JP2015112056A - Agricultural work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an agricultural work vehicle that can optionally select a straight line mode or a curve mode based on the shape of the field with respect to the generation of a reference path, and moreover facilitates a steering operation in adjacent work, and also improves the accuracy of an adjacent work target path generated.SOLUTION: An agricultural work vehicle includes means for calculating adjacent work target paths Ry, N, P based on an input of point information of a machine body by the GPS and an input of a traveling state of the machine body. The agricultural work vehicle includes a progress situation display unit 102 for displaying a progress situation of the progressing machine body, and a steering display unit 104 for displaying an assist arrow V to direct a steering direction or a corrected steering direction to the adjacent work target paths Ry, N, P. The assist arrow V of the steering display unit 104 displays a deviation state according to a distance E where the machine body comes off to the adjacent work target paths Ry, N, P.

Description

  The present invention relates to an agricultural work vehicle such as a tractor, a rice transplanter, or a control work machine.

  There is a configuration in which a reference route is created based on position information measured by a GPS device, and an adjacent target route is calculated based on the reference route to guide the agricultural work vehicle (PTL 1). In addition, there is a disclosure of a configuration that autonomously travels along a deformed field or a curved ridge (Patent Document 2).

Japanese Patent No. 4948098 JP 2008-72963 A

  By the way, in the above-mentioned patent document 2, when a teaching route is recorded, the curved portion is treated as a set of broken line segments so that the curve of the travel locus is replaced with a plurality of linear routes. The measurement interval is made to correspond to the turning angle of the steering handle of the vehicle, and the measurement interval is shorter when traveling in a curve than when traveling in a straight line so that a smoother target route is generated. Yes.

  However, when generating the target route adjacent to the teaching route, there may be a case where the center route gradually moves to the center point side in the radial direction as the adjacent work progresses as disclosed in the cited document 2, and conversely the radial direction. In some cases, the measurement interval may be shifted to the outside. In such a case, the measurement interval is too wide and the accuracy of the target path is deteriorated. Further, there is no disclosure about the operation in the case of performing so-called headland work, and the disclosure of the target route generation of the adjacent work is limited.

  According to the present invention, the generation of the reference path can be arbitrarily selected between the straight line mode and the curved line mode based on the shape of the field, and the steering operation during the adjacent work is facilitated. Further, the accuracy of the generated adjacent work target route is improved.

The above-described problems of the present invention are solved by the following solution means.
The invention according to claim 1 is provided with means for calculating the adjacent work target routes Ry, N, and P by inputting the location information of the aircraft by GPS and the input of the running state of the aircraft, and displaying the progress status of the advancing aircraft Along with the status display unit 102, a steering display unit 104 that displays an assist arrow V pointing in the steering direction or the corrected steering direction with respect to the adjacent work target routes Ry, N, and P is provided. The assist arrow V of the steering display unit 104 is An agricultural work vehicle is characterized in that a shift state corresponding to the distance E from which the machine body has deviated from the adjacent work target routes Ry, N, P is displayed.

  The invention described in claim 2 is the information management terminal 90 according to claim 1, further comprising an information management terminal 90 that calculates the adjacent work target routes Ry, N, and P by inputting the location information of the aircraft by GPS and the traveling state of the aircraft. A portable terminal 92 is connected to the management terminal 90 via communication means, and the portable terminal 92 is provided with a switch 101f for selecting a driving assist screen J. The traveling assist screen J includes a progress status display unit 102, a steering display unit 104, and the like. A touch switch group display unit 103 for inputting various conditions necessary for driving assistance is provided.

According to a third aspect of the present invention, in the first aspect, a straight line mode for calculating a straight adjacent work target route Ry and a curve mode for calculating the adjacent work target routes N and P of a curve can be selected.
The invention according to claim 4 is the invention according to claim 3, wherein when the straight line mode is selected, the ON point of the assist start switch is stored as the start point ts, the operation based on the aircraft turning or the point of the vehicle turning state is set as the end point te, A straight line connecting the start point ts and the end point te is defined as a reference route T, and adjacent work target routes R1, R2,... Ry are calculated with a distance corresponding to a multiple of the work machine width w.

