Operation device and work vehicle

Abstract

To provide a technique capable of improving work efficiency while suppressing an increase in the number of components.SOLUTION: An operation device, which is mounted on a work vehicle capable of switching between manual travel and automatic travel, comprises a steering operation section used to perform a setting related to steering of the work vehicle during the manual travel. The steering operation section performs a different setting during the automatic travel from during the manual 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 that includes a steering wheel and is configured to be capable of autonomous driving. In the work vehicle, steering (manual driving) is performed when an operator operates the steering wheel. Also, in autonomous driving, the work vehicle autonomously performs steering. During autonomous driving, the steering wheel is not operated and has no substantial function.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in a work vehicle capable of switching between manual driving and automatic driving, the number of items to be set is larger than that in a work vehicle capable of only manual driving. If the number of operation units is increased in accordance with the increase in the number of items to be set, the operator needs to perform setting work using operation units arranged at various positions, and there is a concern that work efficiency may decrease. For this reason, it is desired to be able to cope with an increase in the number of items to be set without increasing the number of 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 improving work efficiency while suppressing an increase in the number of parts.

Means for Solving the Problems

[0006] The operating device for 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 steering operation unit that sets the steering of the work vehicle during manual driving. The steering operation unit makes settings different from those during manual driving during automatic driving.

Advantages of the Invention

[0007] According to the above configuration, it is possible to improve the work efficiency while suppressing an increase in the number of parts.

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

Embodiments for Carrying Out the Invention

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

[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 operating device 200 provided separately from the vehicle body 10.

[0011] The operating device 200 (also referred to as a control device) is a remote control 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 traveling by being operated by the operating device 200 (that is, the operator manually operates) is called manual driving. The configuration of the operating device 200 will be described later.

[0012] In the present embodiment, the operating device 200 is provided separately from the vehicle body 10, but the configuration is not limited to this. For example, the operating device 200 may be provided on the vehicle body 10 itself. In the case of a configuration in which the operating device 200 is provided on the vehicle body 10, for example, the shape, arrangement, and type of an operating member (see FIG. 3) described later included in the operating 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 by automatic driving. The above-described automatic driving means that at least steering is autonomously performed along a predetermined path (also referred to as a travel path) by controlling a device related to travel (for example, a travel driving device 111b described later) provided in the work vehicle 1 (vehicle body 10) 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 travel speed) and the work by the 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". Furthermore, 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, if necessary, the front is indicated by the symbol "F", the rear is indicated by the symbol "B", the right is indicated by the symbol "R", the left is indicated by the symbol "L", the up is indicated by the symbol "U", and the down is indicated by the symbol "D".

[0016] In this embodiment, the working machine 12 is arranged behind the traveling body 11. However, the present invention is also applicable to a work vehicle 1 in which the working machine 12 is arranged in front of the traveling body 11.

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

[0018] The body main body portion 111 includes an outer cover 111a, a traveling drive device 111b arranged on the inner front side covered by the outer cover 111a, and a working machine drive device 111c arranged 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 this 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 by 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, and the like are also arranged. Outside the outer cover 111a, as an example, a light 111d, a positioning antenna 111e, a warning light 111f, and the like are arranged.

[0022] Note that 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 aircraft 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 aircraft body 111. At the front end of the track frame 112b, a drive sprocket 112c is arranged as a driving wheel. The drive sprocket 112c transmits the power from the electric motor via the above-described power transmission mechanism provided in the running 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 running drive device 111b. When the pair of left and right crawlers 112a are driven simultaneously 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 driven independently, 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 driving 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 driving 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, a 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 the working machine drive device 111c. The working machine 12 is detachably attached to the hitch portion 13. 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 spraying device, a harvesting device, a cutting 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 unit, an input / output unit, and a storage unit 113a. The arithmetic unit 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 unit 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 traveling mode control unit 113d, a traveling 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 device to execute arithmetic processing according to a program as described above, but may also 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. 5) for automatically traveling 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 traveling mode control unit 113d controls the switching between manual traveling and automatic traveling 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 traveling and automatic traveling. The method for switching the traveling mode will be described later.

