Operation device and work vehicle

Abstract

To provide a technique which enables multiple types of settings to be made within a limited space and improves work efficiency.SOLUTION: An operation device, which is mounted on a work vehicle capable of switching between manual travel and automatic travel, comprises a common operation section used for different settings during the manual travel and the automatic travel.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to an operating device and a work vehicle including the operating device.

Background Art

[0002] Patent Document 1 discloses a work vehicle including an automatic straight-ahead driving operation device for operating automatic straight-ahead driving. The automatic straight-ahead driving operation device has a start point setting unit and an end point setting unit. The start point setting unit operates to set the start point of the reference line in automatic straight-ahead driving. The end point setting unit operates to set the end point of the reference line in automatic straight-ahead driving.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the configuration of Patent Document 1, an operation unit (for example, a start point setting unit) is provided for each setting related to automatic straight-ahead driving (for example, setting the start point of the reference line). Therefore, for example, when the number of settings related to automatic straight-ahead driving increases, the number of operation units also increases, and there is a risk that the burden of the operation work increases. If the burden of the operation work increases, there is also a risk that the efficiency of the work by the work vehicle decreases. Further, when the number of operation units increases, it is necessary to expand the mounting space for the operation units. However, since members other than the operation units (for example, display members) are also mounted on the automatic straight-ahead driving operation device, there is a limit to the expansion of the mounting space for the operation units.

[0005] The present invention has been made to solve the above problems, and an object thereof is to provide a technology capable of performing a plurality of types of settings in a limited space and improving the work efficiency.

Means for Solving the Problems

[0006] The operating device of a work vehicle according to one aspect of the present invention is an operating device provided in a work vehicle capable of switching between manual driving and automatic driving, and includes a shared operation unit used for different settings during the manual driving and the automatic driving.

Advantages of the Invention

[0007] According to the above configuration, multiple types of settings can be performed in a limited space, and the work efficiency can be improved.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0009] Embodiments of the present invention will be described below with reference to the drawings as follows.

[0010] 〔1. Schematic configuration of work vehicle〕 FIG. 1 is a diagram showing a schematic configuration of a work vehicle 1 according to an embodiment of the present invention. The work vehicle 1 is used, for example, for performing operations such as agricultural work and construction work. The work vehicle 1 includes a vehicle body 10 and an operation device 200 provided separately from the vehicle body 10.

[0011] The operation device 200 (also referred to as a control device) is a remote operation device that enables an operator located at a position away from the vehicle body 10 to operate the vehicle body 10. The vehicle body 10 being operated by the operation device 200 (i.e., the operator manually operating) and traveling is called manual driving. The configuration of the operation device 200 will be described later.

[0012] In the present embodiment, the operation device 200 is provided separately from the vehicle body 10, but the configuration is not limited to this. For example, the operation device 200 may be provided on the vehicle body 10 itself. In the case of a configuration where the operation device 200 is provided on the vehicle body 10, for example, the shape, arrangement, and type of the operation members (see FIG. 3) described later included in the operation device 200 may be appropriately changed.

[0013] In addition to the above-described manual driving, the work vehicle 1 is configured to be able to travel in automatic driving. The above-described automatic driving means that at least steering is autonomously performed along a predetermined route (also referred to as a traveling route) by a device related to traveling (for example, a traveling drive device 111b described later) provided in the work vehicle 1 (vehicle body 10) being controlled by a control device 113 (see FIG. 2) described later. The automatic driving may be configured such that at least one of, for example, adjustment of the vehicle speed (also referred to as the traveling speed) and work by a work implement 12 described later is autonomously performed in addition to steering.

[0014] The vehicle body 10 includes a traveling body 11 that travels on the ground and a work implement 12 that is connected to the traveling body 11.

[0015] Here, the directions used in the description are defined as follows. The direction in which the traveling body 11 and the working machine 12 are aligned is the front-rear direction. The direction in which the working machine 12 is located as viewed from the traveling body 11 is defined as "rear", and the opposite direction is defined as "front". Also, the left side when looking from the rear to the front is defined as "left", and the right side is defined as "right". Further, the gravitational direction perpendicular to the front-rear direction and the left-right direction is defined as the up-down direction. The upstream side in the gravitational direction is defined as "up", and the downstream side is defined as "down". In the drawings, as necessary, the front is indicated by the symbol "F", the rear is indicated by the symbol "B", the right side is indicated by the symbol "R", the left side is indicated by the symbol "L", the upper side is indicated by the symbol "U", and the lower side is indicated by the symbol "D".

[0016] Note that in the present embodiment, the working machine 12 is disposed behind the traveling body 11, but the present invention is also applicable to a work vehicle 1 in which the working machine 12 is disposed in front of the traveling body 11.

[0017] The traveling body 11 includes a body main body portion 111 and a traveling portion 112 disposed below the body main body portion 111.

[0018] The body main body portion 111 includes an outer cover 111a, a traveling drive device 111b disposed on the inner front side covered by the outer cover 111a, and a working machine drive device 111c disposed on the inner rear side covered by the outer cover 111a.

[0019] The traveling drive device 111b includes a drive source and a power transmission mechanism that transmits the power from the drive source to the traveling portion 112. In the present embodiment, the drive source included in the traveling drive device 111b is an electric motor. Note that the drive source included in the traveling drive device 111b may be other than an electric motor, for example, an engine.

[0020] The work implement drive device 111c includes a drive source and a PTO (Power Take Off) power transmission unit that can transmit the power from the drive source to the outside of the traveling body 11. In the present embodiment, the drive source included in the work implement drive device 111c is an electric motor. Note that the drive source included in the work implement drive device 111c may be other than an electric motor, for example, an engine. Also, although the electric motor included in the work implement drive device 111c is different from the electric motor included in the traveling drive device 111b, the electric motors (drive sources) may be shared between the traveling drive device 111b and the work implement drive device 111c.

[0021] Inside the outer cover 111a, a battery that supplies power to the electric motor, power electronics devices, etc. are also arranged. Outside the outer cover 111a, as an example, a light 111d, a positioning antenna 111e, a warning light 111f, etc. are arranged.

[0022] In the present embodiment, a driver's seat for the operator is not arranged on the traveling body 11, that is, the vehicle body 10 performs work traveling unmanned. However, the present invention is also applicable to a work vehicle provided with a driver's seat on the traveling body 11. That is, the traveling body 11 may have instruments (such as a steering wheel and a lever) for an operator sitting on the driver's seat to operate the work vehicle.

[0023] The running gear 112 supports the airframe main body 111 so that it can run. Specifically, the running gear 112 includes a pair of left and right crawlers 112a. Each of the left and right crawlers 112a includes a track frame 112b extending in the front-rear direction. Each track frame 112b is attached to the lower surface of the airframe main body 111. At the front end of the track frame 112b, a drive sprocket 112c is arranged as a drive wheel. The drive sprocket 112c transmits the power from the electric motor via the above-described power transmission mechanism provided in the travel drive device 111b. At the rear end of the track frame 112b, a driven sprocket 112d is arranged as a driven wheel. The driven sprocket 112d is rotatably supported by the track frame 112b. In the track frame 112b, a plurality of idler wheels 112e are rotatably supported between the drive sprocket 112c and the driven sprocket 112d. A crawler belt 112f is wound around the drive sprocket 112c, the driven sprocket 112d, and the plurality of idler wheels 112e to form the crawler 112a.

[0024] Each of the left and right crawlers 112a is driven by a separate electric motor provided in the travel drive device 111b. When the pair of left and right crawlers 112a are simultaneously driven in the same direction, the running gear 112 moves straight forward or backward. Whether it moves forward or backward is determined by the rotation direction of the electric motor. For example, when the pair of left and right crawlers 112a are independently driven, the running gear 112 makes a left turn or a right turn.