  The invention according to claim 5 is the invention according to claim 3, wherein when the curve mode is selected, the ON point of the assist start switch is stored as the start point m1, and the operation based on the aircraft turning or the point of the aircraft turning state is set as the end point m10. The aircraft travel points from the start point m1 to the end point m10 are stored at predetermined intervals u to set a broken line reference route M, and an adjacent work target route N separated from each line segment forming the reference route M by a work width W. And based on the travel of the aircraft along the adjacent work target path N, the travel point is stored at each predetermined interval u to create a corrected adjacent work target path Na, and based on the corrected adjacent work target path Na. The next adjacent work target route P is calculated.

  According to the first aspect of the present invention, since the deviation amount of the airframe relative to the adjacent work target routes Ry, N, P is displayed on the steering display unit 104, the operator visually determines the deviation amount. Even if the airframe is moving along the adjacent work target route, it is possible to determine whether or not steering is necessary while determining whether or not there is a deviation amount, and the work can be performed along the target route with high accuracy.

  According to the invention described in claim 2, in addition to the effect described in claim 1, the progress status display unit 102, the steering display unit 104, and various conditions necessary for driving assistance are input to the driving assist screen J of the portable terminal 92. Since the function of the touch switch group display unit 103 is configured in the portable terminal 92 for selecting and setting the travel assist screen J, the operator can visually check simultaneously with the field work by installing it near the driver's seat of the work vehicle. However, it is convenient because the work progresses.

  In addition to the effect of the first aspect, the invention according to the third aspect can select whether the adjacent work target route is set to the straight line mode or the curved line mode based on the outer field condition of the field, thereby enhancing versatility. Can do.

  In addition to the effect described in claim 3, the invention described in claim 4 has a start point as a switch operation point in creating the reference route T, while an end point is an operation based on the turning of the aircraft or a state of the aircraft turning state. Since the point is the end point, it can be completed without the need for a switch operation, and a highly accurate reference route can be created.

  According to the fifth aspect of the invention, in addition to the effect of the third aspect, the adjacent work target route N is created while creating the reference route M, but when the next target route P is created, the adjacent work target P is created. When traveling while following the route N, since it is based on the corrected adjacent work target route Na by the broken line at every predetermined interval u, even when the radius of curvature is increased every time the adjacent target route is sequentially created, a certain predetermined value is also obtained. By creating a corrected adjacent target route with a short broken line having an interval u, the accuracy of creating a target route for the next adjacent work process is not lowered.

It is a side view of the tractor of a present Example. It is a motive power transmission mechanism figure of a tractor. It is a figure which shows the usage condition of the information communication used with a tractor. It is a controller block diagram of a tractor. (A) Master screen of portable terminal, (B) Tractor selection screen, and (C) Menu display screen. It is a flowchart which shows a selection screen display output process. It is a display output example of a portable terminal. It is a display output example of a portable terminal. It is a display output example of a portable terminal. It is a display output example of a portable terminal. It is a display output example of a portable terminal. It is a display output example of a portable terminal. (A) Travel assistance screen, (B) Assist mode selection setting switch display example. It is a flowchart which shows a reference | standard route preparation procedure. It is a flowchart which shows straight-ahead mode control. It is a route creation outline explanatory drawing by straight line mode control. It is a flowchart which shows curve mode control. It is a route creation outline explanatory drawing by curve mode control. (A) (B) It is an example of another driving assistance screen. It is still another example of a travel assist screen. It is a flowchart which shows driving assistance function interruption control. It is a flowchart which shows a headland processing mode and linear mode control. It is route creation outline explanatory drawing by headland processing mode and straight line mode control. (A) An example of a combine selection screen, (B) An example of a display item.

  Embodiments of the present invention will be described with reference to the drawings. In this embodiment, a tractor that is a typical example of a work vehicle will be described. The tractor is a tractor capable of shifting with a main shift of 8 stages and a sub-shift of 3 stages and a total of 24 stages. FIG. 1 shows a side view of the tractor 1 and FIG. 2 shows a power transmission mechanism diagram.