[0033] The traveling control unit 113e controls devices related to the traveling of the vehicle body 10. More specifically, the traveling control unit 113e includes a vehicle speed control unit 113e1 and a steering control unit 113e2. The vehicle speed control unit 113e1 controls the traveling 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 traveling mode (manual traveling or automatic traveling) selected by the traveling mode control unit 113d. For example, when the traveling mode is manual traveling, the steering control unit 113e2 controls the traveling drive device 111b based on a steering command from the operation device 200. When the traveling mode is automatic traveling, the steering control unit 113e2 automatically (autonomously) controls the traveling drive device 111b so that the vehicle body 10 travels along the traveling 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 the positioning communication unit 114, the communication processing unit 115, and the 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 a positioning satellite to obtain the position of the vehicle body 10, for example, as information on latitude and longitude. The positioning communication unit 114 performs positioning by using, for example, the 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 by using other methods such as the DGNSS (Differential GNSS) method.

[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 working machine 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 first operation switch 205, a second operation switch 206, an operation knob 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, first operation switch 205, second operation switch 206, operation knob 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 communicate wirelessly 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 running operation of the vehicle body 10 and the operation of the working machine 12. The operation lever 204 has a first operation lever 204a and a second operation lever 204b that are arranged side by side with the power switch 202 in between. The first operation lever 204a (the left lever shown in FIG. 3) can be tilted at least in two directions (the F1 - B1 direction and the L1 - R1 direction) perpendicular to each other indicated by the dashed arrows in FIG. 3. Also, it can be tilted to one side in the L1 - R1 direction while tilting to one side in the F1 - B1 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 running or automatic running.

[0045] For example, during manual running, when the first operation lever 204a is tilted in the F1 direction, the vehicle body 10 can be moved forward. During manual running, when 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 (operation amount from the neutral position) of the first operation lever 204a. 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 running 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.

[0047] When driving manually, if the first operation lever 204a is tilted in the L1 direction, the vehicle body 10 can be turned left. When driving manually, 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 makes settings related to 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 driving manually, if the second operation lever 204b is tilted in the F1 direction, the work implement 12 can be raised. When driving manually, if the second operation lever 204b is tilted in the B1 direction, the work implement 12 can be lowered. Note that the raising and lowering of the work implement 12 are controlled by the work implement control unit 113f (see FIG. 2) of the control device 113.

[0049] When driving manually, if the second operation lever 204b is tilted in the L1 direction, the vehicle body 10 can be turned left. When driving manually, 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. In particular, the steering operation unit 212 provided on the first operation lever 204a is called the first steering operation unit 212a, and the steering operation unit 212 provided on the second operation lever 204b is called the second steering operation unit 212b. Therefore, the steering operation unit 212 includes the first steering operation unit 212a and the second steering operation unit 212b. Also, as described above, the first operation lever 204a and the second operation lever 204b are arranged side by side with the power switch 202 in between. For this reason, the first steering operation unit 212a and the second steering operation unit 212b are also arranged side by side.

[0050] Note that the turning radii (turning amounts) are different when turning (left turn, right turn) with the first operation lever 204a and turning (left turn, right turn) with the second operation lever 204b, 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, the vehicle body 10 can be turned with a larger turning radius when operating with the second operation lever 204b 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] However, the configuration is not limited to the above. For example, a configuration in which the vehicle body 10 can be quickly turned with the second operation lever 204b may be used. That is, when the first operation lever 204a and the second operation lever 204b are tilted by the same amount from the neutral position, the vehicle body 10 may be turned with a smaller turning radius when operating with the second operation lever 204b than when operating with the first operation lever 204a.

[0052] Also, a configuration may be used in which the operator can set whether the turning by the second operation lever 204b is a gentle turn or a quick turn with respect to the turning by the first operation lever 204a. That is, a configuration may be used in which the operator sets whether to increase or decrease the turning radius of the turning by the second operation lever 204b with respect to the turning radius of the turning by the first operation lever 204a. Furthermore, a configuration may be used in which the operator individually sets the turning radius of the turning by the first operation lever 204a and the turning radius of the turning by the second operation lever 204b. Note that the setting by the operator described above may be performed on the operation device 200 side or on the vehicle body 10 side.

[0053] During automatic driving, the first operation lever 204a and the second operation lever 204b exhibit a function of performing settings related to automatic driving, details of which will be described later.

