicle body 3 travels along the intended travel line L2.

[0048] As shown in Fig. 6, when the deviation between the vehicle body position and the planned travel line L2 is less than the threshold, the second control device 60B maintains the rotation angle of the rotation shaft of the steering motor 38. When the deviation between the vehicle body position and the planned travel line L2 is equal to or greater than the threshold and the tractor 1 is located on the left side of the planned travel line L2, the second control device 60B rotates the rotation shaft of the steering motor 38 so that the steering direction of the tractor 1 is the right direction. When the deviation between the vehicle body position and the planned travel line L2 is equal to or greater than the threshold and the tractor 1 is located on the right side of the planned travel line L2, the second control device 60B rotates the rotation shaft of the steering motor 38 so that the steering direction of the tractor 1 is the left direction. In the above-described embodiment, the steering angle of the steering device 11 is changed based on the deviation between the vehicle body position and the planned travel line L2. However, when the orientation of the planned travel line L2 and the orientation (vehicle body orientation) F1 of the traveling direction (traveling direction) of the tractor 1 (vehicle body 3) are different, that is, when the angle θ of the vehicle body orientation F1 with respect to the planned travel line L2 is equal to or greater than a threshold value, the second control device 60B may set the steering angle so that the angle θ is zero (the vehicle body orientation F1 coincides with the orientation of the planned travel line L2). In addition, the second control device 60B may set the final steering angle in automatic steering based on the steering angle calculated based on the deviation (position deviation) and the steering angle calculated based on the orientation (orientation deviation θ). The setting of the steering angle in automatic steering in the above-described embodiment is an example and is not limited.

[0049] The third control device 60C raises and lowers the connecting portion 8 in response to the operation of an operating member provided around the driver's seat 10. The above-mentioned control of the traveling system, control of the working system, and calculation of the vehicle body position are not limited to these. <Specific configuration of the vehicle body, etc.> As shown in FIG. 28, the vehicle body 3 has a front axle frame 70, a flywheel housing 71, a clutch housing 72, an intermediate frame 73, and a transmission case 74.

[0050] The front axle frame 70 is disposed at the front of the vehicle body 3, and rotatably supports an axle (front axle) 21F of the front wheels 7F. The front axle frame 70 also supports the prime mover 4 and extends forward from the prime mover 4. The front axle frame 70, flywheel housing 71, clutch housing 72, intermediate frame 73, and transmission case 74 are integrally connected to form a highly rigid vehicle body frame.

[0051] The flywheel housing 71 is connected to a rear part of the prime mover 4 and houses a flywheel connected to an output shaft of the prime mover 4. The clutch housing 72 is connected to the flywheel housing 71 and houses a clutch that intermittently transmits the power of the prime mover 4 transmitted via the flywheel. The intermediate frame 73 is connected to a rear part of the clutch housing 72 and extends rearward from the clutch housing 72. The transmission case 74 is connected to a rear part of the intermediate frame 73 and houses the transmission 5 and the rear wheel differential device 20R.

[0052] As shown in Fig. 7, the front axle frame 70 has a first frame 70A disposed on one side (left side) in the vehicle width direction, a second frame 70B disposed on the other side (right side) in the vehicle width direction, and a third frame 70C connecting the first frame 70A and the second frame 70B. As shown in Figs. 7, 28 and 29, a weight 75 is attached to the front end of the front axle frame 70. In addition, a bonnet 76 is attached to the upper part of the front axle frame 70.

[0053] The bonnet 76 covers the prime mover 4. More specifically, the bonnet 76 has an upper plate portion 76a that covers the upper side of the prime mover 4, a left plate portion 76b that covers the left side of the prime mover 4, a right plate portion 76c that covers the right side of the prime mover 4, and a front plate portion 76d that covers the front of the prime mover 4. A cover 77 that houses the steering shaft 31 and the like is provided at the rear of the bonnet 76. A steering handle 30 is provided above the cover 77 and in front of the driver's seat 10.

[0054] <Panel covers, column covers> As shown in Figs. 8 to 10, the outer periphery of the steering shaft 31 is covered by a steering post 80. The steering post 80 is cylindrical and extends along the axial direction of the steering shaft 31. As shown in Figs. 8 and 9, the outer periphery of the steering post 80 is covered by a cover 77. The cover 77 is provided in front of the driver's seat 10. As shown in Figs. 14, 28 and 29, the cover 77 includes a panel cover 78 and a column cover 79.

[0055] As shown in Figs. 11 to 14, 28 and 29, the panel cover 78 has an upper plate portion 78a, a left plate portion 78b, a right plate portion 78c and a rear plate portion 78d. The front end of the left plate portion 78a of the panel cover 78 is connected to the left plate portion 76b of the bonnet 76. The front end of the right plate portion 78c of the panel cover 78 is connected to the right plate portion 76c of the bonnet 76. The rear plate portion 78d of the panel cover 78 connects the rear end of the left plate portion 78b to the rear end of the right plate portion 78c. The upper plate portion 78a of the panel cover 78 connects the upper end of the left plate portion 78b, the upper end of the right plate portion 78c and the upper end of the rear plate portion 78d, and is connected to the upper plate portion 76a of the bonnet 76.

[0056] 11 to 14, an upper plate portion 78a of the panel cover 78 is provided with a support portion 78e that supports the display device 45. The support portion 78e supports the display device 45 in front of the steering shaft 31 and below the steering handle 30. In this embodiment, the display device 45 is composed of a liquid crystal panel. As shown in FIG. The display device 45 is disposed around the steering shaft 31. More specifically, the display device 45 is disposed in front of the steering shaft 31. As shown in Fig. 12, the display device 45 is disposed at a position (inside the grip 30a) that does not overlap with the grip 30a of the steering handle 30 when viewed from a direction perpendicular to the display surface of the display device 45 (hereinafter referred to as "the display surface perpendicular direction"). The display screen perpendicular direction roughly coincides with the line of sight of the driver seated in the driver's seat 10, so that the visibility of the display device 45 is good.

[0057] 11 to 14, the upper plate portion 78a of the panel cover 78 has a mounting surface 78f on which the setting switch 51, the correction switch 53, and the screen changeover switch 54 are attached. That is, the panel cover 78 is provided with the setting switch 51, the correction switch 53, and the screen changeover switch 54. The mounting surface 78f is provided behind the support portion 78e and below the steering handle 30. The support portion 78e and the mounting surface 78f are integrally formed and continuous, with the support portion 78e located in front of the upper plate portion 78a and the mounting surface 78f located in the rear of the upper plate portion 78a.

[0058] As shown in Figs. 8, 9, 11, and 14, the mounting surface 78f is inclined so as to transition downward toward the rear. As shown in Fig. 12, the mounting surface 78f has a first region 78f1, a second region 78f2, and a third region 78f3 provided around the steering shaft 31. The first region 78f1 is a region located on one side (left) of the steering shaft 31. The second region 78f2 is a region located on the other side (right) of the steering shaft 31. The third region 78f3 is a region located behind the steering shaft 31. The setting switch 51, the correction switch 53, and the screen changeover switch 54 are attached to any of the three regions (the first region 78f1, the second region 78f2, and the third region 78f3) of the mounting surface 78f, and are arranged around the steering shaft 31. The specific arrangement of the setting switch 51, the correction switch 53, and the screen changeover switch 54 will be described later.

[0059] As shown in Figs. 11 to 14, 28 and 29, a shuttle lever 81 protrudes from the left part (left plate part 78b) of the panel cover 78. The shuttle lever 81 protrudes leftward from the left part of the panel cover 78 and then extends upward. The shuttle lever 81 is a member that switches the traveling direction of the vehicle body 3. To explain in more detail, by operating (swinging) the shuttle lever 81 forward, the forward / reverse switching unit 13 is brought into a state in which it outputs forward power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the forward direction. In addition, by operating (swinging) the shuttle lever 81 backward, the forward / reverse switching unit 13 is brought into a state in which it outputs reverse power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the reverse direction. When the shuttle lever 81 is in the neutral position, no power is output to the traveling device 7.

[0060] A grip portion 81a to be gripped by the operator is provided at the tip (upper end) of the shuttle lever 81. As shown in Fig. 11, the grip portion 81a is disposed to the left of the grip 30a of the steering handle 30. The grip portion 81a is disposed above the mounting surface 78f of the panel cover 78 and at a position spaced to the left of the mounting surface 78f. This prevents the operator from unintentionally touching various switches (such as the setting switch 51) provided on the mounting surface 78f when operating the shuttle lever 81, or from unintentionally touching the shuttle lever 81 when operating various switches provided on the mounting surface 78f.