[0025] In this embodiment, the crawler 112a has a configuration in which one drive wheel (drive sprocket 112c) and one driven wheel (driven sprocket 112d) are arranged side by side in the front-rear direction and the crawler belt 112f is wound around them, but other configurations may also be used. For example, the crawler may be of a type in which a crawler belt is wound around one drive wheel and two driven wheels in a triangular shape. Also, in this embodiment, the running gear 112 is of the crawler type, but it may be of a type other than the crawler type, for example, the wheel type.

[0026] The working machine 12 is attached to the traveling body 11 via the hitch portion 13 so as to be liftable. Note that the hitch portion 13 includes a working machine drive device 111c. The working machine 12 is attached to the hitch portion 13 so as to be replaceable. That is, the working machine 12 can be attached in various types. In FIG. 1, the working machine 12 is a tiller. The working machine 12 may be, for example, a plow, a fertilizer applicator, a pesticide sprayer, a harvesting device, a mowing device, a snow removal device, a landfill device, etc., in addition to the tiller.

[0027] [2. Configuration related to the automatic driving of the work vehicle] The configuration related to the automatic driving of the work vehicle 1 (particularly the vehicle body 10) will be described with reference to FIG. 2. FIG. 2 is a block diagram schematically showing the configuration related to the automatic driving of the work vehicle 1. In FIG. 2, the components necessary for explaining the features of the present embodiment (mainly the configuration related to the automatic driving) are shown, and the description of general components is omitted.

[0028] The vehicle body 10 includes a control device 113. The control device 113 is, for example, a computer device configured to include an arithmetic device, an input / output unit, and a storage unit 113a. The arithmetic device is, for example, a processor or a microprocessor. The storage unit 113a is a main storage device such as a ROM (Read Only Memory) or a RAM (Random Access Memory). The storage unit 113a may further include an auxiliary storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive). Various programs and data are stored in the storage unit 113a. The arithmetic device reads various programs from the storage unit 113a and executes arithmetic processing according to the programs. The programs stored in the storage unit 113a may be provided, for example, by a computer-readable non-volatile recording medium. As another example, the programs may be provided from a program-providing server via a communication line such as the Internet.

[0029] Through the cooperation of the above-mentioned hardware and software, the control device 113 can be operated as a route generation unit 113b, a route shift unit 113c, a travel mode control unit 113d, a travel control unit 113e, and a work implement control unit 113f. The control device 113 may be composed of one piece of hardware, or may be composed of a plurality of pieces of hardware capable of communicating with each other.

[0030] Note that each functional unit 113b to 113f included in the control device 113 may be realized by software, that is, by causing an arithmetic unit to execute arithmetic processing according to a program as described above, or may be realized by other methods. At least one of the functional units 113b to 113f may be realized using, for example, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or the like. That is, at least one of the functional units 113b to 113f may be realized by hardware using a dedicated IC or the like. Also, at least one of the functional units 113b to 113f may be realized by using a combination of software and hardware. Also, the functional units 113b to 113f are conceptual configurations. Therefore, the functions executed by one component may be distributed among a plurality of components, or the functions of a plurality of components may be integrated into one component.

[0031] The route generation unit 113b generates a travel route PT (see FIG. 6) for automatically driving the vehicle body 10. Settings related to the registration of the travel route PT will be described later. The route shift unit 113c shifts the travel route PT generated by the route generation unit 113b. The shift of the travel route PT will be described later.

[0032] The travel mode control unit 113d controls the switching between manual travel and automatic travel based on a switching command from the operation device 200 (see FIG. 1). That is, the work vehicle 1 is configured to be able to switch between manual travel and automatic travel. The method for switching the travel mode will be described later.

[0033] The travel control unit 113e controls devices related to the travel of the vehicle body 10. More specifically, the travel control unit 113e includes a vehicle speed control unit 113e1 and a steering control unit 113e2. The vehicle speed control unit 113e1 controls the travel drive device 111b (see FIG. 1) so that the vehicle body 10 travels at the vehicle speed instructed from the operation device 200. The steering control unit 113e2 controls the steering of the vehicle body 10 according to the travel mode (manual travel or automatic travel) selected by the travel mode control unit 113d. For example, when the travel mode is manual travel, the steering control unit 113e2 controls the travel drive device 111b based on a steering command from the operation device 200. When the travel mode is automatic travel, the steering control unit 113e2 automatically (autonomously) controls the travel drive device 111b so that the vehicle body 10 travels along the travel route PT.

[0034] The work implement control unit 113f adjusts the lifting position (height from the ground) of the work implement 12 based on a lifting command from the operation device 200. Further, the work implement control unit 113f controls the above-described PTO power transmission unit based on a switching command from the operation device 200 to control the switching of the power transmission to the work implement 12.

[0035] A positioning communication unit 114, a communication processing unit 115, and a sensor 116 are connected to the control device 113. That is, the work vehicle 1 includes a positioning communication unit 114, a communication processing unit 115, and a sensor 116.

[0036] The positioning communication unit 114 includes a positioning antenna 111e (see FIG. 1), and uses the positioning signal received by the positioning antenna 111e from the positioning satellite to acquire the position of the vehicle body 10 as, for example, latitude and longitude information. The positioning communication unit 114 performs positioning using a known RTK-GNSS (Real Time Kinematic GNSS) method after receiving a positioning signal from a reference station (not shown) by an appropriate method. The positioning communication unit 114 outputs the position information of the vehicle body 10 to the control device 113. Note that the positioning communication unit 114 may perform positioning using other methods such as the DGNSS (Differential GNSS) method, for example.

[0037] The communication processing unit 115 communicates with the operating device 200 via the communication antenna 115a. The communication antenna 115a is an antenna for performing wireless communication with the operating device 200. For the wireless communication, a wireless LAN (Local Area Network) such as Wi-Fi (registered trademark) may be used.

[0038] The sensor 116 detects information related to the vehicle body 10 and outputs the detected information to the control device 113. In the present embodiment, the sensor 116 includes a plurality of types of sensors. Each of the plurality of types of sensors is connected to the control device 113 so as to be able to input a signal. The plurality of types of sensors include, for example, an inertial measurement device, an obstacle sensor, a vehicle speed sensor, and a lifting position sensor.

[0039] The inertial measurement device includes a three-axis angular velocity sensor and a three-directional acceleration sensor, and is a device capable of measuring the attitude of the vehicle body 10. The obstacle sensor is a sensor that detects obstacles existing around the vehicle body 10, and may be, for example, an ultrasonic sensor, a camera, a radar, or a LiDAR (Light Detection And Ranging). The vehicle speed sensor is a sensor that detects the vehicle speed of the vehicle body 10. The lifting position sensor is a sensor that detects the lifting position of the work implement 12.

[0040] 〔3. Configuration of Operating Device〕 The configuration of the operating device 200 will be described with reference to FIG. 3. FIG. 3 is a plan view showing the configuration of the operating device 200. The operating device 200 includes a housing 201, a power switch 202, an antenna 203, an operation lever 204, a shared operation unit 205, operation switches 206, operation knobs 207, and a display unit 208.

[0041] The housing 201 constitutes the main body portion of the operating device 200. At appropriate positions on the housing 201, the above-described power switch 202, antenna 203, operation lever 204, shared operation unit 205, operation switches 206, operation knobs 207, and display unit 208 are respectively attached. Note that the arrangement shown in FIG. 3 is merely an example and may be changed as appropriate.

[0042] The power switch 202 is provided at the center of the front surface of the housing 201 and enables the power of the operating device 200 to be turned on and off. The power switch 202 is, for example, a toggle switch. Note that the power source of the operating device 200 is, for example, a battery, a dry battery, etc. disposed inside the housing 201.