[0054] The first operation switch 205 is arranged on the side surface of the housing 201 (the upper right side surface in FIG. 3), and enables a plurality of types of settings related to automatic driving. The plurality of types of settings will be described later. The first operation switch 205 is, for example, a pushable momentary switch.

[0055] The second operation switch 206 is arranged 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 second 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 the operation (switching command) of the second operation switch 206.

[0056] The operation knob 207 is arranged 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.

[0057] The display unit 208 is arranged 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, the display of the positional relationship between the traveling route PT during automatic driving and the vehicle body 10. The display unit 208 is composed of, for example, a liquid crystal display device, an organic EL display device, or the like.

[0058] 〔4. Settings related to automatic driving〕 The settings related to automatic driving that can be set using the operating device 200 will be described. Specifically, the start setting of automatic driving, the setting related to the registration of the driving route PT (also referred to as the registration setting), the setting for automatically turning the vehicle body 10, and the setting related to the change of the driving route PT (also referred to as the change setting) will be described. Note that the settings related to automatic driving that can be set using the operating device 200 are not limited to the above. For example, they may be of a different type from the above settings. Also, in addition to the above settings, other settings may be included, or any of the above settings may be removed.

[0059] The start setting of automatic driving will be described with reference to FIG. 4. FIG. 4 is a flowchart showing the flow of the start setting of automatic driving. In step S0, it is assumed that the working vehicle 1 is in the manual driving mode.

[0060] In step S1, the driving mode control unit 113d (see FIG. 2) determines whether there is an instruction to start automatic driving. In the present embodiment, the above instruction to start automatic driving is realized by the operator pressing the first operation switch 205 a first predetermined number of times (for example, once). That is, when the first operation switch 205 is operated a first predetermined number of times during manual driving, the start setting of automatic driving is performed. Note that the first predetermined number of times is not limited to the above number. For example, the first predetermined number of times may be two times, or three or more times. When there is an instruction to start automatic driving (Yes in step S1), the driving mode control unit 113d switches the driving mode to automatic driving. When the driving mode is switched to automatic driving, the process proceeds to the next step S2. When there is no instruction to start automatic driving (No in step S1), the driving mode control unit 113d continues to determine the instruction to start automatic driving.

[0061] In step S2, the steering control unit 113e2 (see FIG. 2) controls the traveling drive device 111b (see FIG. 1) to cause the vehicle body 10 to travel along the travel route PT. As described above, in this embodiment, even when the vehicle body 10 is automatically traveling, the vehicle speed of the vehicle body 10 is adjusted manually by the operator (operation of the first operation lever 204a of the operation device 200). Also, the operation of the work machine 12 is also performed manually by the operator (operation of the second operation lever 204b of the operation device 200).

[0062] In step S3, the travel mode control unit 113d determines whether there is an instruction to end the automatic travel. In this embodiment, the above instruction to end the automatic travel is realized by the operator pressing the first operation switch 205 a first predetermined number of times. When there is an instruction to end the automatic travel (Yes in step S3), the travel mode control unit 113d switches the travel mode to manual travel. Thereby, the automatic travel is ended and the manual travel is started (resumed). When there is no instruction to end the automatic travel (No in step S3), while the automatic travel continues, the travel mode control unit 113d continues to determine the instruction to end the automatic travel.

[0063] The registration setting of the travel route PT will be described. FIG. 5 is an explanatory diagram for explaining the registration of the travel route PT. The registration of the travel route PT is performed when the travel mode is manual travel. Note that the registration of the travel route PT may be performed by a method other than the method shown in FIG. 5.

[0064] The travel route PT is generated based on the reference line L. Therefore, in generating the travel route PT, first, the reference line L is set. In setting the reference line L, first, the operator operates the operation device 200 to move the vehicle body 10 to an appropriate position (point A in FIG. 5). When the vehicle body 10 receives a registration command at the above-mentioned appropriate position, point A registration is performed. In the present embodiment, the above-mentioned registration command is realized by the operator pressing the first operation switch 205 a second predetermined number of times (for example, 2 times). Note that the second predetermined number of times is not limited to the above-mentioned number of times. For example, the second predetermined number of times may be 1 time, or may be 3 times or more. At the time when the registration command for point A registration is issued, 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.