[0061] As shown in Figs. 11 to 14, 28 and 29, the column cover 79 is disposed below the steering handle 30. As shown in Figs. 8 and 9, the column cover 79 covers the periphery of the upper part of the steering shaft 31 and the steering post 80. The column cover 79 is formed in a substantially rectangular tubular shape, and extends upward from the mounting surface 78f of the panel cover 78. 12, a first region 78f1, a second region 78f2, and a third region 78f3 of the mounting surface 78f are disposed on one side (left side), the other side (right side), and the rear of the column cover 79, respectively. In other words, the mounting surface 78f is provided around the column cover 79. The setting switch 51, the correction switch 53, and the screen changeover switch 54 attached to the mounting surface 78f are disposed around the column cover 79.

[0062] 8, 9, and 11 to 14, the mounting surface 78f is connected to the lower end of the column cover 79 and is located at the same height as the lower end. Therefore, the mounting surface 78f is separated from the grip 30a of the steering handle 30 by the height of the column cover 79. As a result, the setting switch 51, the correction switch 53, and the screen changeover switch 54 attached to the mounting surface 78f are disposed at positions away from the steering handle 30.

[0063] By locating the setting switch 51, the correction switch 53, and the screen changeover switch 54 at positions away from the steering wheel 30, it is possible to prevent unintentional contact with the setting switch 51, the correction switch 53, and the screen changeover switch 54 when operating the steering wheel 30. It is also possible to prevent unintentional contact with the steering wheel 30 when operating the setting switch 51, the correction switch 53, and the screen changeover switch 54. This makes it possible to prevent unintentional switching to automatic steering due to erroneous operation, etc.

[0064] <Switch placement> Next, the arrangement of the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover switch 54 will be described. 11 to 13, the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover switch 54 are arranged around the steering shaft 31. The specific arrangement of the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover switch 54 will be described below.

[0065] 11 to 13, the setting switch 51 is disposed on one side (left side) of the steering shaft 31 in the vehicle body width direction. The setting switch 51 is also disposed rearward of the steering shaft 31 in the front-rear direction. In other words, the setting switch 51 is disposed leftward and rearward (diagonally rear left) of the steering shaft 31. In this embodiment, the setting switch 51 is configured as a push switch.

[0066] In terms of its positional relationship with the column cover 79, the setting switch 51 is disposed to the left and rear (diagonally rear left) of the column cover 79. In terms of its positional relationship with the mounting surface 78f of the panel cover 78, the setting switch 51 is disposed at the rear of the first region 78f1 of the mounting surface 78f. In addition, in terms of its positional relationship with the display device 45, the setting switch 51 is disposed behind the display device 45 (on the driver's seat 10 side). This allows the driver to easily and accurately operate the setting switch 51 while checking the display device 45, without changing his / her seated position in the driver's seat 10.

[0067] 13, the setting switch 51 does not overlap with the grip 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the setting switch 51 is disposed inside the grip 30a of the steering handle 30 (on the side closer to the axis of the steering shaft 31) when viewed from the axial direction of the steering shaft 31.

[0068] As shown in FIGS. 11 to 13, the steering changeover switch 52 is disposed on one side (left side) of the steering shaft 31. In this embodiment, the steering changeover switch 52 is a pivotable The steering changeover switch 52 is composed of a lever that can be rotated about a base end portion provided on the steering shaft 31 side as a fulcrum. The base end portion of the steering changeover switch 52 is provided inside the column cover 79. The steering changeover switch 52 protrudes from one side (left side) of the column cover 79.

[0069] A grip 52a to be gripped by an operator is provided at the tip (left end) of the steering changeover switch 52. As shown in Fig. 11, Fig. 14, etc., the grip 52a is disposed below and in the vicinity of the grip 30a of the steering handle 30. Furthermore, as shown in Fig. 13, the grip 52a overlaps with the grip 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. This allows the operator to operate the steering changeover switch 52 by reaching his / her fingers to the grip 52a while gripping the grip 30a of the steering handle 30.

[0070] Here, the grip portion 81a of the shuttle lever 81 is located below and to the left of the grip 30a of the steering handle 30, and is located in a position that cannot be reached by fingers when gripping the grip 30a. Therefore, when operating the steering changeover switch 52 while gripping the grip 30a, it is possible to prevent the shuttle lever 81 from being operated unintentionally. Also, when operating the shuttle lever 81, it is possible to prevent the steering changeover switch 52 from being operated unintentionally.

[0071] As shown in FIG. 14, the steering changeover switch 52 can be swung in a first direction (indicated by arrows C1 and C2) to switch between starting and ending automatic operation, and in a second direction (indicated by arrows D1 and D2) to set the start and end points of a driving reference line that serves as the basis for the planned driving line. The swing in the first direction is swinging upward or downward from the neutral position. The swing in the second direction is swinging forward or backward from the neutral position. When the setting mode is enabled, the steering changeover switch 52 commands (outputs) the start of automatic steering by swinging downward (in the direction of arrow C1) from the neutral position, and commands (outputs) the end of automatic steering by swinging upward (in the direction of arrow C2) from the neutral position. When the setting mode is enabled, the steering changeover switch 52 sets the start point of the driving reference line by swinging backward (in the direction of arrow D1) from the neutral position, and sets the end point of the driving reference line by swinging forward (in the direction of arrow D2) from the neutral position.

[0072] As shown in Figs. 11 to 13, the correction switch 53 is disposed on the other side (right side) of the steering shaft 31 in the vehicle body width direction. The correction switch 53 is also disposed rearward of the steering shaft 31 in the front-rear direction. That is, the correction switch 53 is disposed to the right and rearward (diagonally rear right) of the steering shaft 31. In this embodiment, the correction switch 53 is configured as a push switch. In terms of its positional relationship with the column cover 79, the correction switch 53 is disposed to the right and rearward (diagonally rear right) of the column cover 79. In terms of its positional relationship with the mounting surface 78f of the panel cover 78, the correction switch 53 is disposed rearward of the second region 78f2 of the mounting surface 78f.

[0073] In addition, the correction switch 53 is disposed behind the display device 45 (on the driver's seat 10 side) in terms of its positional relationship with the display device 45. This allows the driver to easily and accurately operate the correction switch 53 while checking the display device 45, without changing his / her posture seated in the driver's seat 10. 13, the correction switch 53 does not overlap with the grip 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the correction switch 53 is disposed inside the grip 30a of the steering handle 30 (on the side closer to the axis of the steering shaft 31) when viewed from the axial direction of the steering shaft 31.

[0074] The screen changeover switch 54 is a switch for changing the display of the display device 45 between a first screen Q1 that displays the driving status (driving information) in the setting mode and a second screen Q2 that explains the setting operation in the setting mode. FIG. 27 shows an example of the first screen Q1 and the second screen Q2 displayed on the display device 45. As shown in FIG. 12 and FIG. 13, the screen changeover switch 54 is disposed on the other side (right side) of the steering shaft 31 in the vehicle body width direction. Also, the screen changeover switch 54 is disposed in front of the steering shaft 31 in the front-rear direction. That is, the screen changeover switch 54 is disposed to the right and in front (diagonally right front) of the steering shaft 31. In this embodiment, the screen changeover switch 54 is configured as a push switch. In terms of its positional relationship with the column cover 79, the screen changeover switch 54 is disposed to the right and in front (diagonally right front) of the column cover 79. In terms of its positional relationship with the mounting surface 78f of the panel cover 78, the screen changeover switch 54 is disposed in the front part of the second region 78F of the mounting surface 78f. Also, the screen changeover switch 54 is located in front of the correction switch 53.

[0075] 13, the screen changeover switch 54 does not overlap with the grip 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the screen changeover switch 54 is disposed inside the grip 30a of the steering handle 30 (the side closer to the axis of the steering shaft 31) when viewed from the axial direction of the steering shaft 31.

[0076] As described above, the setting switch 51, steering changeover switch 52, correction switch 53, and screen changeover switch 54 are arranged around the steering shaft 31. Therefore, the driver can clearly understand the position of each switch at a glance. In addition, the driver can operate each switch without changing his / her posture while remaining seated in the driver's seat 10. This improves operability and prevents erroneous operation. In addition, the harness (wiring) routed from each switch can be shortened.

[0077] 12 and 13, a combination switch 82 is provided on the mounting surface 78f of the panel cover 78. The combination switch 82 is a switch for operating a turn signal, a headlight, and the like provided on the front of the vehicle body 3. The combination switch 82 is arranged around the steering shaft 31. Specifically, the combination switch 82 is arranged on one side (left side) of the steering shaft 31. In relation to the column cover 79, the combination switch 82 is arranged on one side (left side) of the column cover 79. The combination switch 82 is also arranged below the steering changeover switch 52 and in front of the setting switch 51.