[0043] The antenna 203 is provided to protrude from the side surface of the housing 201 (the upper side surface in FIG. 3) and enables wireless communication with the vehicle body 10. When the power of the operating device 200 is turned on by the power switch 202, the operating device 200 can perform wireless communication with the vehicle body 10. When the power of the operating device 200 is turned off by the power switch 202, the operating device 200 cannot communicate with the vehicle body 10. In the present embodiment, when the vehicle body 10 cannot communicate with the operating device 200, the vehicle automatically stops running. That is, the power switch 202 has a function as an emergency stop switch for the vehicle body 10. Note that the emergency stop switch may be provided separately from the power switch 202.

[0044] The operation lever 204 enables the driving operation of the vehicle body 10 and the operation of the working machine 12. The operation lever 204 includes a first operation lever 204a and a second operation lever 204b that are arranged side by side with the power switch 202 interposed therebetween. The first operation lever 204a (the left lever shown in FIG. 3) can be tilted at least in two directions (F1-B1 direction and L1-R1 direction) orthogonal to each other indicated by the dashed arrows in FIG. 3. Further, it can be tilted to one side in the F1-B1 direction while being tilted to one side in the L1-R1 direction. Note that the second operation lever 204b (the right lever shown in FIG. 3) can also be tilted in the same directions as the first operation lever 204a. The first operation lever 204a and the second operation lever 204b exhibit different functions depending on whether the vehicle body 10 is in manual driving or automatic driving.

[0045] For example, when manually driving, if the first operation lever 204a is tilted in the F1 direction, the vehicle body 10 can be moved forward. When manually driving, if the first operation lever 204a is tilted in the B1 direction, the vehicle body 10 can be moved backward.

[0046] In addition, the vehicle speed of the vehicle body 10 can be adjusted according to the tilting amount of the first operation lever 204a (the operation amount from the neutral position). For example, when the first operation lever 204a is tilted largely in the F1 direction, the vehicle body 10 can be moved forward at a higher speed than when it is tilted slightly in the F1 direction. Also, when the first operation lever 204a is tilted largely in the B1 direction, the vehicle body 10 can be moved backward at a higher speed than when it is tilted slightly in the B1 direction. The adjustment (control) of the vehicle speed is performed by the vehicle speed control unit 113e1 (see FIG. 2) of the control device 113 controlling the traveling drive device 111b (see FIG. 1) based on the tilting amount of the first operation lever 204a. Therefore, the first operation lever 204a has a function as a vehicle speed indicating unit 211 that indicates the vehicle speed of the vehicle body 10. That is, the operation device 200 includes the vehicle speed indicating unit 211. Further, since the first operation lever 204a is attached to the housing 201, the vehicle speed indicating unit 211 is also attached to the housing 201.

[0047] When manually driving, if the first operation lever 204a is tilted in the L1 direction, the vehicle body 10 can be turned left. When manually driving, if the first operation lever 204a is tilted in the R1 direction, the vehicle body 10 can be turned right. That is, the first operation lever 204a has a function as a steering operation unit 212 that sets the steering of the vehicle body 10 during manual driving. That is, the operation device 200 includes the steering operation unit 212. Note that the steering of the vehicle body 10 is performed by the steering control unit 113e2 (see FIG. 2) of the control device 113 controlling the travel drive device 111b based on the operation (steering command) of the first operation lever 204a.

[0048] When manually driving, if the second operation lever 204b is tilted in the F1 direction, the working machine 12 can be raised. When manually driving, if the second operation lever 204b is tilted in the B1 direction, the working machine 12 can be lowered. Note that the raising and lowering of the working machine 12 are controlled by the working machine control unit 113f (see FIG. 2) of the control device 113.

[0049] When manually driving, if the second operation lever 204b is tilted in the L1 direction, the vehicle body 10 can be turned left. When manually driving, if the second operation lever 204b is tilted in the R1 direction, the vehicle body 10 can be turned right. Therefore, the second operation lever 204b also has a function as the steering operation unit 212, similar to the first operation lever 204a.

[0050] Note that the turning radius when turning (left turn, right turn) with the first operation lever 204a and the turning (left turn, right turn) with the second operation lever 204b are different when operated with the same operation amount (operation amount from the neutral position). More specifically, when the first operation lever 204a and the second operation lever 204b are tilted by the same amount from the neutral position, when operating with the second operation lever 204b, the vehicle body 10 can be turned with a larger turning radius than when operating with the first operation lever 204a. That is, with the second operation lever 204b, the vehicle body 10 can be gently turned.

[0051] During automatic driving, the first operation lever 204a and the second operation lever 204b exhibit a function of setting related to automatic driving, and details will be described later.

[0052] The operation switch 206 is disposed on the side surface of the housing 201 (the upper left side surface in FIG. 3), and enables switching between a state where power transmission to the working machine 12 using the above-described PTO power transmission unit is possible and a state where it is impossible. The operation switch 206 is, for example, a toggle switch. Note that the switching of power transmission to the working machine 12 is performed by the working machine control unit 113f (see FIG. 2) of the control device 113 controlling the PTO power transmission unit based on an operation (switching command) of the operation switch 206.

[0053] The operation knob 207 is disposed on the front surface of the housing 201 (the upper front side in FIG. 3), and enables adjustment of the maximum vehicle speed (the upper limit value of the vehicle speed) of the vehicle body 10. More specifically, two operation knobs 207 are provided. One of the two operation knobs 207 enables adjustment of the maximum vehicle speed during straight running of the vehicle body 10. The other of the two operation knobs 207 enables adjustment of the maximum vehicle speed during turning running of the vehicle body 10.

[0054] The display unit 208 is disposed on the front surface of the housing 201 (the lower front side in FIG. 3), and displays various types of information to notify the operator. The various types of information include, for example, display of the positional relationship between the traveling route PT during automatic driving and the vehicle body 10. The display unit 208 is configured by, for example, a liquid crystal display device, an organic EL display device, or the like.

[0055] The common operation unit 205 is disposed on the side surface of the housing 201 (the upper right side surface in FIG. 3). In the present embodiment, the common operation unit 205 is configured by a pushable momentary switch. Note that the common operation unit 205 may be, for example, an alternate switch or a lever. Further, the common operation unit 205 is not limited to a pushable configuration, and may be, for example, a pullable configuration.

[0056] The shared operation unit 205 enables multiple types of settings related to autonomous driving. More specifically, it is as follows. FIG. 4 is a diagram showing an example of the setting contents 205a that can be set by the shared operation unit 205. In the present embodiment, the setting contents 205a include a start setting for autonomous driving, a setting related to the registration of the driving route PT for autonomous driving (also referred to as a registration setting), a setting related to the deletion of the driving route PT (also referred to as a deletion setting), a setting related to the change of the driving route PT (also referred to as a change setting), and a setting related to the maintenance of the vehicle speed of the vehicle body 10 (also referred to as a maintenance setting).

[0057] Note that the setting contents 205a are not limited to the above. The setting contents 205a only need to include multiple types of settings, that is, at least two different settings. For example, the settings included in the setting contents 205a may be of a type different from each of the above settings. Also, the setting contents 205a may include another setting in addition to the above settings, or any of the above settings may be removed.

[0058] The start setting for autonomous driving is performed when the driving mode is manual driving and the shared operation unit 205 is pressed a first predetermined number of times (for example, once). The registration setting for the driving route PT is performed when the driving mode is manual driving and the shared operation unit 205 is pressed a second predetermined number of times (for example, twice). The deletion setting for the driving route PT is performed when the driving mode is manual driving and the shared operation unit 205 is pressed a third predetermined number of times (for example, three times). The change setting for the driving route PT is performed when the driving mode is manual driving and the shared operation unit 205 is continuously pressed for a predetermined time (for example, one second). Therefore, there are multiple types of settings related to autonomous driving that can be set during manual driving. Also, the shared operation unit 205 performs each setting with a different operation for each of the multiple types of settings.