[0065] Next, the operator operates the operation device 200 to move the vehicle body 10 to a predetermined position (point B in FIG. 5). When the vehicle body 10 receives a registration command at the above-mentioned predetermined position, point B registration is performed. In the present embodiment, the above-mentioned registration command is realized by the operator pressing the first operation switch 205 a second predetermined number of times in the same manner as in the case of point A registration. At the time when the registration command for point B registration is issued, the position of the vehicle body 10 acquired by the positioning communication unit 114 is registered as the position of point B.

[0066] When point A registration and point B registration are performed, a straight line passing through point A and point B is set as the reference line L. When the reference line L is set, a line parallel to the reference line L is generated as the travel route PT at a predetermined interval. 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), etc.

[0067] The setting for automatically turning the vehicle body 10 will be described. First, the automatic turning will be described with reference to FIG. 6. FIG. 6 is an explanatory diagram for explaining the automatic turning. In FIG. 6, the vehicle body 10 before automatic turning is shown by a dashed line, and the vehicle body 10 after automatic turning is shown by a solid line. Also, in FIG. 6, the directions (“N”, “S”, “E”, “W”) of the work site (field) are illustrated. Note that the directions of the work site are also illustrated in FIGS. 8, 9, and 10 described later.

[0068] Automatic turning means that at least the steering of the vehicle body 10 is performed autonomously, and the vehicle body 10 turns toward a driving route PT different from the driving route PT (for example, an adjacent driving route PT) on which it is traveling at the time when an instruction to start automatic turning is issued. In particular, it means the case where the forward direction of the vehicle body 10 is reversed (changed by 180 degrees) when automatic turning is performed. That is, the forward direction of the vehicle body 10 after automatic turning is opposite to the forward direction of the vehicle body 10 before automatic turning is started.

[0069] For example, in FIG. 6, the vehicle body 10 is traveling forward by automatic driving in the N direction. At this time, when the vehicle body 10 receives an instruction to start left automatic turning, the left automatic turning is started. When the left automatic turning is started, the vehicle body 10 turns toward the adjacent driving route PT on the left (the driving route PT adjacent in the W direction in FIG. 6). When the vehicle body 10 reaches the adjacent driving route PT on the left, the left automatic turning ends. When the left automatic turning ends, the vehicle body 10 travels forward in the S direction. Therefore, the forward direction of the vehicle body 10 is reversed by the left automatic turning.

[0070] Note that the right automatic turning is also performed in the same flow as the left automatic turning. That is, in the right automatic turning, when the vehicle body 10 receives an instruction to start right automatic turning, the right automatic turning is started, and the vehicle body 10 turns toward the adjacent driving route PT on the right (the driving route PT adjacent in the E direction in FIG. 6).

[0071] The travel route PT that the vehicle body 10 travels along during automatic turning (left automatic turning, right automatic turning) is selected by an operation unit (not shown) different from the first operation switch 205. As a result, 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.

[0072] Even during automatic turning, similar to automatic driving, in addition to steering, for example, the vehicle speed may be adjusted autonomously. 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.

[0073] In this embodiment, the work vehicle 1 is configured to be able to switch between enabling and disabling the function of automatically turning the vehicle body 10 (automatic turning function). 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 also be provided on the operation device 200.

[0074] Next, the process of setting the vehicle body 10 to automatically turn will be described with reference to FIG. 7. FIG. 7 is a flowchart showing the process of starting the automatic turning setting. In step S10, it is assumed that the travel mode of the work vehicle 1 is automatic driving.

[0075] In step S11, the steering control unit 113e2 determines whether there is an instruction to start automatic turning. In the present embodiment, the above instruction to start automatic turning is realized by the operator pressing the first operation switch 205 while tilting the first operation lever 204a, that is, the first steering operation unit 212a, in the L1 direction or the R1 direction (see FIG. 3). More specifically, the instruction to start left automatic turning is realized by the operator pressing the first operation switch 205 while tilting the first operation lever 204a in the L1 direction. The instruction to start right automatic turning is realized by the operator pressing the first operation switch 205 while tilting the first operation lever 204a in the R1 direction. Therefore, when the steering operation unit 212 (particularly the first steering operation unit 212a) is operated during automatic driving, a setting is made to automatically turn the vehicle body 10.