  The tractor 1 has front wheels 2 and 2 for steering and rear wheels 3 and 3 as propulsion wheels, and the rotational power of the engine 5 mounted in the bonnet 4 is appropriately decelerated by a transmission in the transmission case 6. The rotational power is transmitted to the rear wheels 3 and 3. The rotational power of the engine 5 may be transmitted not only to the rear wheels 3 and 3 but also to the front wheels 2 and 2 to drive all four wheels.

  Further, in the mission case 6, a forward / reverse switching device 9 for switching the traveling direction of the airframe, a main transmission 10 and 11 capable of shifting in eight steps, and an auxiliary transmission 12 capable of shifting in three steps are connected in series. ing.

  In FIG. 1, a hydraulic cylinder case 14 is provided at an upper portion of the transmission case 6, and lift arms 15, 15 are pivotally attached to left and right sides of the hydraulic cylinder case 14. Lift rods 17, 17 are connected between the lift arms 15, 15 and the lower links 16, 16, and a rotary tiller 18, which is a work machine, is connected to the rear of the lower links 16, 16.

  When operating oil is supplied to the hydraulic cylinder 14a accommodated in the hydraulic cylinder case 14 by operating the hydraulic operation lever 28, the lift arms 15 and 15 are rotated upward, via the lift rod 17, the lower link 16, and the like. As a result, the work machine (rotary tiller) 18 rises. On the contrary, when the hydraulic control lever 28 is operated to the lower side, the hydraulic oil in the hydraulic cylinder 14a is discharged into the transmission case 6 which also serves as a hydraulic tank, and the lift arms 15 and 15 are lowered.

  A rotary tiller 18 is connected to the rear of the body of the tractor 1. The rotary tiller 18 is connected to a rear cover 22 pivotally attached to a rear part of the main cover 20 and a main cover 20 covering the upper part of the tiller 19 and the tiller 19. Etc.

  A forward / reverse switching lever 27 for operating the forward / reverse switching device 9 is provided on the upper left side of the handle post 25 that supports the steering handle 24. When the forward / backward switching lever 27 is tilted forward from the neutral position, the aircraft moves forward. On the other hand, if you pull it backward, the aircraft will move backward.

Next, the power transmission system will be described based on the power diagram shown in FIG.
A main clutch 30 is provided at the rear of the engine 5, and a forward / reverse switching device 9 is provided at the rear of the transmission of the main clutch 30. The forward / reverse switching device 9 comprises multi-plate friction type hydraulic clutches 9a, 9b, which are normally maintained in a neutral position, and the forward hydraulic clutch 9a is connected by operating the forward / reverse switching lever 27 in the forward / backward direction. Alternatively, the reverse hydraulic clutch 9b is connected.

  When the forward hydraulic clutch 9a is connected, power is transmitted from the input gear 60 via the gear 62 of the counter shaft 61 and the gear 65 of the reverser shaft 64 to the forward hydraulic clutch 9a, so that the reverser shaft 64 rotates forward. .

  When the reverse hydraulic clutch 9b is connected, the reverse gear 73 is moved from the input gear 60 via the gear 62 of the counter shaft 61, the gear 66 of the counter shaft 61, and the gear 69 of the counter shaft 68. Then, power is transmitted to the reverse hydraulic clutch 9b, and the reverser shaft 64 rotates in the reverse direction.

  At the rear of the forward / reverse switching device 9, there is provided a first synchromesh main transmission 10 capable of four-speed shifting. When an actuator 31, 31 expands or contracts in response to a command from a controller 100 described later, a shifter 32, 32 is moved back and forth to change speed. In FIG. 2, when the front shifter 32 moves back and forth, the fourth speed and the third speed are obtained, and when the rear shifter 32 moves back and forth, the second speed and the first speed are obtained. In this case, when the main shift is switched, the hydraulic clutch of the hydraulic forward / reverse switching device 9 is first returned to neutral, and the hydraulic clutch of the forward / reverse switching device 9 is connected again after the shift. It is composed.

  A hydraulic second main transmission 11 that can be switched between high and low two stages is provided at the rear of the first main transmission 10. The front hydraulic clutch 11a is a high speed clutch, and the rear hydraulic clutch 11b is a low speed hydraulic clutch. Therefore, the main transmissions 10 and 11 in this embodiment are capable of 4 × 2 and 8 shifts.