[0059] The above-mentioned first predetermined number of times, second predetermined number of times, and third predetermined number of times are not limited to the above-mentioned number of times. For example, the first predetermined number of times may be 2 times, or may be 3 times or more. The second predetermined number of times may be 1 time, or may be 3 times or more. The third predetermined number of times may be 1 time, may be 2 times, or may be 4 times or more. However, the first predetermined number of times, the second predetermined number of times, and the third predetermined number of times are set to be different from each other.

[0060] In addition, when there are multiple types of settings that can be set during manual driving, the configuration of the shared operation unit 205 is not limited to the above. For example, when one operation is performed on the shared operation unit 205, different settings may be made according to whether the vehicle body 10 is stopped or running. Specifically, when the shared operation unit 205 is pressed the first predetermined number of times, if the vehicle body 10 is stopped, the start setting of automatic driving may be performed, and if the vehicle body 10 is running, the registration setting of the driving route PT may be performed. Also, when the shared operation unit 205 is pressed the third predetermined number of times, if the vehicle body 10 is stopped, only the deletion setting of the driving route PT may be performed, and if the vehicle body 10 is running, the deletion setting of the driving route PT and the registration setting of the driving route PT may be performed together. Further details of these examples will be described later.

[0061] The setting for maintaining the vehicle speed of the vehicle body 10 is performed by continuously pressing the shared operation unit 205 for a predetermined time (for example, 1 second) when the driving mode is automatic driving. Note that the operation time (predetermined time) of the shared operation unit 205 in the setting for maintaining the vehicle speed of the vehicle body 10 and the operation time (predetermined time) of the shared operation unit 205 in the setting for changing the driving route PT are the same, but they may also be different. Also, the above-mentioned predetermined time is not limited to 1 second, and may be, for example, 0.5 second or 2 seconds. Hereinafter, the details of the setting content 205a that can be set by the shared operation unit 205 will be described.

[0062] [4. Settings related to automatic driving by the shared operation unit] FIG. 5 is a flowchart showing the flow of start setting for autonomous driving. In step S0, it is assumed that the working vehicle 1 is in the manual driving mode.

[0063] In step S1, the driving mode control unit 113d (see FIG. 2) determines whether there is an instruction to start autonomous driving. In the present embodiment, the above-mentioned instruction to start autonomous driving is realized by the operator pressing the shared operation unit 205 a first predetermined number of times (for example, once). That is, when the shared operation unit 205 is operated a first predetermined number of times during manual driving, the start setting for autonomous driving is performed. When there is an instruction to start autonomous driving (Yes in step S1), the driving mode control unit 113d switches the driving mode to autonomous driving. When the driving mode is switched to autonomous driving, the process proceeds to the next step S2. When there is no instruction to start autonomous driving (No in step S1), the driving mode control unit 113d continues to determine the instruction to start autonomous driving.

[0064] In step S2, the steering control unit 113e2 (see FIG. 2) controls the driving device 111b (see FIG. 1) to drive the vehicle body 10 along the travel route PT. As described above, in the present embodiment, even when the vehicle body 10 is autonomously driving, the operator manually adjusts the vehicle speed of the vehicle body 10 (by operating the first operation lever 204a of the operation device 200). Also, the operation of the work implement 12 is also performed manually by the operator (by operating the second operation lever 204b of the operation device 200).

[0065] In step S3, the driving mode control unit 113d determines whether there is an instruction to end autonomous driving. In the present embodiment, the above-mentioned instruction to end autonomous driving is realized by the operator pressing the shared operation unit 205 a first predetermined number of times. When there is an instruction to end autonomous driving (Yes in step S3), the driving mode control unit 113d switches the driving mode to manual driving. Thereby, autonomous driving is ended and manual driving is started (resumed). When there is no instruction to end autonomous driving (No in step S3), while autonomous driving continues, the driving mode control unit 113d continues to determine the instruction to end autonomous driving.

[0066] Here, the registration settings for the travel route PT will be described. FIG. 6 is an explanatory diagram for explaining the registration of the travel route PT. As shown in FIG. 6 (particularly the lower right diagram in FIG. 6), the travel route PT is configured to include a plurality of lines provided at a predetermined interval parallel to the reference line L. The reference line L is a straight line passing through point A and point B. That is, by registering point A and point B (by performing point A registration and point B registration described later), the travel route PT is generated and registered. That is, the registration settings for the travel route PT include point A registration and point B registration. Hereinafter, the details of the registration settings for the travel route PT will be described.

[0067] FIG. 7 is a flowchart showing the flow of the registration settings for the travel route PT. In step S10, the automatic driving has not been started, and it is assumed that the working vehicle 1 is in the manual driving mode. Also, in step S10, it is assumed that the vehicle body 10 is located at an appropriate position (point A in FIG. 6) (for example, stopped). That is, in step S10, it is in the state of the upper left diagram in FIG. 6.

[0068] In step S11, the route generation unit 113b (see FIG. 2) determines whether the common operation unit 205 has been pressed the second predetermined number of times (for example, 2 times). When the common operation unit 205 has been pressed the second predetermined number of times (Yes in step S11), the process proceeds to the next step S12. When the common operation unit 205 has not been pressed the second predetermined number of times (No in step S11), the route generation unit 113b continues to determine whether the common operation unit 205 has been pressed the second predetermined number of times.

[0069] In step S12, point A registration is performed. That is, when the shared operation unit 205 is pressed the second predetermined number of times, the position of the vehicle body 10 acquired by the positioning communication unit 114 (see FIG. 2) is registered as the position of point A. In other words, during manual driving, when the shared operation unit 205 is pressed the second predetermined number of times, settings related to the registration of the travel route PT are performed. When point A is registered, the process proceeds to the next step S13. When the registration of point A is completed, the vehicle body 10 is moved to a predetermined position (point B in FIG. 6) and stopped by the operator's operation of the operation device 200 (see the upper right figure in FIG. 6).

[0070] In step S13, the route generation unit 113b determines whether the shared operation unit 205 has been pressed the second predetermined number of times. If the shared operation unit 205 has been pressed the second predetermined number of times (Yes in step S13), the process proceeds to the next step S14. If the shared operation unit 205 has not been pressed the second predetermined number of times (No in step S13), the process proceeds to step S18.

[0071] In step S14, point B registration is performed. That is, when the shared operation unit 205 is pressed the second predetermined number of times, the position of the vehicle body 10 acquired by the positioning communication unit 114 is registered as the position of point B. In other words, during manual driving, when the shared operation unit 205 is pressed the second predetermined number of times, settings related to the registration of the travel route PT are performed. When point B is registered, the process proceeds to the next step S15.

[0072] In step S15, a straight line passing through point A and point B is generated as the reference line L. When the reference line L is generated, a line parallel to the reference line L is generated as the travel route PT at a predetermined interval (see the lower right figure in FIG. 6). The above-mentioned predetermined interval may be determined by settings related to the work vehicle 1 (for example, the width of the work implement 12). When the reference line L and the travel route PT are generated, the process proceeds to the next step S16.

[0073] In step S16, in the same manner as step S1 described above, the driving mode control unit 113d determines whether the shared operation unit 205 has been pressed the first predetermined number of times (for example, once), that is, whether there is an instruction to start automatic driving. When the shared operation unit 205 has been pressed the first predetermined number of times (Yes in step S16), the driving mode control unit 113d switches the driving mode to automatic driving. When the driving mode is switched to automatic driving, the driving route PT is determined, and the process proceeds to the next step S17. When the shared operation unit 205 has not been pressed the first predetermined number of times (No in step S16), the process proceeds to step S20.

[0074] In step S17, in the same manner as step S2 described above, the steering control unit 113e2 controls the driving device 111b to make the vehicle body 10 travel along the driving route PT. That is, the vehicle body 10 travels automatically.