[0076] Note that it is not essential to press the first operation switch 205. That is, automatic turning may be started only by tilting the first operation lever 204a, or automatic turning may be started on the condition that an operation unit different from the first operation switch 205 is operated. When there is an instruction to start automatic turning (Yes in step S11), the process proceeds to the next step S12. When there is no instruction to start automatic turning (No in step S11), the process proceeds to step S14.

[0077] In step S12, it is determined whether the automatic turning function is valid. The above determination may be made, for example, by the steering control unit 113e2 or by the driving mode control unit 113d. Also, a different type of control unit from these control units may make the determination. When the automatic turning function is valid (Yes in step S12), the process proceeds to the next step S13. When the automatic turning function is not valid, that is, when it is invalid (No in step S12), the driving mode control unit 113d switches the driving mode to manual driving. Thereby, automatic driving is terminated and manual driving is started (resumed). Therefore, when the steering operation unit 212 (particularly the first steering operation unit 212a) is operated during automatic driving, a setting is made to switch the driving mode to manual driving.

[0078] In step S13, the steering control unit 113e2 controls the traveling drive device 111b to automatically turn the vehicle body 10. The traveling route PT that the vehicle body 10 travels toward during the automatic turn is selected by an operation unit (not shown) provided in the work vehicle 1 as described above, but is not limited thereto. For example, the traveling route PT that the vehicle body 10 travels toward during the automatic turn may be selected according to the amount of tilting (operation amount from the neutral position) of the first operation lever 204a. For example, when the first operation lever 204a is tilted largely in the L1 direction or the R1 direction, a traveling route PT located farther from the vehicle body 10 is selected than when it is tilted slightly. When the automatic turn is completed, the process returns to step S11, and the automatic traveling is started (resumed).

[0079] As described above, in the present embodiment, even when the vehicle body 10 is automatically turning, the vehicle speed of the vehicle body 10 is adjusted manually by the operator (operation of 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 (operation of the second operation lever 204b of the operation device 200).

[0080] In step S14, similar to step S3 described above, the traveling mode control unit 113d determines whether there is an instruction to end the automatic traveling. In the present embodiment, the above instruction to end the automatic traveling is realized by the operator pressing the first operation switch 205 a first predetermined number of times (for example, once). When there is an instruction to end the automatic traveling (Yes in step S14), the traveling mode control unit 113d switches the traveling mode to manual traveling. Thereby, the automatic traveling is ended and the manual traveling is started (resumed). When there is no instruction to end the automatic traveling (No in step S14), the process returns to step S11 and the automatic traveling is continued.

[0081] Note that the end instruction for the automatic driving may be realized by means other than the above. For example, in addition to the above means, the end instruction for the automatic driving may be realized by the operator tilting the first operation lever 204a in the L1 direction or the R1 direction. The same applies to the end instruction for the automatic driving in step S3.

[0082] According to the above flow, during automatic driving, when the first operation switch 205 is pressed while tilting the first operation lever 204a in the L1 direction, if the automatic turning function is valid, the left automatic turn can be started, 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 switch 205 is pressed while tilting the first operation lever 204a in the R1 direction, if the automatic turning function is valid, the right automatic turn can be started, and if the automatic turning function is invalid, the driving mode can be switched from automatic driving to manual driving. As described above, during automatic driving, when the steering operation unit 212 (particularly the first steering operation unit 212a) is operated, if the automatic turning function is valid, the setting for automatically turning the vehicle body 10 is performed. And if the automatic turning function is invalid, the setting for switching the driving mode from automatic driving to manual driving is performed. On the other hand, as described above, during manual driving, when the steering operation unit 212 is operated, the setting related to the steering of the vehicle body 10 is performed. Therefore, the steering operation unit 212 performs different settings during automatic driving from those during manual driving.

[0083] According to the above configuration, by operating the steering operation unit 212, settings for a plurality of functions (for example, the steering function of the vehicle body 10 and the automatic turning function) can be performed. That is, a plurality of types of functions can be set by one operation unit (the steering operation unit 212), and the number of components can be reduced. In addition, the operator can perform a plurality of types of setting operations by operating one location of the operation device 200. In this case, for example, compared with the case of operating an operation device in which a plurality of operation units are arranged at various positions, the fatigue caused by the operation can be reduced. Thereby, particularly in the case of long-term work, the work efficiency can be improved. As described above, it is possible to improve the work efficiency while suppressing an increase in the number of components.