  Further, the rear portion of the second main transmission device 11 is provided with a sub-transmission device 12 capable of three-speed shifting and having a relatively large reduction ratio as compared with the main transmission devices 10 and 11. As shown in FIG. 2, when the auxiliary shift lever 34 is operated to move the front shifter 35 back and forth, high speed (H) and medium speed (M) are obtained, and the rear shifter 35 is moved rearward. And low speed (L).

  When the auxiliary transmission 12 is operated, the main clutch 30 needs to be turned on and off. That is, the main clutch pedal 29 is depressed to operate the auxiliary transmission lever 34 in the front-rear direction or the left-right direction, and after the shift operation, the main clutch pedal 29 is released to transmit the engine rotational power to the transmission side.

  For the main transmissions 10 and 11, the speed change switch 37 and the speed reduction switch 38 provided on the knob of the sub speed change lever 34 are pushed in to change the speed (see FIG. 2). Even if the acceleration switch 37 is pressed or the deceleration switch 38 is pressed, the shift is performed only one step at a time. The main transmissions 10 and 11 are shifted in the range from the first slow speed to the eighth fast speed. Then, the power decelerated by the auxiliary transmission device 12 is transmitted to the drive pinion shaft 40, and the rear wheels 3 and 3 are driven through the rear wheel differential device 41 and the final reduction device 42 in this order.

  The power branched from the rear wheel drive system in front of the rear wheel differential device 41 is used as a front wheel drive system. In the front wheel drive system, the front wheels 2 and 2 are driven at the same speed as the rear wheels 3 and 3, or the front wheels A front wheel speed increasing device 44 is provided for rotating 2 and 2 at a speed higher than that of the rear wheels 3 and 3. When the front hydraulic clutch 44a of the front wheel speed increasing device 44 is connected, the front wheel speed increasing state is established, and when the rear hydraulic clutch 44b is connected, the constant speed four-wheel driving state is established, and both hydraulic clutches 44a, 44b are engaged. When is turned OFF, only the rear wheels 3 and 3 are driven. A front wheel differential device 46 and a front wheel final reduction device 47 are provided on the front wheel drive shaft.

  In the power transmission diagram of FIG. 2, only when the auxiliary transmission 12 is at a high speed (H), if the auxiliary transmission lever 34 is moved sideways as it is, the road speed position suitable for the road traveling speed is obtained. Switch to (HH). In this case, the main speed can be selected from the 1st to 8th speeds of the 5th, 6th, 7th, and 8th speeds on the high speed side. Even if 37 and 38 are operated, it cannot be selected in the program. When driving on the road, high speed driving is premised, so only the high speed side is prioritized, and the low speed side is automatically cut to prevent entering 1st to 4th speed even if shifting operation is performed, improving operability I am letting.

  In this embodiment, the selectable high-speed side shift pattern is four steps of 5, 6, 7, and 8. However, it is set to 3 steps of 6, 7, and 8 speeds, or 7 speeds. Alternatively, the number of shift stages may be reduced by using only two stages of 8 speeds.

The PTO output shaft 83 is driven as follows.
Power is transmitted from the input gear 60 to the driving gear 75 of the PTO clutch 70 via the gear 62 of the counter shaft 61, and is transmitted to the PTO clutch 70. When the PTO clutch 70 is engaged, a four-speed transmission gear mechanism that is controlled to slide by two hydraulic cylinders 76 and 77 (a third gear 81a, a first gear 81b, a fourth gear 81c, and a second gear) The PTO drive shaft 71 is driven at the speed selected with the gear 81d.

  For example, when the gear 80 a on the driven shaft 79 slid by the hydraulic cylinder 76 meshes with the gear 81 a of the PTO transmission shaft 72, the output of the PTO output shaft 83 is output from the PTO transmission shaft 72 via the output gear 82 of the driven shaft 79. Power is transmitted to the gear 85 to drive the PTO drive shaft 71 (PTO 2nd speed). Similarly, when the gear 80b meshes with the gear 81b by the hydraulic cylinder 76, the PTO 4th speed is obtained.