[0075] In step S18, the route generation unit 113b determines whether the shared operation unit 205 has been pressed the third predetermined number of times (for example, three times). When the shared operation unit 205 has been pressed the third predetermined number of times (Yes in step S18), the process proceeds to the next step S19. When the shared operation unit 205 has not been pressed the third predetermined number of times (No in step S18), the process returns to step S13.

[0076] In step S19, point A is deleted. That is, the position (position information) registered as the position of point A is reset. When point A is deleted, the process returns to step S11.

[0077] In step S20, the route generation unit 113b determines whether the shared operation unit 205 has been pressed the third predetermined number of times. When the shared operation unit 205 has been pressed the third predetermined number of times (Yes in step S20), the process proceeds to the next step S21. When the shared operation unit 205 has not been pressed the third predetermined number of times (No in step S20), the process returns to step S16.

[0078] In step S21, the deletion of point B is performed. That is, the position (position information) registered as the position of point B is reset. When the deletion of point B is performed, the reference line L and the travel route PT are also deleted. More specifically, after the registration of point B is performed, when the shared operation unit 205 is pressed the third predetermined number of times, the deletion of point B is performed. At the time of this deletion of point B, if the travel route PT has been generated, the travel route PT is also deleted. Therefore, the setting related to the deletion of the travel route PT includes the deletion of point B. That is, during manual driving, when the shared operation unit 205 is pressed the third predetermined number of times, the setting related to the deletion of the travel route PT is performed. When point B is deleted, the process returns to step S13.

[0079] The registration setting of the travel route PT is not limited to this flow. For example, in this flow, the case where the vehicle body 10 is stopped at each step has been described, but the processing of each step may be performed while the vehicle body 10 is running. More specifically, even if the operator operates the first operation lever 204a (see FIG. 3) to run (for example, move forward) the vehicle body 10 and presses the shared operation unit 205 the second predetermined number of times, the registration of point A may be performed. That is, the processing of steps S11 and S12 may be performed while the vehicle body 10 is running. Also, after point A is registered, even if the operator runs the vehicle body 10 and presses the shared operation unit 205 the second predetermined number of times, the registration of point B may be performed. That is, the processing of steps S13 and S14 may be performed while the vehicle body 10 is running.

[0080] Note that even in this case, it is desirable that the automatic driving starts in a state where the posture of the vehicle body 10 is stabilized. From this viewpoint, it is desirable that the automatic driving starts from a state where the vehicle body 10 is stopped. However, it is not essential that the automatic driving starts in a state where the vehicle body 10 is stopped, and the automatic driving may start while the vehicle body 10 is running. That is, the processing of step S16 is preferably performed while the vehicle body 10 is stopped, but may be performed while the vehicle body 10 is running.

[0081] Also, the deletion of point A may be performed while the vehicle body 10 is traveling. More specifically, even if the operator presses the shared operation unit 205 a third predetermined number of times while driving the vehicle body 10, the deletion of point A may be performed. That is, the processes of step S18 and step S19 may be performed while the vehicle body 10 is traveling. In this case, when point A is deleted, it is desirable that the process returns to step S12. If the process returns to step S12, point A is deleted and point A registration is immediately performed. Thereby, the process of step S11 is omitted and the operation for point A registration is simplified.

[0082] Furthermore, the deletion of point B may also be performed while the vehicle body 10 is traveling. More specifically, even if the operator presses the shared operation unit 205 a third predetermined number of times while driving the vehicle body 10 with point A registered, the deletion of point B may be performed. That is, the processes of step S20 and step S21 may be performed while the vehicle body 10 is traveling.

[0083] In this case, it is desirable that the flow after point B deletion (step S21) returns to step S14 or returns to step S12 after point A deletion, either one of them. If the process returns to step S14, point B is deleted and point B registration is immediately performed. Thereby, the process of step S13 is omitted. If point A deletion is performed and the process returns to step S12, point A is deleted and point A registration is immediately performed. Thereby, the process of step S11 is omitted. In any case, a part of the flow is omitted and the operation is simplified.

[0084] Note that whether to return to step S12 or step S14 is selected using a selection unit (not shown) provided in the work vehicle 1. The above selection unit may be provided in the vehicle body 10 or in the operation device 200 in the work vehicle 1.

[0085] The shared operation unit 205 registers (generates) or deletes the travel route PT. Therefore, after once deleting the registered travel route PT and then re-registering the travel route PT, it is possible to change (modify) the travel route PT, but the method of changing the travel route PT is not limited to this. In the present embodiment, in addition to this, the travel route PT is also changed when the route shift unit 113c (see FIG. 2) shifts the travel route PT. That is, the method of changing the travel route PT includes shifting the travel route PT. More specifically, it is as follows. FIG. 8 is an explanatory diagram for explaining the shift of the travel route PT. In FIG. 8, the travel route PT before being shifted is shown by a broken line, and the travel route PT after being shifted is shown by a solid line. Also, in FIG. 8, the directions ("N", "S", "E", "W") of the work site (field) are illustrated. In FIG. 8, the vehicle body 10 is positioned with its front facing the N direction. Note that the directions of the work site are also illustrated in FIG. 9 described later.

[0086] When the generation of the travel route PT is completed and a predetermined condition is satisfied, the travel route PT is shifted. The shift of the travel route PT means that all of the travel route PT is translated in a direction orthogonal to the travel route PT so that the travel route PT coincides with the position of the vehicle body 10 at the time when a shift instruction described later is issued. For example, in FIG. 8, the travel route PT before being shifted (the broken-line travel route PT) is translated toward the left (the W direction in FIG. 8), and the translation ends when the travel route PT reaches the position of the vehicle body 10. The travel route PT in the state where the translation has ended becomes the travel route PT after being shifted (the solid-line travel route PT). Note that the position of the vehicle body 10 is acquired by the positioning communication unit 114 (see FIG. 2) as described above.

[0087] The above-mentioned predetermined conditions include at least that the vehicle body 10 (particularly the route shift section 113c) receives a shift instruction. In the present embodiment, the predetermined conditions further include that the driving mode is manual driving (see FIG. 4). In the present embodiment, the above-mentioned shift instruction is realized by the operator continuously pressing the shared operation unit 205 for a predetermined time (for example, 1 second). That is, when in manual driving, when the same operation is continued for a predetermined time, the shared operation unit 205 performs settings related to the change of the driving route PT. Further, it is desirable that the shift of the driving route PT be performed in a state where the attitude of the vehicle body 10 is stabilized. From this perspective, it is desirable that the vehicle body 10 being stopped be included in the predetermined conditions. Note that the predetermined conditions are not limited to the above. Another example of the predetermined conditions will be described later.

[0088] The method for changing the driving route PT also includes the offset of the driving route PT. The offset of the driving route PT is performed using the second operation lever 204b (see FIG. 3). More specifically, it is as follows. FIG. 9 is an explanatory diagram for explaining the offset of the driving route PT. In FIG. 9, the driving route PT before being offset is shown by a dashed line, and the driving route PT after being offset is shown by a solid line.

[0089] During automatic driving, when the second operation lever 204b is tilted in the L1 direction or the R1 direction (see FIG. 3), the offset of the driving route PT is performed. The offset of the driving route PT means that all of the driving route PT is translated in parallel by a predetermined distance (for example, 3 cm) in any direction orthogonal to the driving route PT. For example, in FIG. 9, when the second operation lever 204b is tilted in the L1 direction, all of the driving route PT is translated in parallel by a predetermined distance to the left (direction W in FIG. 9). On the contrary, when the second operation lever 204b is tilted in the R1 direction, all of the driving route PT is translated in parallel by a predetermined distance to the right (direction E in FIG. 9).

[0090] The offset of the travel route PT is performed by the route generation unit 113b (see FIG. 2), but is not limited thereto. For example, a dedicated functional unit may be provided in the control device 113. Further, the above-mentioned predetermined distance may be set according to the tilting amount (operation amount from the neutral position) of the second operation lever 204b, or the tilting time (operation time), or may be set by a moving distance setting unit (not shown) provided in the work vehicle 1. The above-mentioned moving distance setting unit may be provided in the vehicle body 10 or in the operation device 200 in the work vehicle 1. Note that the above-mentioned predetermined distance is not limited to 3 cm, and may be, for example, 1 cm or 5 cm.