[0084] From the viewpoint of performing automatic turning in addition to automatic driving while reducing the burden of the operation work, as shown in FIG. 7, when the steering operation unit 212 (the first operation lever 204a in the present embodiment) is operated during automatic driving, it is desirable to perform a setting for automatically turning the work vehicle 1 (particularly the vehicle body 10 in the present embodiment).

[0085] When the operator manually turns (operates the operation device 200) the automatically traveling vehicle body 10, for example, it is performed in the following procedure. First, the first operation switch 205 is pressed a first predetermined number of times (for example, once) to switch the traveling mode from automatic driving to manual driving. Then, after the traveling mode is switched to manual driving, when the first operation lever 204a is tilted in the L1 direction or the R1 direction, the turning of the vehicle body 10 is started. In this case, if the traveling mode is switched from automatic driving to manual driving by tilting the first operation lever 204a, it is possible to start the turning of the vehicle body 10 by omitting the pressing operation of the first operation switch 205. Therefore, from the viewpoint of simplifying the operation for switching the vehicle body 10 from automatic driving to manual driving and turning it, as shown in FIG. 7, when the steering operation unit 212 (the first operation lever 204a in the present embodiment) is operated during automatic driving, it is desirable to perform a setting for switching to manual driving.

[0086] The setting for automatically turning the work vehicle 1 and the setting for switching the driving mode to manual driving are performed according to the selected state (enabled state, disabled state) of the operator of the automatic turning function. As a result, the operator can use these settings properly. Therefore, from the viewpoint of easily configuring the operating device 200 that enables the operator to use it according to their preference, the following configuration is desirable. That is, as shown in FIG. 7, during automatic driving, when the steering operation unit 212 (the first operation lever 204a in this embodiment) is operated with the automatic turning function in the enabled state, it is desirable to perform the setting for automatically turning the work vehicle 1. Further, when the steering operation unit 212 (the first operation lever 204a in this embodiment) is operated with the automatic turning function in the disabled state, it is desirable to perform the setting for switching to manual driving.

[0087] The change setting of the travel route PT will be described. In this embodiment, the change (modification) of the travel route PT is performed by the shift of the travel route PT and the offset of the travel route PT.

[0088] The shift of the travel route PT will be described with reference to FIG. 8. 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.

[0089] When the registration of the travel route PT is completed and a predetermined condition is satisfied, the shift of the travel route PT is performed. The shift of the travel route PT means that all of the travel route PT is translated in a direction perpendicular to the travel route PT so that the travel route PT coincides with the position of the vehicle body 10 at the time when the 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.

[0090] 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. In the present embodiment, the above-mentioned shift instruction is realized by the operator continuously pressing the first operation switch 205 for a predetermined time (for example, 1 second). That is, when the same operation is continued for a predetermined time during manual driving, the first operation switch 205 performs settings related to the change of the driving route PT. Note that the first predetermined time is not limited to the above time. For example, the first predetermined time may be 0.5 seconds or 2 seconds. Also, it is desirable that the shift of the driving route PT is performed in a state where the posture of the vehicle body 10 is stabilized. From this viewpoint, it is desirable that the vehicle body 10 being stopped is included in the predetermined conditions. Note that the predetermined conditions are not limited to the above, and different conditions from the above may be included, or any of the above conditions may be removed.

[0091] The offset of the driving route PT will be described with reference to FIG. 9. 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.

[0092] During automatic driving, when the second operation lever 204b, that is, the second steering operation section 212b, 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 to the left (direction W in FIG. 9) by a predetermined distance. On the other hand, when the second operation lever 204b is tilted in the R1 direction, all of the driving route PT is translated in parallel to the right (direction E in FIG. 9) by a predetermined distance. That is, during automatic driving, when the steering operation section 212 (particularly the second steering operation section 212b) is operated, settings for changing the driving route PT are performed.

[0093] 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 amount of depression of the second operation lever 204b (the operation amount from the neutral position) or the depression time (operation time), or may be set by a movement distance setting unit (not shown) provided in the work vehicle 1. The above-mentioned movement 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.