[0078] 13, the combination switch 82 does not overlap with the grip 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the combination switch 82 is disposed inside the grip 30a of the steering handle 30 (on the side closer to the axis of the steering shaft 31) when viewed from the axial direction of the steering shaft 31.

[0079] Incidentally, the positional relationship between the left and right of the various switches described above may be reversed. That is, one side may be arranged as the left side and the other side as the right side, or one side may be arranged as the right side and the other side as the left side. Specifically, for example, the setting switch 51 and the steering changeover switch 52 may be arranged on the right side of the steering shaft 31, and the correction switch 53 may be arranged on the left side of the steering shaft 31.

[0080] <Lift lever (pump lever), accelerator lever> As shown in FIGS. 11 to 13, the tractor 1 is equipped with a lift lever 83 and an accelerator lever 84. The lifting lever 83 is a lever (pump lever) that raises and lowers the connecting part 8. The lifting lever 83 is disposed on the other side (right side) of the steering shaft 31. The lifting lever 83 can swing around a base end portion provided on the steering shaft 31 side as a fulcrum. The base end portion of the lifting lever 83 is provided inside the panel cover 78. The lifting lever 83 protrudes to the other side (right side) of the panel cover 78 and extends upward, and its tip portion is located on the other side (right side) of the column cover 79.

[0081] 13, when the lift lever 83 is in the neutral position, it is located between the correction switch 53 and the screen changeover switch 54 when viewed from the axial direction of the steering shaft 31, and does not overlap with the correction switch 53 or the screen changeover switch 54. This prevents the correction switch 53 and the screen changeover switch 54 from being unintentionally operated when operating the lift lever 83, and prevents the lift lever 83 from being unintentionally operated when operating the correction switch 53 and the screen changeover switch 54.

[0082] As shown in Figures 12 and 13, a grip 83a to be gripped by an operator is provided at the tip (right end) of the lift lever 83. The grip 83a is disposed below and in the vicinity of the grip 30a of the steering handle 30. As shown in Figure 13, the grip 83a overlaps with the grip 30a when viewed from the axial direction of the steering shaft 31. This allows the operator to operate the lift lever 83 by reaching his or her fingers out to the grip 83a while gripping the grip 30a of the steering handle 30.

[0083] The lift lever 83 is disposed on the opposite side of the steering changeover switch 52 across the steering shaft 31 in the vehicle body width direction. This makes it possible to prevent erroneous operation caused by the operator's hand touching the lift lever 83 when operating the steering changeover switch 52, or the operator's hand touching the steering changeover switch 52 when operating the lift lever 83. As shown in Figs. 11 to 13, the accelerator lever 84 is disposed on the other side (right side) of the steering shaft 31. The accelerator lever 84 can swing around a base end portion provided on the steering shaft 31 side as a fulcrum. The base end portion of the accelerator lever 84 is provided inside the panel cover 78. The accelerator lever 84 protrudes upward from the mounting surface 78f of the panel cover 78 on the other side of the column cover 79. More specifically, the accelerator lever 84 protrudes from the mounting surface 78f of the panel cover 78 in front of the correction switch 53 and behind the screen changeover switch 54. The accelerator lever 84 protrudes upward from the mounting surface 78f and then extends to the right (in the direction away from the column cover 79).

[0084] A grip portion 84a to be gripped by the operator is provided at the tip (right end) of the accelerator lever 84. The grip portion 84a is located below the grip 30a of the steering handle 30. As shown in Fig. 13, the grip portion 84a overlaps with the grip 30a in the axial direction of the steering shaft 31. The grip portion 84a of the accelerator lever 84 is located in front of and below the grip portion 83a of the lift lever 83.

[0085] <Location of automatic steering mechanism, etc.> Next, the arrangement of the automatic steering mechanism 37 will be described. As shown in Fig. 10 and Fig. 15 to Fig. 17, the steering motor 38 of the automatic steering mechanism 37 is disposed around the steering shaft 31. Specifically, the steering motor 38 is disposed below the steering wheel 30, in front of and to the right (diagonally forward right) of the steering shaft 31. The output shaft (rotation shaft) of the steering motor 38 is , is disposed parallel to the axial direction of the steering shaft 31 and extends downward.

[0086] The gear mechanism 39 of the automatic steering mechanism 37 has a gear case 39a and a plurality of gears housed inside the gear case 39a. As shown in Figs. 10 and 15, the gear case 39a is fixed to the upper end of a support post 85. The support post 85 is formed in a rectangular tube shape and extends in the axial direction of the steering shaft 31. As shown in Figs. 15 and 17, an upper plate 85a that supports the gear case 39a from below is provided at the upper end of the support post 85. Note that in Fig. 17, the gear case 39a is omitted and the internal gears are shown. As shown in Fig. 17, the lower part of the steering shaft 31 that penetrates the upper plate 85a and the gear case 39a is inserted into the upper part of the support post 85. As shown in Figs. 8 to 10 and 15, the lower end of the support post 85 is fixed to the upper part of the clutch housing 72 via a mounting stay 86 or the like.

[0087] The steering motor 38 and the gear mechanism 39 are provided integrally. Specifically, the housing of the steering motor 38 is fixed to the upper part of the gear case 39a by bolts or the like. 10, the steering motor 38 and the gear mechanism 39 are disposed near the axis CL1 of the steering shaft 31. More specifically, the steering motor 38 and the gear mechanism 39 are disposed in a position, in the vehicle body width direction, closer to the axis CL1 of the steering shaft 31 than the outer edge of the grip 30a of the steering handle 30. In other words, the steering motor 38 and the gear mechanism 39 are disposed, in the vehicle body width direction, between an imaginary line VL1 extending downward from an outer end of one lateral side in the vehicle body width direction of the grip 30a and an imaginary line VL2 extending downward from an outer end of the other lateral side in the vehicle body width direction of the grip 30a.

[0088] As shown in FIG. 17 and FIG. 18, the gear mechanism 39 has a first gear 391, a second gear 392, a third gear 393, and a fourth gear 394. The first gear 391 is attached to an output shaft (rotating shaft) of the steering motor 38. The second gear 392 is disposed in front of the steering shaft 31 and meshes with the first gear 391. The third gear 393 is disposed below the second gear 392 and is connected to the second gear 392 by a connecting shaft 390. The connecting shaft 390 is rotatably supported by a bearing 395 held in the gear case 39a. The second gear 392 and the third gear 393 rotate integrally with the connecting shaft 390. The fourth gear 394 meshes with the third gear 393. The fourth gear 394 is attached to the steering shaft 31 and rotates together with the steering shaft 31.

[0089] When the steering motor 38 is driven to rotate the output shaft, the power of the rotation is transmitted from the first gear 391 to the second gear 392, causing the connecting shaft 390 to rotate. When the connecting shaft 390 rotates, the third gear 393 rotates, and the power of the rotation is transmitted to the steering shaft 31 via the fourth gear 394, causing the steering shaft 31 to rotate. In this manner, the steering shaft 31 rotates due to the driving of the steering motor 38.

[0090] <Power steering device placement, etc.> Next, the arrangement of the power steering device 32 will be described. As shown in Figures 7 and 17, the steering shaft 31 is connected to the control valve 34 of the power steering device 32 via a linkage mechanism (universal joints 87, 88, 89 and arms 90, 91, 92). Specifically, the lower part of the steering shaft 31 is connected to one end of a first arm 90 via a first universal joint 87. The other end of the first arm 90 is connected to one end of a second arm 91 via a second universal joint 88. The other end of the second arm 91 is connected to one end of a third arm 92 via a third universal joint 89. The other end of the third arm 92 is connected to a power steering unit 93 including the control valve 34. The configuration of the power steering device 32 shown in Figure 7 differs in part from the configuration shown in Figure 1. However, any of the configurations may be adopted, or other configurations may be adopted.

[0091] The power steering unit 93 shown in FIG. 7 includes a control valve 34 and a steering cylinder (power cylinder) 35. The power steering unit 93 (control valve 34, steering cylinder 35) is supported by the front axle frame 70. The power steering unit 93 is located between the first frame 70A and the second frame 70B of the front axle frame 70. The power steering unit 93 is connected to the hydraulic pump 33 via a hydraulic hose (not shown). The hydraulic pump 33 is disposed behind the power steering unit 93 and above the second frame 70B of the front axle frame 70. The hydraulic pump 33 is driven by the power of the prime mover 4.