[0091] Here, the functions exhibited when the second operation lever 204b is tilted in the F1 direction or the B1 direction during automatic driving (see FIG. 3) and the functions exhibited when the first operation lever 204a is tilted in each direction (see FIG. 3) will be described.

[0092] When the second operation lever 204b is tilted in the F1 direction during automatic driving, the work implement 12 can be raised. When the second operation lever 204b is tilted in the B1 direction during automatic driving, the work implement 12 can be lowered. That is, for the operation of the second operation lever 204b in the F1 direction or the B1 direction, the same function is exhibited during both automatic driving and manual driving.

[0093] When the first operation lever 204a is tilted in the F1 direction during automatic driving, if it is before the start of the constant speed driving of the vehicle body 10 described later, the forward operation of the vehicle body 10 is performed, and if it is after the start of the constant speed driving (during constant speed driving), the setting related to the maintenance of the vehicle speed of the vehicle body 10 is performed. The setting related to the maintenance of the vehicle speed of the vehicle body 10 will be described later.

[0094] When the first operation lever 204a is tilted in the B1 direction during automatic driving, if it is before the start of the constant speed driving, the reverse operation of the vehicle body 10 is performed, and if it is after the start of the constant speed driving, the setting related to the maintenance of the vehicle speed of the vehicle body 10 is performed.

[0095] When the vehicle is in automatic driving, when the first operation lever 204a is tilted in the L1 direction or the R1 direction, the following settings are made according to whether the function (automatic turning function) that automatically turns the vehicle body 10 is effective or not. That is, in this embodiment, when the first operation lever 204a is tilted in the L1 direction and the shared operation unit 205 is pressed, if the automatic turning function is effective, the start setting of the left automatic turn can be performed. And if the automatic turning function is invalid, the driving mode can be switched from automatic driving to manual driving. Also, when the first operation lever 204a is tilted in the R1 direction and the shared operation unit 205 is pressed, if the automatic turning function is effective, the start setting of the right automatic turn can be performed. And if the automatic turning function is invalid, the driving mode can be switched from automatic driving to manual driving.

[0096] The above-mentioned automatic turning (left automatic turning, right automatic turning) means that at least the steering of the vehicle body 10 is autonomously performed, and the vehicle body 10 turns toward a driving route PT (for example, an adjacent driving route PT) different from the driving route PT on which it is traveling at the time when the start instruction of the automatic turn is issued. In particular, it means the case where the forward direction of the vehicle body 10 is reversed (changed by 180 degrees) when the automatic turn is performed. That is, the forward direction of the vehicle body 10 after the automatic turn is completed is opposite to the forward direction of the vehicle body 10 before the automatic turn is started.

[0097] Specifically, when the first operation lever 204a is tilted in the L1 direction and the shared operation unit 205 is pressed, the left automatic turn is started toward any one of the driving routes PT located to the left of the driving route PT on which it is traveling at the time when the first operation lever 204a is tilted. When the first operation lever 204a is tilted in the R1 direction and the shared operation unit 205 is pressed, the right automatic turn is started toward any one of the driving routes PT located to the right of the driving route PT on which it is traveling at the time when the first operation lever 204a is tilted.

[0098] Note that it is not essential to press the shared operation unit 205. That is, the automatic turning may be started only by tilting the first operation lever 204a, or the automatic turning may be started on condition that an operation unit different from the shared operation unit 205 is operated.

[0099] The travel route PT that the vehicle body 10 heads for by automatic turning is selected by an operation unit (not shown) different from the shared operation unit 205. Thereby, for example, the vehicle body 10 automatically turns toward the adjacent travel route PT, or automatically turns toward the travel route PT further adjacent to the adjacent travel route PT. The above operation unit is provided on the work vehicle 1. The operation unit may be provided on the vehicle body 10 or on the operation device 200 in the work vehicle 1. Note that the travel route PT that the vehicle body 10 heads for by automatic turning may be selected by means other than the operation unit, and may be selected according to, for example, the tilting amount of the first operation lever 204a (the operation amount from the neutral position).

[0100] The switching between enabling and disabling the automatic turning function is performed by an operator operating an automatic turning switching operation unit (not shown) provided on the work vehicle 1. The above automatic turning switching operation unit is provided on the vehicle body 10 in the work vehicle 1, but may be provided on the operation device 200.

[0101] Even during automatic turning, similar to automatic driving, in addition to steering, for example, the vehicle speed may be automatically adjusted. Note that the steering of the vehicle body 10 is performed by the steering control unit 113e2 (see FIG. 2) controlling the travel drive device 111b (see FIG. 1) as described above.

[0102] Next, the maintenance setting of the vehicle speed of the vehicle body 10 by the shared operation unit 205 will be described. The vehicle body 10 traveling while maintaining the vehicle speed (at a constant vehicle speed) is called constant-speed driving. FIG. 10 is a flowchart showing the flow of the start setting of constant-speed driving in the vehicle body 10. In step 30, it is assumed that the travel mode is automatic driving and the vehicle body 10 is traveling.

[0103] In step S31, the vehicle speed control unit 113e1 (see FIG. 2) determines whether there is an instruction to start the constant speed running. In the present embodiment, the above instruction to start the constant speed running is realized by the operator continuously pressing the shared operation unit 205 for a predetermined time (for example, 1 second). When there is an instruction to start the constant speed running (Yes in step S31), the process proceeds to the next step S32. When there is no instruction to start the constant speed running (No in step S31), the vehicle speed control unit 113e1 continues to determine the instruction to start the constant speed running.

[0104] In step S32, the vehicle speed control unit 113e1 sets the vehicle speed of the vehicle body 10 at the time when the instruction to start the constant speed running is issued as the target vehicle speed V1. For example, if the vehicle speed of the vehicle body 10 at the time when the instruction to start the constant speed running is issued is 3 km / h, the target vehicle speed V1 is set to 3 km / h. The vehicle speed of the vehicle body 10 is acquired by the above-described vehicle speed sensor. When the target vehicle speed V1 is set, the process proceeds to the next step S33.

[0105] In step S33, the vehicle speed control unit 113e1 controls the traveling drive device 111b (see FIG. 1) so that the vehicle body 10 travels at the target vehicle speed V1. That is, the vehicle speed of the vehicle body 10 is maintained at the target vehicle speed V1. For example, at a certain moment during the constant speed running, when the vehicle body 10 is traveling at a speed lower than the target vehicle speed V1, the vehicle speed control unit 113e1 automatically controls the traveling drive device 111b so that the driving force output from the traveling drive device 111b increases. Thereby, the vehicle speed of the vehicle body 10 is increased and maintained at the target vehicle speed V1. Also, when the vehicle body 10 is traveling at a speed higher than the target vehicle speed V1, the vehicle speed control unit 113e1 automatically controls the traveling drive device 111b so that the driving force output from the traveling drive device 111b decreases. Thereby, the vehicle speed of the vehicle body 10 is reduced and maintained at the target vehicle speed V1. As described above, when the traveling mode is the automatic traveling and the vehicle body 10 is traveling, when a predetermined operation is performed on the shared operation unit 205, the following setting is performed. That is, the shared operation unit 205 performs a setting to maintain the vehicle speed of the vehicle body 10 at the vehicle speed at the time when the predetermined operation is performed.