[0094] Note that the change of the travel route PT may be other than the above-mentioned method. For example, the change of the travel route PT using the second operation lever 204b is not limited to the offset of the travel route PT, and may be the rotation of the travel route PT. That is, the change of the travel route PT may be performed by the shift of the travel route PT and the rotation of the travel route PT. Further, a configuration may be adopted in which the operator can select whether the change of the travel route PT is performed by either the offset of the travel route PT or the rotation of the travel route PT in addition to the shift of the travel route PT.

[0095] The rotation of the travel route PT will be described with reference to FIG. 10. FIG. 10 is an explanatory diagram for explaining the rotation of the travel route PT. In FIG. 10, the travel route PT before rotation is shown by a broken line, and the travel route PT after rotation is shown by a solid line.

[0096] During automatic driving, when the second operation lever 204b, that is, the second steering operation unit 212b, is tilted in the L1 direction or the R1 direction, the running path PT rotates. The rotation of the running path PT means that all of the running path PT rotates and moves by a predetermined angle (for example, 3°) with the position of the vehicle body 10 at the time when the second operation lever 204b is tilted as the rotation center. The rotation of the running path PT can also be said to be a change in the angle or azimuth of the running path PT. For example, in FIG. 10, when the second operation lever 204b is tilted in the L1 direction, all of the running path PT rotates and moves counterclockwise by a predetermined angle with the position of the vehicle body 10 as the rotation center. On the contrary, when the second operation lever 204b is tilted in the R1 direction, all of the running path PT rotates and moves clockwise by a predetermined angle with the position of the vehicle body 10 as the rotation center.

[0097] The rotation of the running path PT is performed by the path generation unit 113b, but is not limited thereto. For example, a dedicated functional unit may be provided in the control device 113. Further, the above-mentioned predetermined angle 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 rotation angle setting unit (not shown) provided in the work vehicle 1. The above-mentioned rotation angle 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 angle is not limited to 3°, and may be 1° or 5°, for example.

[0098] It is desirable to perform the setting operation for changing the running path PT without switching from automatic driving to manual driving to shorten the time required for the setting operation. From this viewpoint, as in the present embodiment, it is desirable that the steering operation unit 212 (the second operation lever 204b in the present embodiment) performs a setting for changing the running path PT of the automatic driving (the offset of the running path PT in the present embodiment) when operated during automatic driving.

[0099] In a configuration where a plurality of steering operation units 212 are provided in the operation device 200, it is desirable to effectively utilize these steering operation units 212 to perform settings for automatically turning the work vehicle 1 and for changing the travel route PT. According to this, these settings are performed without providing an operation unit other than the steering operation unit 212. Therefore, in a configuration where the steering operation unit 212 includes a first steering operation unit 212a (the first operation lever 204a in the present embodiment) and a second steering operation unit 212b (the second operation lever 204b in the present embodiment), the following configuration is desirable. That is, as in the present embodiment, when the first steering operation unit 212a is operated during automatic driving, a setting for automatically turning the work vehicle 1 is performed, and when the second steering operation unit 212b is operated during automatic driving, a setting for changing the travel route PT of the automatic driving (offset of the travel route PT in the present embodiment) is performed.

[0100] From the viewpoint of easily enabling the operator to turn the work vehicle 1 as intended during manual driving, as in the present embodiment, it is desirable that the first steering operation unit 212a and the second steering operation unit 212b perform a setting to turn the work vehicle 1 with different turning radii when the same operation is performed during manual driving.

[0101] When the first steering operation unit 212a and the second steering operation unit 212b are arranged side by side, it becomes easy to configure a compact operation device 200. In particular, the first steering operation unit 212a and the second steering operation unit 212b can be grouped together in one housing 201 to configure the operation device 200. Also, it becomes easy to operate the first steering operation unit 212a and the second steering operation unit 212b simultaneously. Furthermore, it also becomes easy to switch between the first steering operation unit 212a and the second steering operation unit 212b. From such a viewpoint, as shown in FIG. 3, it is desirable that the first steering operation unit 212a and the second steering operation unit 212b be arranged side by side.

[0102] [5. Supplementary Note] The work vehicle 1 and the operation device 200 described in the present embodiment can also be expressed as the work vehicle and the operation device shown in the following supplementary note.