[0092] The steering cylinder 93 is connected to one end (inner end) of the left and right tie rods 95 via a pitman arm 94. The other end (outer end) of the tie rod 95 is connected to the left and right front wheels 7F. When the steering handle 30 is manually rotated (steered), this rotation is transmitted from the steering shaft 31 via a linkage mechanism (universal joints 87, 88, 89 and arms 90, 91, 92) to the power steering unit 93, and the control valve 34 is operated (the spool moves). As a result, the hydraulic oil discharged from the hydraulic pump 33 is sent to the steering cylinder 35, and the steering cylinder 35 is driven. The driving force of the steering cylinder 35 is transmitted to the tie rod 95 via the pitman arm 94, and the direction of the left and right front wheels 7F is changed by the movement of the tie rod 95.

[0093] As shown in Fig. 28, the power steering unit 93 (control valve 34, steering cylinder 35) and hydraulic pump 33 constituting the power steering device 32 are disposed outside the panel cover 78 (in front of the panel cover 78). On the other hand, as shown in Figs. 8, 9, etc., the automatic steering mechanism 37 (steering motor 38, gear mechanism 39) is disposed inside the panel cover 78. In this way, the automatic steering mechanism 37 (steering motor 38, gear mechanism 39) and the power steering device 32 are disposed at positions separated from each other.

[0094] If the automatic steering mechanism 37 and the power steering device 32 (e.g., the control valve 34) are located in close proximity to each other, a large amount of space is required for installation. However, by arranging the automatic steering mechanism 37 and the power steering device 32 in separate locations, the installation space for each can be small, and a large amount of space is not required for installation. <Layout of the first control device and the second control device, etc.> As shown in Fig. 8 and Fig. 9, the first control device 60A and the second control device 60B are disposed inside the panel cover 78. As shown in Fig. 10 and Fig. 16, the first control device 60A is disposed on one side (left side) of the steering shaft 31. The second control device 60B is disposed on the other side (right side) of the steering shaft 31. The first control device 60A and the second control device 60B are connected by a harness (not shown) capable of transmitting an electric signal.

[0095] In this way, the first control device 60A and the second control device 60B are configured separately and arranged separately on one side (left) and the other side (right) of the steering shaft 31, so that the first control device 60A and the second control device 60B are made smaller than when they are integrated into one control device, and can be arranged in the vicinity of the steering shaft 31. Therefore, the first control device 60A and the second control device 60B can be reliably accommodated in the panel cover 78. In addition, since the first control device 60A and the second control device 60B are arranged apart from each other, it is possible to prevent one control device from being adversely affected by heat generated from the other control device.

[0096] The first control device 60A and the second control device 60B each include a housing and a circuit board disposed within the housing. The circuit board is made up of various electric and electronic components such as semiconductors, and can perform the above-mentioned controls. The housing is a rectangular parallelepiped and is arranged vertically. In detail, the housing of the first control device 60A has three sides (length, width, height) with the shortest side facing the vehicle width direction and the longest side facing the up-down direction. The housing of the second control device 60B has three sides with the shortest side facing approximately the vehicle width direction and the longest side facing approximately the front-rear direction. In this way, the shortest sides of the first control device 60A and the second control device 60B face the vehicle width direction or approximately the vehicle width direction. This reduces the area occupied by the first control device 60A and the second control device 60B in the vehicle width direction, so that the first control device 60A and the second control device 60B can be reliably accommodated in the panel cover 78. In addition, since the panel cover 78 can be made small, the foot space and forward visibility of the driver seated in the driver's seat 10 can be sufficiently secured. Furthermore, since the first control device 60A and the second control device 60B can be arranged close to each other, the harness connecting the first control device 60A and the second control device 60B can be shortened, making them less susceptible to the effects of noise.

[0097] 10, the first control device 60A is disposed in a position closer to the axis CL1 of the steering shaft 31 than the outer edge of the grip 30a of the steering handle 30 in the vehicle width direction. In other words, the first control device 60A is disposed in a position closer to the axis CL1 than an imaginary line VL1 extending downward from an outer end of one side in the vehicle width direction of the grip 30a of the steering handle 30. The second control device 60B overlaps with an imaginary line VL2 extending downward from an outer end of the other side in the vehicle width direction of the grip 30a of the steering handle 30.

[0098] The second control device 60B is disposed below the first control device 60A. The second control device 60B is also disposed below the steering motor 38. In other words, the second control device 60B is disposed at a position shifted downward with respect to the first control device 60A and the steering motor 38. This makes it possible to prevent the second control device 60B from being adversely affected by heat generated from the first control device 60A and the steering motor 38.

[0099] 10, the second control device 60B and the steering motor 38 are disposed to the right of the axis CL1 of the steering shaft 31. In this manner, the second control device 60B and the steering motor 38 are disposed in the same direction (rightward) in the vehicle body width direction, and thus the second control device 60B is located in the vicinity of the steering motor 38. This allows the harness electrically connecting the second control device 60B and the steering motor 38 to be shortened, making it less susceptible to the effects of noise.

[0100] As shown in FIG. 7, FIG. 10, and FIG. 15 to FIG. 17, the first control device 60A and the second control device 60B are held by a holding member 96. The holding member 96 has a first holding portion 96a, a second holding portion 96b, and a connecting portion 96c. The first holding portion 96a is disposed on one side (left side) of the steering shaft 31. The first control device 60A is fixed and held by the first holding portion 96a with a fastener such as a bolt. The second holding portion 96b is disposed on the other side (right side) of the steering shaft 31. The second control device 60B is fixed and held by the second holding portion 96c with a fastener such as a bolt. The connecting portion 96c extends in the vehicle width direction from one side (left side) to the other side (right side) of the steering shaft 31. The connecting portion 96c connects the first holding portion 96a and the second holding portion 96b.

[0101] That is, as shown in FIG. 16, the holding member 96 (first holding portion 96a) supports the first control device 60A on one side (left side) of the steering shaft 31 and the gear case 39a in a plan view. The holding member 96 (second holding portion 96b) supports the second control device 60B on one side (left side) of the steering shaft 31 and the gear case 39a in a plan view. The holding member 96 (second holding portion 96b) supports the second control device 60B so that the second control device 60B moves to one side (left) from the front end to the rear end. This makes it possible to widen the space 200A between the connector side (front side) of the gear case 39a and the second control device 60B, facilitating wiring and the like.

[0102] Also, as shown in FIG. 10, when the first control device 60A and the second control device 60B are viewed with the gear case 39a as a reference, the retaining member 96 supports the first control device 60A above the gear case 39a and supports the second control device 60B below the gear case 39a. An intermediate portion of the coupling portion 96c of the holding member 96 in the vehicle body width direction is fixed to a connecting member 97 by welding or the like. The connecting member 97 extends in the front-rear direction. As shown in Fig. 15, the connecting member 97 extends forward and rearward from the coupling portion 96c. A rear end portion of the connecting member 97 is fixed to an upper portion of the support post 85. A front end portion of the connecting member 97 is connected to a rear end portion of a stay 98 extending in the front-rear direction.

[0103] 16 and 17, the connection member 97 is made of a plate member and has a front plate portion 97a to which the connecting portion 96c is attached and which extends forward from the connecting portion 96c, a rear plate portion 97b to which the connecting portion 96c is attached and which extends rearward (toward the steering shaft 31) from the connecting portion 96c, a first plate portion 97c extending from the rear plate portion 97b to the first control device 60A side, and a second plate portion 97d extending from the rear plate portion 97B to the second control device 60B side. The first plate portion 97c and the second plate portion 97d are integrally formed and incline downward toward the steering shaft 31. The rear ends of the first plate portion 97c and the second plate portion 97d are attached to the support post 85.

[0104] The front end of the stay 98 is fixed to the upper part of a partition plate 99. As shown in Figures 8 and 9, the partition plate 99 is disposed inside the bonnet 76 and divides the space inside the bonnet 76 into a first space S1 at the front and a second space S2 at the rear. The prime mover 4 is disposed in the first space S1. A fuel tank (not shown) is disposed in the second space S2. The lower part of the partition plate 99 is fixed to the upper part of the clutch housing 72.

[0105] <Location of receiving device, etc.> Next, the arrangement of the receiving device 41 constituting the position detection device 40 will be described. The receiving device 41 receives signals from positioning satellites and detects the position of the vehicle body 3 based on the received signals. That is, the receiving device 41 is a device that detects the position information of the vehicle body 3 by a satellite positioning system (GNSS: Global Navigation Satellite System). For example, a GPS (Global Positioning System) is used as the satellite positioning system. For example, the receiving device 4 Positioning device 1 receives signals transmitted from positioning satellites and signals transmitted from base stations installed on the ground, and calculates the position of vehicle body 3 based on the received signals. In detail, the base station transmits correction information including the position information of the base station (reference position) and information obtained from the signals from the positioning satellites (satellite-to-receiver distance, etc.) to receiving device 41 via wireless communication or the like. Based on the correction information acquired from the base station, receiving device 41 corrects the information received from the positioning satellites to acquire position information with higher accuracy. However, other methods such as the RTK method may be used as a method for detecting the vehicle body position by receiving device 41.