When the gear 80c is engaged with the gear 81c by the hydraulic cylinder 77, the first PTO speed is achieved. When the gear 80d is engaged with the gear 81d by the hydraulic cylinder 77, the PTO third speed is obtained.
When the gear 80a is not engaged with the gear 81a and the reverse gear 87 on the reverse shaft 86 is slid to mesh with the gear 81a and also engaged with the gear 80a, the PTO drive shaft 71 is reversely driven. In the case of reverse rotation, this is only the first speed.

FIG. 3 shows how the information communication terminal used in the tractor is used.
The tractor has an information communication terminal 90 with a built-in GPS antenna mounted on the vehicle, and the information communication terminal 90 can wirelessly communicate with the base station 91. The base station 91 is in charge of the tractor manufacturer or the like. Can communicate with the server administrator.

Further, the server administrator can communicate with a terminal at a tractor user, a sales office of a tractor manufacturer, or the like.
In the tractor, there are vehicle management information, vehicle driving information, and work machine basic driving information as basic vehicle information, which are collected by the information management terminal 90. Here, the information communication terminal 90 is provided with a GPS antenna or module, a communication antenna or module, a G (acceleration) sensor, a memory, a battery, and the like. In addition, the vehicle management information includes, for example, a vehicle identification number such as a model, a model, a car number, an operation time that is vehicle hour meter information, and position information provided by GPS, and the vehicle operation information includes For example, there are engine oil pressure, engine cooling water temperature, instantaneous fuel consumption, fuel remaining amount, 3P position information, travel shift position, vehicle vehicle speed information, PTO rotation speed, engine rotation speed, etc. For example, the vehicle identification number of the model, model, unit, etc., plowing width information / plowing depth information when the work implement is a rotary tiller, etc. Application amount), remaining amount of agricultural chemical tank, application width information, yield information, etc.

  The information management terminal 90 collects information obtained from the tractor and analyzes and processes the data. The information includes vehicles such as vehicle driving information, operating time collection, fuel consumption collection, and failure information. There is information specific to agricultural machinery such as information, operation information for each work machine, work machine consumer goods (for example, fertilizer to be used) information, work operation route information, vehicle speed information for each work machine. Also, by analyzing and processing the data, it is possible to provide information such as maintenance timing guidance and economical driving recommendation guidance for saving fuel consumption. The maintenance time guidance is quick response to failure repair, consumable parts timing guidance, etc., and the economical driving recommendation guidance for saving fuel consumption is provision of soil information for each farm field.

FIG. 4 shows a configuration diagram of a tractor in-vehicle LAN system, an information management terminal 90, and a portable terminal 92 as an external device according to the present embodiment.
In other words, the tractor control device 100 includes an engine ECU 93, a work implement elevating system ECU 94, and a traveling system ECU 95, which are connected to each other via a CAN 2 (Controller Area Network). The tractor includes a portable terminal 92, an information communication terminal 90, and an external communication unit 96. The tractor communicates with the information communication terminal 90 via the short-range wireless communication means (for example, Blue tooth (registered trademark)). It is configured as possible. A hard disk 97 is connected to the information communication terminal 90. As the portable terminal 92, a tablet PC, a smartphone, a personal computer, or the like is used. The portable terminal 92 includes a program related to driving assist control, which will be described later, and manages the control along with display on the screen.

  The portable terminal 92 having the touch panel operation unit, the information communication terminal 90, and the external communication unit 96 are connected to each other by CAN1. CAN1 is connected to each control system of the tractor via a work implement lifting system ECU 94, and is further connected to the work implement ECU 98 via an external connection coupler. The work implement ECU 98A shows an example of the rotary tiller 18 as a work implement. The electromagnetic solenoid for adjusting the hydraulic pressure, switching the nozzle, extending and retracting the boom, opening and closing the boom, etc. can be operated by inputting the boom extension position, the boom angle, the chemical liquid pressure, the liquid flow rate, and the remaining liquid amount. When the work implement is replaced with a medicine spraying device (not shown), connection to the work implement ECU 98B is established.

  Next, a configuration example of the mobile terminal 92 will be described. As shown in FIG. 5, the portable terminal 92 is configured to be switched to a touch-type various switch group display together with a description of various data and the like in the model and model selected on the display screen. An example of the display will be described with reference to the flowchart of FIG.