[0106] Note that the target vehicle speed V1 is not limited to the above vehicle speed (the vehicle speed of the vehicle body 10 at the time when the start instruction for constant speed driving is issued). For example, the target vehicle speed V1 may be set to the vehicle speed indicated by the first operation lever 204a as the vehicle speed instruction unit 211. That is, if the vehicle speed indicated by the first operation lever 204a is 4 km / h, the target vehicle speed V1 is set to 4 km / h. The vehicle speed instruction by the first operation lever 204a is performed by tilting the first operation lever 204a in the F1 direction or the B1 direction (see FIG. 3). That is, when the first operation lever 204a is tilted in the F1 direction or the B1 direction, a setting related to maintaining the vehicle speed of the vehicle body 10 is performed. In this case, the target vehicle speed V1 may be set before the start of constant speed driving or during constant speed driving. Therefore, in this case, the shared operation unit 205 performs a setting to maintain the vehicle speed of the vehicle body 10 at the vehicle speed indicated by the vehicle speed instruction unit 211.

[0107] In the constant speed driving in this embodiment, the vehicle body 10 is traveling while maintaining the target vehicle speed V1. That is, the adjustment of the vehicle speed of the vehicle body 10 is automatically performed without the operator operating the first operation lever 204a. Even in this case, the operation of the work machine 12 is performed manually by the operator (operation of the second operation lever 204b of the operation device 200).

[0108] In step S34, the vehicle speed control unit 113e1 determines whether there is an instruction to end the constant speed driving. In this embodiment, the above instruction to end the constant speed driving is realized by the operator continuously pressing the shared operation unit 205 for a predetermined time (for example, 1 second). When there is an instruction to end the constant speed driving (Yes in step S34), the constant speed driving is ended. When there is no instruction to end the constant speed driving (No in step S34), while the constant speed driving continues, the vehicle speed control unit 113e1 continues to determine the instruction to end the constant speed driving.

[0109] As described above, the constant-speed driving of the vehicle body 10 is started or terminated by using the shared operation unit 205. That is, when the shared operation unit 205 is continuously pressed for a predetermined time during automatic driving, the vehicle speed of the vehicle body 10 is maintained and set. On the other hand, as described above, when the shared operation unit 205 is continuously pressed for a predetermined time during manual driving, the travel route PT is changed and set (see FIG. 4). That is, the shared operation unit 205 is used for different settings during manual driving and automatic driving.

[0110] According to the above configuration, by operating the shared operation unit 205, a plurality of types of settings can be performed. Thereby, for example, compared with a configuration including different operation units for each setting, the number of operation units can be reduced. Therefore, it is possible to avoid an increase in the burden of the operation work when performing settings, and even when performing a plurality of types of settings, the work by the work vehicle 1 can be performed smoothly without delay. Further, if a plurality of types of settings can be performed by the shared operation unit 205, the number of operation units for performing settings other than the shared operation unit 205 can be reduced. Thereby, for example, a configuration including only the shared operation unit 205 can also be adopted. Therefore, if only the shared operation unit 205 or an installation space for a small number of operation units including the shared operation unit 205 is secured, an operation space for performing a plurality of types of settings can be secured. That is, even when the installation space of the members in the operation device 200 is limited, a plurality of types of settings can be performed. As described above, a plurality of types of settings can be performed in a limited space, and the work efficiency can be improved.

[0111] Particularly from the viewpoint of reducing the burden of the operation work when performing settings related to automatic driving and performing a plurality of types of settings, as in the present embodiment, it is desirable that the shared operation unit 205 is an operation unit for performing settings related to automatic driving.

[0112] The shared operation unit 205 performs a plurality of types of settings related to automatic driving that can be set during manual driving, using a single operation unit. As a result, the number of operation units for making settings is reduced. Therefore, from the perspective of configuring a small operation device 200 with a small number of operation units (number of components) when there are multiple types of settings during manual driving, the following configuration is desirable. That is, as shown in FIG. 4, it is desirable that the shared operation unit 205 makes settings by different operations for each of the plurality of types of settings during manual driving.

[0113] If an automatic driving start setting, a travel route PT registration setting, and a travel route PT deletion setting are performed using a single operation unit, the burden of the operation work when making settings is reduced. Therefore, as shown in FIG. 4, during automatic driving, it is desirable that the shared operation unit 205 makes an automatic driving start setting when it is operated a first predetermined number of times (once in this embodiment). Also, it is desirable that the shared operation unit 205 makes settings related to the registration of the travel route PT (for example, point A registration, point B registration) when it is operated a second predetermined number of times (twice in this embodiment). Further, it is desirable that the shared operation unit 205 makes settings related to the deletion of the travel route PT (for example, point B deletion) when it is operated a third predetermined number of times (three times in this embodiment).

[0114] It is also desirable to reduce the burden of the operation work when making settings for changing the travel route PT. From this perspective, as shown in FIG. 4, during manual driving, it is desirable that the shared operation unit 205 makes a setting for changing the travel route PT (in this embodiment, a shift of the travel route PT) when the same operation continues for a predetermined time (one second in this embodiment).

[0115] When the shared operation unit 205 is continuously pressed for a predetermined time (for example, 1 second) during automatic driving, the vehicle speed of the vehicle body 10 is maintained and set. Also, when the shared operation unit 205 is pressed a first predetermined number of times (for example, once) during automatic driving, the automatic driving is terminated. That is, there are multiple types of settings related to automatic driving that can be set during automatic driving. And these multiple types of settings are performed using the shared operation unit 205. For this reason, the number of operation units for performing multiple types of settings is reduced. Therefore, from the perspective of configuring a small operation device 200 with a small number of operation units (number of components) when there are multiple types of settings during automatic driving, the following configuration is desirable. That is, as in this embodiment, it is desirable that the shared operation unit 205 performs settings with different operations for each of the multiple types of settings during automatic driving.

[0116] Here, another example of a predetermined condition in the setting related to the change of the travel route PT (especially the shift of the travel route PT) will be described with reference to FIG. 11. FIG. 11 is a diagram showing another example of a predetermined condition in the setting related to the change of the travel route PT. In FIG. 11, compared with FIG. 4, a column of the driving state is provided and illustrated. The above driving state indicates whether the vehicle body 10 is in motion. That is, the driving state includes being in motion and being stopped.

[0117] In this example, the setting related to the change of the travel route PT (especially the shift of the travel route PT) is performed by continuously pressing the shared operation unit 205 for a predetermined time when the driving mode is automatic driving and the driving state is stopped. That is, when a predetermined operation is performed on the vehicle body 10 during automatic driving by the shared operation unit 205 while the vehicle is stopped, a setting for changing the travel route PT is performed. Therefore, the predetermined condition for the shift of the travel route PT may include that the vehicle body 10 is stopped and the driving mode is automatic driving, instead of the driving mode being manual driving (see FIG. 4).

[0118] Also, when the driving mode is autonomous driving and the vehicle is in a driving state, if the shared operation unit 205 is continuously pressed for a predetermined time, settings related to maintaining the vehicle speed of the vehicle body 10 are performed. Therefore, in this example, there are multiple types of settings related to autonomous driving that can be set during autonomous driving. And when the shared operation unit 205 is continuously pressed for a predetermined time, different settings are performed according to the driving state of the vehicle body 10. That is, the shared operation unit 205 performs different settings according to the driving state of the vehicle body 10 for a predetermined operation.

[0119] During autonomous driving, if multiple types of settings are performed according to the driving state of the vehicle body 10, the settings will be performed whether the vehicle body 10 is driving or stopped. For this reason, for example, compared with a configuration in which settings are performed only when the vehicle body 10 is stopped, it becomes possible to perform the settings smoothly. Therefore, even in a configuration where there are multiple types of settings during autonomous driving, from the viewpoint of improving the efficiency of the setting work, the following configuration is desirable. That is, as shown in FIG. 11, it is desirable that the shared operation unit 205 performs different settings according to the driving state of the work vehicle 1 for a predetermined operation (pressing for a predetermined time in this embodiment) during autonomous driving.