[0106] As shown in FIGS. 28 and 29, the receiving device 41 is attached to the ROPS 61. Before describing the mounting position of the receiving device 41, the specific configuration of the ROPS 61 will be described. The ROPS 61 is provided behind the driver's seat 10. The ROPS 61 has a first vertical pillar portion 61a, a second vertical pillar portion 61b, and a horizontal portion 61c. The first vertical pillar portion 61a, the second vertical pillar portion 61b, and the horizontal portion 61c are integrally formed by bending a square pipe. The first vertical pillar portion 61a extends in the up-down direction to the left and rear of the driver's seat 10. The pillar portion 61b extends in the vertical direction to the right and rear of the driver's seat 10. The cross-bridge portion 61c extends in the vehicle width direction and connects the upper end of the first vertical pillar portion 61a and the upper end of the second vertical pillar portion 61b above and rear of the driver's seat 10. This makes the ROPS 61 generally gate-shaped when viewed from the front. The ROPS 61 can swing rearward about a pivot shaft 102 provided at the lower end of the first vertical pillar portion 61a and the lower end of the second vertical pillar portion 61b.

[0107] The receiving device 41 is attached to the horizontal portion 61c of the ROPS 61. The receiving device 41 is fixed to a bracket 103, which is attached to the horizontal portion 61c. The bracket 103 is attached to the center of the horizontal portion 61c in the vehicle width direction, and extends rearward from the center. As a result, the receiving device 41 is located rearward of the center of the horizontal portion 61c in the vehicle width direction. In this way, the receiving device 41 is disposed in a position offset (displaced) rearward from the ROPS 61. The receiving device 41 is also located above and rearward of the driver's seat 10.

[0108] However, the mounting position of the receiving device 41 is not limited to the positions shown in Figures 28 and 29. For example, the receiving device 41 may be disposed at a position offset forward or to the side from the ROPS 61. The receiving device 41 may also be mounted on the first vertical column portion 61a or the second vertical column portion 61b of the ROPS 61, or may be mounted at a location other than the ROPS 61 of the tractor 1. A canopy may also be used instead of the ROPS 61, and the receiving device 41 may be mounted on the canopy.

[0109] <Inertial measurement device placement, etc.> Next, the arrangement of the inertial measurement unit 42 constituting the position detection device 40 will be described. The inertial measurement unit 42 is a device that measures the inertia of the vehicle body 3. In detail, the inertial measurement unit 42 can measure the inertia (inertial information) of the vehicle body 3, such as the yaw angle, pitch angle, and roll angle.

[0110] 19, 20, 28, and 29, the inertial measurement unit 42 is disposed on the center line CL2 in the vehicle width direction below the driver's seat 10. The inertial measurement unit 42 is disposed in a position overlapping with the rear wheel 7R in a side view. Moreover, the inertial measurement unit 42 is disposed above the transmission case 74. In other words, the inertial measurement unit 42 is disposed at a position overlapping the transmission case 74 in a plan view. Since the inertial measurement unit 39 is disposed at a position overlapping the transmission case 10, the position of the inertial measurement unit 39 is close to the center of gravity of the vehicle body 3. Therefore, the inertial measurement unit 39 can easily measure a representative value of the attitude change of the vehicle body 3 (a value that can represent the attitude change in the vehicle body 3), and can quickly and accurately determine the position of the vehicle body 3 by following the attitude change of the vehicle body 3. In other words, since the inertial measurement unit 39 is disposed at a position on the vehicle body 3 that provides a good weight balance in the front-rear, left-right, and height directions, the measurement accuracy of the position of the vehicle body 3 can be improved.

[0111] 20, the inertial measurement unit 42 is disposed on the axis CL3 of the rear axle in a plan view. When a working implement is attached to the connecting portion 8, the center of gravity of the body 2 and the working implement is closer to the axis CL3 of the rear axle than to the center of the body 2 in the front-rear direction. Therefore, by disposing the inertial measurement unit 42 on the axis CL3 of the rear axle, even when a working implement is attached to the connecting portion 8, the inertial measurement unit 39 is closer to the center of gravity of the body 3, so that the position of the body 3 can be determined quickly and accurately.

[0112] The support structure (mounting structure) of the inertial measurement device 42 will be described below mainly with reference to FIGS. The inertial measurement device 42 is supported by a support member 65 via a vibration isolating member 64. The vibration-proof member 64 is a member that suppresses vibration of the inertial measurement unit 42, and is an elastically deformable member such as rubber or a spring.

[0113] The support member 65 supports the inertial measurement unit 42 on the vehicle body 3 via the vibration-isolating member 64. More specifically, the support member 65 supports the inertial measurement unit 42 on a housing that covers a drive unit that drives the vehicle body 3 via the vibration-isolating member 64. The drive unit is the prime mover 4 or a device that transmits the power of the prime mover 4. In the case of this embodiment, the drive unit is the transmission 5, and the housing is the transmission case 74. However, the housing on which the support member 65 is supported is not limited to the transmission case 74, and the drive unit covered by the housing is not limited to the transmission 5. For example, the housing may be a clutch housing 72, and the drive unit may be a clutch. In the following description, the drive unit is the transmission 5, and the housing is the transmission case 74.

[0114] The support member 65 is attached to a support plate 66. The support plate 66 is attached to a transmission case (housing) 74. In other words, the support member 65 is indirectly attached to the transmission case 74 via the support plate 66. However, the support member 65 may also be attached directly to the transmission case (housing) 74 (without via the support plate 66). The support plate 66 is disposed below the driver's seat 10 and supports the driver's seat 10 from below. A support bracket 100 and a cushion material 101 are attached to the upper surface of the support plate 66. The support bracket 100 is fixed to the left front part and the right front part of the support plate 66 by welding or the like, and extends forward from the support plate 66. In this embodiment, the support bracket 100 is made of an angle material having an L-shaped cross section. The cushion material 101 is made of an elastic material such as rubber. In this embodiment, the cushion material 101 is cylindrical. The cushion material 101 is fixed to the left rear part and the right rear part of the support plate 66 by bolts or the like. The driver's seat 10 is supported above the support plate 66 by being placed on the upper part of the support bracket 100 and the cushion material 101.

[0115] The support plate 66 is attached to the upper part of the transmission case 74. As shown in FIG. 19, FIG. 22, etc., the transmission case 74 has a protruding portion 74a protruding upward from the upper surface of the transmission case 74. The protruding portion 74a includes a front protruding portion 74a1 protruding upward from the front part of the transmission case 74 and a rear protruding portion 74a2 protruding upward from the rear part of the transmission case 74. The front protruding portion 74a1 and the rear protruding portion 74a2 are arranged at intervals in the front-rear direction and each extends in the vehicle body width direction. The front protruding portion 74a1 and the rear protruding portion 74a2 are each formed with a screw hole 74b extending in the up-down direction. A plurality of screw holes 74b are formed at intervals in the vehicle body width direction for each of the front protruding portion 74a1 and the rear protruding portion 74a2. In this embodiment, two screw holes 74b are formed in each of the front protruding portion 74a1 and the rear protruding portion 74a2 (four in total).

[0116] The support plate 66 has a first through hole 66a and a second through hole 66b. The first through holes 66a are holes for attaching the support plate 66 to the transmission case 74. As shown in FIG. 19, FIG. 21, and FIG. 22, the first through holes 66a are formed at positions corresponding to the multiple screw holes 74b formed in the transmission case 74. Specifically, the first through holes 66a include a front through hole 66a1 and a rear through hole 66a2. The front through holes 66a1 are formed in the left front part and the right front part of the support plate 66, respectively. The rear through holes 66a2 are formed in the left rear part and the right rear part of the support plate 66, respectively. A bolt B1 is inserted into the first through hole 66a, and the bolt B1 is screwed into the screw hole 74b, thereby fixing the support plate 66 to the upper part of the transmission case 74.

[0117] As described above, the transmission case 74 is integrally connected to the front axle frame 70, the flywheel housing 71, the clutch housing 72, and the intermediate frame 73. Therefore, by being fixed to the transmission case 74, the support plate 66 is fixed to the vehicle body frame having high rigidity. The second through hole 66b is a hole for attaching the support member 65 to the support plate 66. As shown in FIG. 21 and FIG. 24, the second through hole 66b is provided at a position closer to the rear of the support plate 66. More specifically, the second through hole 66b is provided behind the front through hole 66a1 and in front of the rear through hole 66a2. The second through hole 66b includes a first through hole 66b1 provided on one side (left side) in the vehicle body width direction and a second through hole 66b2 provided on the other side (right side) in the vehicle body width direction. The first through hole 66b1 and the second through hole 66b2 are provided at symmetrical positions across the center line CL2 in the vehicle body width direction.