[0103] The operating device of Supplementary Note (1) is an operating device provided in a work vehicle capable of switching between manual driving and automatic driving, comprising a steering operation unit that makes settings related to steering of the work vehicle during the manual driving, and the steering operation unit makes different settings during the automatic driving from those during the manual driving.

[0104] The operating device of Supplementary Note (2) is the operating device described in Supplementary Note (1), and when the steering operation unit is operated during the automatic driving, it makes a setting to automatically turn the work vehicle.

[0105] The operating device of Supplementary Note (3) is the operating device described in Supplementary Note (1), and when the steering operation unit is operated during the automatic driving, it makes a setting to switch to the manual driving.

[0106] The operating device of Supplementary Note (4) is the operating device described in any one of Supplementary Notes (1) to (3), and when the steering operation unit is operated during the automatic driving, if the function of automatically turning the work vehicle is operated in an effective state, it makes a setting to automatically turn the work vehicle, and if the function is operated in an ineffective state, it makes a setting to switch to the manual driving.

[0107] The operating device of Supplementary Note (5) is the operating device described in Supplementary Note (1), and when the steering operation unit is operated during the automatic driving, it makes a setting to change the travel route of the automatic driving.

[0108] The operating device of Supplementary Note (6) is the operating device described in any one of Supplementary Notes (1) to (5), the steering operation unit has a first steering operation unit and a second steering operation unit, and when the first steering operation unit is operated during the automatic driving, it makes a setting to automatically turn the work vehicle, When the second steering operation unit is operated during the automatic driving, a setting for changing the driving route of the automatic driving is performed.

[0109] The operating device of Supplementary Note (7) is the operating device described in Supplementary Note (6), When the same operation is performed on the first steering operation unit and the second steering operation unit during the manual driving, a setting for turning the work vehicle with different turning radii from each other is performed.

[0110] The operating device of Supplementary Note (8) is the operating device described in Supplementary Note (6) or (7), The first steering operation unit and the second steering operation unit are arranged side by side.

[0111] The work vehicle of Supplementary Note (9) is provided with the operating device according to any one of Supplementary Notes (1) to (8).

[0112] Although the embodiments of the present invention have been described above, the scope of the present invention is not limited thereto, and it can be implemented by expanding or changing without departing from the gist of the invention. In addition, a plurality of embodiments and modification examples shown in this specification may be combined and implemented within a possible range.

Industrial Applicability

[0113] The present invention can be used for work vehicles such as agricultural machines and construction machines, for example.

Explanation of Signs

[0114] 1 Work vehicle 200 Operating device 212 Steering operation unit 212a First steering operation unit 212b Second steering operation unit PT Travel route

Claims

1. An operating device provided in a work vehicle capable of switching between manual travel and automatic travel, comprising a steering operation unit that makes settings related to steering of the work vehicle during the manual travel, wherein the steering operation unit makes settings different from those during the manual travel during the automatic travel. The operating device.

2. The operating device according to claim 1, wherein when the steering operation unit is operated during the automatic travel, the operating device makes a setting to automatically turn the work vehicle.

3. The operating device according to claim 1, wherein when the steering operation unit is operated during the automatic travel, the operating device makes a setting to switch to the manual travel.

4. When the steering operation unit is operated during the automatic travel, when the function of automatically turning the work vehicle is operated in an effective state, the operating device makes a setting to automatically turn the work vehicle, and when the function is operated in an ineffective state, the operating device makes a setting to switch to the manual travel. The operating device according to claim 1.

5. The operating device according to claim 1, wherein when the steering operation unit is operated during the automatic travel, the operating device makes a setting to change the travel route of the automatic travel.

6. The steering operation unit has a first steering operation unit and a second steering operation unit, wherein when the first steering operation unit is operated during the automatic travel, the operating device makes a setting to automatically turn the work vehicle, and when the second steering operation unit is operated during the automatic travel, the operating device makes a setting to change the travel route of the automatic travel. The operating device according to claim 1.

7. The operating device according to claim 6, wherein when the same operation is performed on the first steering operation unit and the second steering operation unit during the manual travel, the operating device makes a setting to turn the work vehicle with different turning radii from each other.

8. The operating device according to claim 6, wherein the first steering operation unit and the second steering operation unit are arranged side by side.

9. A work vehicle comprising the operating device according to any one of claims 1 to 8.

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