[0120] Also, in this setting content 205a, when the traveling state of the vehicle body 10 is stopped, the traveling route PT is changed (the shift of the traveling route PT is performed). That is, when the traveling route PT is changed, the vehicle body 10 is stopped. Therefore, the change of the traveling route PT is performed in a state where the posture of the vehicle body 10 is stabilized. Also, when the traveling state of the vehicle body 10 is traveling, the constant-speed traveling of the vehicle body 10 is started. Therefore, the constant-speed traveling is started without stopping the vehicle body 10 (even temporarily), and the work utilizing the constant-speed traveling is performed smoothly. In addition, when the vehicle body 10 is traveling at a constant speed (the vehicle speed is automatically maintained at a constant), the instruction of the vehicle speed by the operation device 200 becomes unnecessary, and the fatigue of the operator is reduced. From such a viewpoint, as shown in FIG. 11, during automatic driving, when a predetermined operation (in this embodiment, pressing for a predetermined time) is performed while the work vehicle 1 is stopped, the shared operation unit 205 preferably performs a setting (in this embodiment, the shift of the traveling route PT) for changing the traveling route PT of the automatic driving. Then, when a predetermined operation is performed while the work vehicle 1 is traveling, the shared operation unit 205 preferably performs a setting for maintaining the vehicle speed of the work vehicle 1 at the vehicle speed at the time when the predetermined operation is performed.

[0121] It is desirable that the vehicle body 10 travels at the vehicle speed intended by the operator and the work as intended by the operator is performed. Therefore, in the configuration in which the operation device 200 includes the vehicle speed instruction unit 211 as in this embodiment, the following configuration is desirable for the shared operation unit 205. That is, during automatic driving, when a predetermined operation (in this embodiment, pressing for a predetermined time) is performed while the work vehicle 1 is traveling, the shared operation unit 205 preferably performs a setting for maintaining the vehicle speed of the work vehicle 1 at the vehicle speed instructed by the vehicle speed instruction unit 211.

[0122] From the viewpoint of configuring a compact operation device 200 by combining the shared operation unit 205 and the vehicle speed instruction unit 211, it is desirable that the operation device 200 includes a housing to which the shared operation unit 205 and the vehicle speed instruction unit 211 are attached.

[0123] [5. Supplementary Note] The work vehicle 1 and the operation device 200 described in this embodiment can also be expressed as the work vehicle and the operation device shown in the following supplementary notes.

[0124] The operation device of supplementary note (1) is an operation device provided in a work vehicle capable of switching between manual driving and automatic driving, and includes a shared operation unit used for different settings during the manual driving and the automatic driving.

[0125] The operation device of supplementary note (2) is the operation device described in supplementary note (1), wherein the shared operation unit is an operation unit for performing settings related to the automatic driving.

[0126] The operation device of supplementary note (3) is the operation device described in supplementary note (2), wherein there are multiple types of settings related to the automatic driving during the manual driving, and the shared operation unit performs settings with different operations for each of the multiple types of settings during the manual driving.

[0127] The operation device of supplementary note (4) is the operation device described in supplementary note (3), wherein the shared operation unit, during the manual driving, when operated a first predetermined number of times, performs the start setting of the automatic driving, when operated a second predetermined number of times, performs the setting related to the registration of the driving route of the automatic driving, and when operated a third predetermined number of times, performs the setting related to the deletion of the driving route.

[0128] The operation device of supplementary note (5) is the operation device described in supplementary note (4), wherein the shared operation unit, during the manual driving, when the same operation is continued for a predetermined time, performs the setting for changing the driving route.

[0129] The operation device of supplementary note (6) is the operation device described in any one of supplementary notes (2) to (5), wherein there are multiple types of settings related to the automatic driving during the automatic driving, The shared operation unit performs settings with different operations for each of the plurality of types of settings during the automatic driving.

[0130] The operating device of Supplementary Note (7) is the operating device described in any one of Supplementary Notes (2) to (6), There are a plurality of types of settings related to the automatic driving during the automatic driving, The operating device according to claim 2, wherein the shared operation unit performs different settings according to the traveling state of the work vehicle for a predetermined operation during the automatic driving.

[0131] The operating device of Supplementary Note (8) is the operating device described in Supplementary Note (7), The shared operation unit, during the automatic driving, when the predetermined operation is performed while the work vehicle is stopped, performs a setting to change the traveling route of the automatic driving, when the predetermined operation is performed while the work vehicle is traveling, performs a setting to maintain the vehicle speed of the work vehicle at the vehicle speed at the time when the predetermined operation is performed.

[0132] The operating device of Supplementary Note (9) is the operating device described in Supplementary Note (7), includes a vehicle speed indicating unit for indicating the vehicle speed of the work vehicle, The shared operation unit, during the automatic driving, when the predetermined operation is performed while the work vehicle is traveling, performs a setting to maintain the vehicle speed of the work vehicle at the vehicle speed indicated by the vehicle speed indicating unit.

[0133] The operating device of Supplementary Note (10) is the operating device described in Supplementary Note (9), includes a housing to which the shared operation unit and the vehicle speed indicating unit are attached.

[0134] The work vehicle of Supplementary Note (11), includes the operating device described in any one of Supplementary Notes (1) to (10).

[0135] As described above, the embodiments of the present invention have been explained. However, the scope of the present invention is not limited thereto, and it can be implemented with expansion or modification without departing from the gist of the invention. Also, a plurality of embodiments and modification examples shown in this specification may be implemented in combination within a possible range.

Industrial Applicability

[0136] The present invention can be used, for example, in work vehicles such as agricultural machines and construction machines.

Explanation of Reference Numerals

[0137] 1 Work vehicle 200 Operating device 201 Housing 205 Shared operation unit 211 Vehicle speed indication unit PT Travel route

Claims

1. An operating device provided in a work vehicle capable of switching between manual travel and automatic travel, The operating device includes a shared operation unit used for different settings during the manual travel and the automatic travel.

2. The operating device according to claim 1, wherein the shared operation unit is an operation unit for setting related to the automatic travel.

3. There are multiple types of settings related to the automatic travel during the manual travel, The operating device according to claim 2, wherein the shared operation unit performs settings with different operations for each of the multiple types of settings during the manual travel.

4. During the manual travel, when the shared operation unit is operated a first predetermined number of times, the start setting of the automatic travel is performed, is operated a second predetermined number of times, the setting related to the registration of the travel route of the automatic travel is performed, is operated a third predetermined number of times, the setting related to the deletion of the travel route is performed. The operating device according to claim 3.

5. The operating device according to claim 4, wherein during the manual travel, when the same operation is continued for a predetermined time, the shared operation unit performs a setting to change the travel route.

6. There are multiple types of settings related to the automatic travel during the automatic travel, The operating device according to claim 2, wherein the shared operation unit performs settings with different operations for each of the multiple types of settings during the automatic travel.

7. There are multiple types of settings related to the automatic travel during the automatic travel, The operating device according to claim 2, wherein the shared operation unit performs different settings according to the travel state of the work vehicle for a predetermined operation during the automatic travel.

8. During the automatic travel, when the shared operation unit performs the predetermined operation while the work vehicle is stopped, the setting to change the travel route of the automatic travel is performed, performs the predetermined operation while the work vehicle is traveling, the setting to maintain the vehicle speed of the work vehicle at the vehicle speed at the time when the predetermined operation is performed is performed. The operating device according to claim 7.

9. The operating device includes a vehicle speed indicating unit for indicating the vehicle speed of the work vehicle, The operating device according to claim 7, wherein during the automatic travel, when the predetermined operation is performed while the work vehicle is traveling, the shared operation unit performs a setting to maintain the vehicle speed of the work vehicle at the vehicle speed indicated by the vehicle speed indicating unit.

10. The operating device according to claim 9, including a housing to which the shared operation unit and the vehicle speed indicating unit are attached.

11. A work vehicle including the operating device according to any one of claims 1 to 10.

Images