[0118] A first female threaded member 691 and a second female threaded member 692 are fixed to the upper surface of the support plate 66. The first female threaded member 691 is provided above the one through hole 66b1. The second female threaded member 692 is provided above the other through hole 66b2. The screw hole of the first female threaded member 691 communicates with the one through hole 66b1. The screw hole of the second female threaded member 692 communicates with the other through hole 66b2. It is possible to omit the first female threaded member 691 and the second female threaded member 692 by forming screw holes directly in the support plate 66.

[0119] 21, 24, etc., the support member 65 has an attachment portion 65a and a fixing portion 65b. The attachment portion 65a and the fixing portion 65b are integrally formed by bending a single plate (such as a metal plate). The mounting portion 65a is disposed below the support plate 66. The mounting portion 65a is flat and disposed parallel to the support plate 66. The inertial measurement unit 42 is attached to the mounting portion 65a. More specifically, the inertial measurement unit 42 is placed on the upper surface of the mounting portion 65a and fixed to the upper surface by mounting fixtures (bolt B2 and nut N1).

[0120] The fixed portion 65b rises from the mounting portion 65b. Specifically, the fixed portion 65b includes a first fixed portion 65b1 provided on the left side of the support member 65 and a second fixed portion 65b2 provided on the right side of the support member 65. The first fixed portion 65b1 has a first rising portion 62 rising from the left end of the mounting portion 65a and a first upper plate portion 67 extending leftward from the upper end of the first rising portion 62. The second fixed portion 65b2 has a second rising portion 63 rising from the right end of the mounting portion 65a and a second upper plate portion 68 extending rightward from the upper end of the second rising portion 63. The upper surface of the first upper plate portion 67 and the upper surface of the second upper plate portion 68 are disposed at the same height and parallel to the upper surface of the mounting portion 65a.

[0121] As shown in FIG. 24 and FIG. 25, the first upper plate portion 67 is formed with a first mounting hole 67a. The second upper plate portion 68 is formed with a second mounting hole 68a. The first mounting hole 67a and the second mounting hole 68a are through holes extending in the up-down direction. The first mounting hole 67a is disposed at a position overlapping with the one through hole 66b1. The second mounting hole 68a is disposed at a position overlapping with the other through hole 66b2. The first mounting hole 67a and the second mounting hole 68a are respectively inserted with a bolt B3. The bolt B3 inserted in the first mounting hole 67a passes through the one through hole 66b1 and is screwed into the screw hole of the first female screw member 691. The bolt B3 inserted in the second mounting hole 68a passes through the other through hole 66b2 and is screwed into the screw hole of the second female screw member 692. As a result, the fixing portion 65b is fixed to the support plate 66 by the bolt B3.

[0122] As shown in Figures 24, 25, etc., the fixing portion 65b (first fixing portion 65b1, second fixing portion 65b2) is fixed to a support plate 66 via a vibration-proof member 64. The vibration-proof member 64 is made of a substantially cylindrical elastic body (rubber, etc.). As shown in Figure 25, the vibration-proof member 64 has a first large diameter portion 64a, a second large diameter portion 64b, and a small diameter portion 64c. The first large diameter portion 64a is provided on the upper portion of the vibration-proof member 64. The second large diameter portion 64b is provided on the lower portion of the vibration-proof member 64. The small diameter portion 64c is provided between the first large diameter portion 64a and the second large diameter portion 64b. 25 shows the mounting structure of the vibration-proof member 64 in the first fixed portion 65b1, the mounting structure of the vibration-proof member 64 in the second fixed portion 65b2 is also the same.

[0123] The first large diameter portion 64a is interposed between the upper surface of the fixing portion 65b (first fixing portion 65b1, second fixing portion 65b2) and the lower surface of the support plate 66. The second large diameter portion 64b is interposed between the lower surface of the fixing portion 65b (first fixing portion 65b1, second fixing portion 65b2) and the head of the bolt B3. The small diameter portion 64c is interposed between the outer circumferential surface of the bolt B3 and the inner circumferential surface of the mounting hole (first mounting hole 67a, second mounting hole 68a) of the support member 65. In this way, the vibration-proof member 64 is interposed between the bolt B3 and the fixing portion 65b (first fixing portion 65b1, second fixing portion 65b2) and between the fixing portion 65b (first fixing portion 65b1, second fixing portion 65b2) and the support plate 66.

[0124] One or both of the first large diameter portion 64a and the second large diameter portion 64b may be formed by elastic deformation of the vibration-damping member 64 caused by tightening of the bolt B3, or may be formed when the vibration-damping member 64 is not elastically deformed. As described above, the support member 65 supports the inertial measurement unit 42 below the support plate 66 via the vibration isolation member 64 .

[0125] As shown in FIG. 20, FIG. 21, etc., the support plate 66 has an opening 66c provided above the inertial measurement unit 42. The inertial measurement unit 42 is exposed from the opening 66c. That is, the inertial measurement unit 42 has a portion located below the support plate 66 and a portion protruding above the support plate 66 through the opening 66c. The uppermost surface of the inertial measurement unit 42 is located above the support plate 66, but is separated from the lower surface of the driver's seat 10 by at least a distance that can reliably avoid contact with the lower surface. In addition, the opening 66c exposes the mounting fixture (nut N1). This allows the mounting fixture to be easily removed by inserting a hand, tool, etc. through the opening 66c. In addition, by making the upper portion of the inertial measurement unit 42 protrude from the opening 66c, the space occupied by the inertial measurement unit 42 in the thickness direction (vertical direction) can be reduced.

[0126] The mounting position of the inertial measurement unit 42 is not limited to the above embodiment. From the viewpoint of accurately detecting the behavior of the tractor (work vehicle) 1 by the inertial measurement unit 42, there are mainly four possible positions for mounting the inertial measurement unit 42. The first position is within a region connecting the left front wheel 7FL, the right front wheel 7FR, the left rear wheel 7RL, and the right rear wheel 7RR, and is indicated by the symbol A in FIG. 26. The second position is within a region near the intersection of a diagonal line connecting the left front wheel 7FL and the right rear wheel 7RR and a diagonal line connecting the right front wheel 7FR and the left rear wheel 7RL, and is indicated by the symbol B in FIG. 26. The third position is near the center of gravity of the tractor 1. The fourth position is a range in which the zero moment point (ZMP) moves when the tractor 1 runs (a range in which the center of gravity moves when running (dynamic center of gravity position)), and is indicated by the symbol C in FIG. 26. The range in which the ZMP moves, indicated by the symbol C in FIG. 26, is a stable region in which the posture of the tractor 1 is stable when running (for example, a region in which the tractor 1 runs stably).

[0127] The ZMP can be calculated by providing a plurality of vehicle body condition detection units on the vehicle body 3. The vehicle body condition detection units are devices that detect at least the first load (floor reaction force) and moment acting on the vehicle body 3, and for example, a six-component load cell capable of detecting the first load and moment in three axial directions (X-axis, Y-axis, and Z-axis directions) is used. The X-axis direction can be set to the traveling direction of the vehicle body 3, the Y-axis direction to the vehicle body width direction, and the Z-axis direction to the up-down direction.

[0128] The plurality of vehicle body state detection units may include a first state detection unit corresponding to a support point (left front wheel) at the left front of the vehicle body 3, a second state detection unit corresponding to a support point (right front wheel) at the right front of the vehicle body 3, a third state detection unit corresponding to a support point (left rear wheel) at the left rear of the vehicle body 3, and a fourth state detection unit corresponding to a support point (right rear wheel) at the right rear of the vehicle body 3. The ZMP is calculated by a control device (control device 6 This can be done by a control device (computer) such as the control device 100 or other control device. The control device obtains a ZMP shown in two dimensions based on the first load (floor reaction force) of the support point of the car body 3, for example, the floor reaction force and moment in the first state detection unit, the second state detection unit, the third state detection unit, and the fourth state detection unit.

[0129] In Fig. 26, the area Q1 connecting the support points of the vehicle body 3 (positions where multiple vehicle body state detection units are installed) is a critical area, and is represented two-dimensionally by the X-axis and the Y-axis. The stable area Q2 (C) is a stable area in which the posture of the tractor 1 is stable when traveling, and is an area shifted inward from the critical area Q1 by a predetermined distance. The area excluding the critical area Q1 and the stable area Q2, i.e., the area between the contour line constituting the critical area Q1 and the contour line constituting the stable area Q2, is an unstable area Q3 that is prone to instability.

[0130] By setting the mounting position of the inertial measurement unit 42 in the stable region Q2(C), the measurement accuracy of the inertial measurement unit 42 can be improved. <Effects> According to the work vehicle (tractor) 1 of the above embodiment, the following effects are achieved. The work vehicle 1 is equipped with a steering handle 30, a steering shaft 31 that rotatably supports the steering handle, a vehicle body 3 that can travel either by manual steering with the steering handle or by automatic steering of the steering handle based on the planned travel line, a setting switch 51 that is arranged around the steering shaft and switches to a setting mode that performs at least settings before the start of automatic steering, and a steering changeover switch 52 that is arranged around the steering shaft and switches between starting and ending automatic steering in the setting mode.

[0131] According to this configuration, since the setting switch 51 and the steering changeover switch 52 are arranged around the steering shaft 31, the driver can surely recognize the setting switch 51 and the steering changeover switch 52 at a glance and can easily operate them without changing his / her posture. Therefore, unintended automatic steering due to erroneous operation of the switches can be prevented.

[0132] The work vehicle 1 also includes a position detection device 40 that is provided on the vehicle body 3 and detects the position of the vehicle body based on signals from positioning satellites, and a correction switch 53 that is arranged around the steering shaft 31 and corrects the position of the vehicle body detected by the position detection device. According to this configuration, since the correction switch 53 is also arranged around the steering shaft 31 in addition to the setting switch 51 and the steering changeover switch 52, the driver can surely recognize the setting switch 51, the steering changeover switch 52, and the correction switch 53 at a glance and can easily operate them without changing his / her posture. Therefore, unintended automatic steering due to erroneous operation of the switches can be prevented.

[0133] The work vehicle 1 also includes a display device 45 arranged around the steering shaft 31 for displaying driving information, and a screen changeover switch 54 arranged around the steering shaft for selectively switching the display on the display device between a first screen G1 for displaying the driving status in the setting mode and a second screen Q2 for explaining the setting operations in the setting mode. According to this configuration, in addition to the setting switch 51, the steering changeover switch 52, and the correction switch 53, the screen changeover switch 54 is also arranged around the steering shaft 31, so that the driver can surely recognize the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover switch 54 at a glance and can easily operate them without changing his / her posture. Therefore, unintended automatic steering due to erroneous operation of the switches can be prevented.

[0134] Further, the setting switch 51 is disposed on one side of the steering shaft 31, and the correction switch 53 is disposed on the other side of the steering shaft 53. According to this configuration, the setting switch 51 and the correction switch 53 are arranged in opposite directions on either side of the steering shaft 31, so that the space around the steering shaft 31 can be effectively utilized and erroneous operation of the setting switch 51 and the correction switch 53 can be prevented.

[0135] In addition, the steering changeover switch 52 is disposed on one side of the steering shaft 31. According to this configuration, the steering changeover switch 52 and the setting switch 51 are disposed on the same side of the steering shaft 31, so that the operability of the switches for automatic steering of the work vehicle 1 is improved.

[0136] Further, the setting switch 51 is disposed on one side of the steering shaft 31, and the screen changeover switch 54 is disposed on the other side of the steering shaft 31. According to this configuration, the setting switch 51 and the screen changeover switch 54 are arranged in opposite directions on either side of the steering shaft 31, so that the space around the steering shaft 31 can be effectively utilized and erroneous operation of the setting switch 51 and the screen changeover switch 54 can be prevented.

[0137] In addition, a panel cover 78 is provided below the steering handle 30 to support the display device 45, and the setting switch 51, correction switch 53, and screen changeover switch 54 are provided on the panel cover. According to this configuration, the setting switch 51, the correction switch 53, and the screen changeover switch 54 are arranged in a concentrated manner on the panel cover 78 that supports the display device 45. Therefore, the driver can visually recognize the setting switch 51, the correction switch 53, and the screen changeover switch 54 together with the display device 45, and the operability is improved. In addition, since the setting switch 51, the correction switch 53, and the screen changeover switch 54 are arranged at a position separated from the steering wheel 30, it is prevented that the setting switch 51, the correction switch 53, and the screen changeover switch 54 are unintentionally touched when the steering wheel 30 is operated, and that the steering wheel 30 is unintentionally touched when the setting switch 51, the correction switch 53, and the screen changeover switch 54 are operated. Therefore, it is possible to prevent unintentional switching to automatic steering due to erroneous operation, etc.

[0138] The work vehicle 1 also has a connecting part 8 provided at the rear of the vehicle body 3 for connecting a work device, and a lifting lever 83 for raising and lowering the connecting part 8, the lifting lever being arranged on the other side of the steering shaft 31. According to this configuration, the lift lever 83 and the steering changeover switch 52 are disposed in opposite directions with the steering shaft 31 in between, so that the space around the steering shaft 31 can be effectively utilized. Also, it is possible to prevent the driver from operating the lift lever 83 and coming into contact with the steering changeover switch 52, or from operating the lift lever 83 and coming into contact with the steering changeover switch 52, without intending to do so.

[0139] In addition, the setting switch 51 and the correction switch 53 are disposed behind the steering shaft 31. According to this configuration, the setting switch 51 and the correction switch 53 are located on the driver's side who operates the steering wheel 30, so that the setting switch 51 and the correction switch 53 are easy to operate and erroneous operation is less likely to occur.

[0140] The work vehicle 1 also has a steering wheel 30 and a steering wheel that can be rotated by rotating the steering wheel 30. The vehicle is equipped with a steering shaft 31 which can be movably supported, a vehicle body 3 which can be driven either by manual steering using the steering handle or by automatic steering of the steering handle based on the planned driving line, a position detection device 40 which is provided on the vehicle body and detects the position of the vehicle body based on a signal from a positioning satellite, an automatic steering mechanism 37 which automatically steers the steering handle based on the position of the vehicle body detected by the position detection device, a first control device 60A which is arranged on one side of the steering shaft and outputs a control signal calculated based on the position of the vehicle body detected by the position detection device, and a second control device 60B which is arranged on the other side of the steering shaft and controls the automatic steering mechanism based on the control signal output by the first control device so that the vehicle body drives along the planned driving line.

[0141] According to this configuration, the control devices are smaller than when the first control device 60A and the second control device 60B are integrated into one control device. Therefore, the control devices (the first control device 60A and the second control device 60B) can be arranged in a small space near the steering shaft 31. In addition, since the first control device 60A and the second control device 60B are arranged in opposite directions across the steering shaft 31, it is possible to prevent heat generated by one control device from adversely affecting the other control device.

[0142] The work vehicle 1 also includes a display device 45 that is arranged around the steering shaft 31 and displays driving information, and a panel cover 78 that supports the display device below the steering handle 30, and the first control device 60A and the second control device 60B are arranged within the panel cover 78. According to this configuration, the first control device 60A and the second control device 60B are disposed in the panel cover 78 in a state where they are disposed in the vicinity of the steering shaft 41, so that it is possible to make the panel cover 78 smaller. Therefore, it is possible to ensure sufficient foot space and forward visibility for the driver.

[0143] The work vehicle 1 also includes a steering handle 30, a steering shaft 31 that rotatably supports the steering handle, a vehicle body 3 that can travel either by manual steering with the steering handle or by automatic steering of the steering handle based on the planned travel line, a position detection device 40 that is provided on the vehicle body and detects the position of the vehicle body based on a signal from a positioning satellite, a power steering device 32 that assists manual operation of the steering handle, and an automatic steering mechanism 37 that is arranged in a position away from the power steering device and automatically steers the steering handle based on the position of the vehicle body detected by the position detection device.

[0144] According to this configuration, the power steering device 32 and the automatic steering mechanism 37 are located at separate locations, so that the operation of the power steering device 32 and the operation of the automatic steering mechanism 37 are independent of each other, and the power steering device 32 can be operated regardless of whether the automatic steering mechanism 37 is operating or not. The work vehicle 1 also includes a display device 45 that is arranged around the steering shaft 31 and displays driving information, a panel cover 78 that supports the display device below the steering handle, and front wheels 7F and rear wheels 7R that support the vehicle body 3 so that it can run.The vehicle body has a front axle frame 72 that supports the front wheels, and the automatic steering mechanism is arranged within the panel cover.The power steering device includes a hydraulic pump 33, a control valve 34 to which hydraulic oil discharged from the hydraulic pump is supplied, and a steering cylinder 35 that is operated by the control valve, and the control valve is supported by the front axle frame 72.

[0145] According to this configuration, the automatic steering mechanism 37 can be disposed inside the panel cover 78 near the steering shaft 31 without increasing the size of the panel cover 78. Therefore, sufficient foot space and forward visibility can be secured for the driver. The work vehicle 1 also includes a steering handle 30, a steering shaft 31 that rotatably supports the steering handle, a vehicle body 3 that can travel by either manual steering using the steering handle or automatic steering of the steering handle based on the planned travel line, and a steering changeover switch 52 that is arranged around the steering shaft and can swing in a first direction, with a base end provided on the steering shaft side as a fulcrum, to switch between starting and ending the automatic steering, and in a second direction to set the start and end points of a travel reference line that serves as a reference for the planned travel line.

[0146] This configuration provides excellent operability because it is possible to switch between starting and ending automatic steering and to set the start and end points of the driving reference line that is the reference for the planned driving line simply by changing the swing direction of the steering changeover switch 52. Also, compared to a case in which multiple switches are provided as the steering changeover switch 52, the installation space for the steering changeover switch 52 can be made smaller.

[0147] Further, the first direction of the steering changeover switch 52 is an upward or downward swing, and the second direction of the steering changeover switch 52 is a forward or backward swing. With this configuration, by swinging the steering changeover switch 52 upward, downward, forward or backward, it is possible to switch between starting or ending automatic steering and to set the start and end points of the driving reference line, which serves as the basis for the planned driving line, thereby providing excellent operability.

[0148] In addition, the steering changeover switch 52 commands the start of automatic steering by swinging downward, commands the end of automatic steering by swinging upward, sets the start point of the driving reference line by swinging backward, and sets the end point of the driving reference line by swinging forward. According to this configuration, the operations of starting automatic steering, ending automatic steering, setting the start point of the driving reference line, and setting the end point of the driving reference line can be performed easily and reliably.

[0149] Also provided is a setting switch 51 which is arranged around the steering shaft 31 and switches to a setting mode for performing settings at least before the start of automatic steering. According to this configuration, by arranging the setting switch 51 in addition to the steering changeover switch 52 around the steering shaft 31, it is possible to provide a variety of switches while reducing the space required for arranging the switches.

[0150] It also includes a position detection device 40 that detects the position of the vehicle body based on signals from positioning satellites, and a correction switch 53 that is arranged around the steering shaft 31 and corrects the position detected by the position detection device 40. According to this configuration, the steering changeover switch 52, the setting switch 51, and the correction switch 53 are arranged in a concentrated manner around the steering shaft 31, so that a wide variety of switches can be provided while the space required for arranging the switches can be reduced.

[0151] In addition, a screen changeover switch 54 is provided which is arranged around the steering shaft 31 and selectively switches the display of the display device 45 between a first screen Q1 which displays the driving situation in the setting mode, and a second screen Q2 which explains the setting operations in the setting mode. According to this configuration, in addition to the steering changeover switch 52, the setting switch 51, and the correction switch 53, the screen changeover switch 54 is also arranged in a concentrated manner around the steering shaft 31. Therefore, it is possible to reduce the space required for arranging the switches while providing a wide variety of switches.

[0152] The work vehicle 1 includes a vehicle body 3 that can be driven by either manual steering using a steering wheel 30 or automatic steering of the steering wheel based on a planned driving line, a receiving device 41 that is provided on the vehicle body and receives signals from positioning satellites, and an inertial measurement device that measures the inertia of the vehicle body. The vehicle is equipped with a receiving device 42, an automatic steering mechanism 37 that automatically steers the steering wheel based on the signal received by the receiving device and the inertia measured by the inertial measurement unit, a vibration-isolating member 64 that suppresses vibration of the inertial measurement unit, and a support member 65 that supports the inertial measurement unit on the vehicle body via the vibration-isolating member.

[0153] According to this configuration, the vibration isolating member 64 suppresses the vibration of the vehicle body 3 and the like from being transmitted to the inertial measurement unit 42. Therefore, it is possible to reduce the measurement error of the inertial measurement unit 42, and it becomes possible to perform automatic steering accurately. The vehicle also includes a drive unit (e.g., transmission 5) that drives the vehicle body, and a housing (e.g., transmission case 74) that covers the drive unit, and the support member 65 supports the inertial measurement unit 42 on the housing via vibration-isolating member 64.

[0154] According to this configuration, the vibration isolation member 64 prevents vibrations caused by the driving of the driving unit from being transmitted to the inertial measurement unit 42. Therefore, the measurement error of the inertial measurement unit 42 can be reduced. The support member 65 also has a support plate 66 attached to the housing 74, and has a mounting portion 65a that is arranged below the support plate 66 and to which the inertial measurement device 42 is attached, and a fixed portion 65b that rises from the mounting portion 65a and is fixed to the support plate 66 via a vibration-isolating member 64.

[0155] According to this configuration, the inertial measurement unit 42 can be attached in a state in which it is suspended below the support plate 66 attached to the housing 74, with the vibration-isolating member 64 interposed between the support plate 65 and the inertial measurement unit 42. Therefore, the vibration-isolating member 64 can effectively prevent vibrations from being transmitted to the inertial measurement unit 42. Also, a space for installing a driver's seat, etc. can be secured above the support plate 66.

[0156] The vehicle also includes a driver's seat 10 provided on the vehicle body 3, and the support plate 66 supports the driver's seat from below. According to this configuration, the inertial measurement unit 42 can be disposed below the driver's seat 10 via the support plate 66. Therefore, the inertial measurement unit 42 can be disposed near the center of gravity of the vehicle body 3, and the measurement accuracy of the inertial measurement unit 42 can be improved.

[0157] Moreover, the fixed portion 65b is fixed to a support plate 66 by a bolt B3, and the vibration-proof member 64 is interposed between the bolt and the fixed portion, and between the fixed portion and the support plate. According to this configuration, the vibration isolating members 64 can reliably prevent the vibration of the support plate 66 from being transmitted to the inertial measurement unit 42 via the support members 65 . Moreover, the housing is a transmission case 74, and the support plate 66 is attached to the upper part of the transmission case.

[0158] According to this configuration, by attaching the support plate 66 to a highly rigid transmission case, vibration of the support plate 66 to which the support member 65 is fixed is suppressed, and the measurement accuracy of the inertial measurement unit 42 can be improved. Furthermore, the support plate 66 has an opening 66c provided above the inertial measurement unit 42, and the inertial measurement unit is exposed through the opening.

[0159] According to this configuration, the opening 66c can be used to easily attach and detach the inertial measurement unit 42. Also, by having the upper part of the inertial measurement unit 42 protrude from the opening 66c, the space occupied by the inertial measurement unit 42 in the thickness direction (vertical direction) can be reduced. Although one embodiment of the present invention has been described above, the embodiment disclosed herein should be considered as illustrative and not restrictive in all respects. The present invention is defined by the claims rather than the description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0160] 1 Work vehicle 3. Body 8 Connecting part 30 Steering wheel 31 Steering shaft 40 Position detection device 45 Display device 51 Setting switch 52 Steering switch 53 Correction Switch 54 Screen change switch 78 Panel cover 83 Lifting lever

Claims

1. A steering handle and a vehicle body capable of traveling by either manual steering using the steering wheel or automatic steering of the steering wheel based on a planned traveling line; A steering changeover switch that switches between starting and ending the automatic steering; A setting switch that can be switched to a setting mode for performing settings before the start of the automatic steering; A work vehicle equipped with:

2. 2. The work vehicle according to claim 1, wherein the setting mode is a mode in which a start point and an end point of a driving reference line for automatic steering are set before automatic steering is started.

3. a steering shaft supporting the steering handle and rotating together with the steering handle; 3. The work vehicle according to claim 1, wherein the setting switch is disposed at a position not overlapping with a grip of the steering handle when viewed in the axial direction of the steering shaft.

4. 4. The work vehicle according to claim 1, wherein both the setting switch and the steering changeover switch are disposed on one side of the steering shaft in the vehicle body width direction.

5. a position detection device provided on the vehicle body and detecting a position of the vehicle body based on a signal from a positioning satellite; a correction switch for correcting the position of the vehicle body detected by the position detection device; Equipped with A work vehicle as described in any one of claims 1 to 4, wherein the correction switch has a first correction unit that is a part that commands a correction of the vehicle body position corresponding to the left side of the vehicle body, and a second correction unit that is a part that commands a correction of the vehicle body position corresponding to the right side of the vehicle body, and the first correction unit and the second correction unit are formed integrally.

6. 6. The work vehicle according to claim 5, wherein the correction switch increases a correction amount corresponding to the left side of the vehicle body each time the first correction unit is pressed, and increases a correction amount corresponding to the right side of the vehicle body each time the second correction unit is pressed.

7. The driver's seat and A display device that is visible to a driver seated in the driver's seat; Equipped with The work vehicle according to any one of claims 1 to 6, wherein the setting switch is disposed below the display device.

8. The driver's seat and A display device that is visible to a driver seated in the driver's seat; Equipped with The work vehicle according to any one of claims 1 to 6, wherein at least a portion of the steering changeover switch is disposed below the display device.

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