  First, the unillustrated power switch of the portable terminal 92 is turned on and the power switch (key switch) of the tractor main unit is turned on (steps 101 to 103). Then, the mobile terminal 92 displays a master screen A (FIG. 5A) on which a machine to be used, for example, a tractor, a rice transplanter, a combine, or the like and a model type of each can be selected. The screen is switched to a display screen B on which the vehicle management information of the tractor is displayed ((B) in the same figure), “work results”, “fuel consumption / fuel consumption”, “travel distance / work time”, “work analysis”, A transition is made to the menu display screen C (FIG. 10C) displaying the “error information” and “travel assist” switches 101a to 101f (steps 104 to 105).

  As shown in FIG. 5 (B) as an example, the vehicle management information of the tractor includes model / model, date of purchase, hour meter indicating usage time, working time accumulated PTO clutch ON time, fuel tank The remaining fuel amount, water temperature, urea remaining amount, battery voltage, air cleaner state, and engine oil pressure state are displayed.

  By touch-selecting a necessary switch from the display switch group 101 on the menu display screen C, the screen shifts (step 106 to step 116). For example, when the “work record” switch 101a is selected, the display is switched to the list display D1 on the screen D (FIG. 7A). This screen D displays the work machine basic operation information such as work time, work content, and used material name in a table format for each day carried out within the designated period. Further, when switching to the map screen D2 state ((B) in the figure), the field D3 corresponding to the contents of the work can be visually recognized at the same time.

  Returning to the menu display screen C, when the “fuel consumption / fuel consumption” switch 101b is pressed, a composite graph of a bar graph and a line graph on the screen E1 (FIG. 8A) and the screen E2 (FIG. 8B) is displayed. The vehicle driving information is mainly displayed. The screen E displays the fuel consumption for each selected year, month or day in a line graph for each unit period or each cumulative period, and simultaneously displays the fuel consumption in a bar graph.

  Returning to the menu display screen C, when the “travel distance / work time” switch 101c is selected, the screen F1 (FIG. 9A), the screen F2 (FIG. 10B), and the screen G1 (FIG. 10A) are displayed. , The display is switched to the bar graph display of the screen G2 (FIG. 5B). Screen F displays the working time by the work implement and other times separately while the engine is running every day, month, etc., and screen G displays the ratio for each load status section divided based on the engine load in a bar graph. .

  Returning to the menu display screen C again, when the “work analysis” switch 101d is pressed, the screen shifts to a screen H (FIG. 11) showing the number of operations as a radar chart. The number of operations of the brake pedal right, the brake pedal left, the main speed change lever, and the like can be displayed together with the average value of the previous similar work or the previous work, and the operation in the work can be evaluated.

  Similarly, when the “error information” switch 101e is pressed, the screen shifts to the screen I (FIG. 12). On screen I, various items and their status are displayed in tabular form, and items that are in a warning state are displayed to that effect and highlighted (I1, (A) in the same figure). Can be displayed on a map (I2, FIG. 5B). In the example of the drawing, “abnormal main shift sensor value” is indicated as a warning, and the occurrence location, contents, and treatment are indicated.

Next, a case where the “driving assist” switch 101f is pressed will be described.
When the “travel assist” switch 101f is pressed, the display switches to the travel assist screen J (FIG. 13). The travel assist screen J includes a progress display unit 102, a touch switch group display unit 103 disposed on the left and right sides of the display unit 102, and a steering display unit 104 disposed on the upper part of the display unit 102. The tractor image of the progress status display unit 102 can be displayed along the course in accordance with the progress of the aircraft (FIG. 13A).

  Then, when the “setting” switch 103c is selected from the touch switch groups 103a to 103d and a touch operation is performed, first, a screen J1 (not shown) for designating either “work machine width selection” or “travel assist mode selection” is selected. ) And the “work machine width selection” side is designated, the work machine width W of the work machine, for example, the rotary tiller 18 can be input. When the “travel assist mode selection” side is designated, the screen is switched to a notation screen J2 (FIG. 13B) of “straight line mode” and “curve mode”.

  When “Linear mode” is pressed in the notation on the above notation screen J2, teaching to create a reference straight path is first performed (Linear mode teaching control), and then an adjacent work target straight path is set based on this reference straight path. It is the structure which supports the instruction | indication of the shift | offset | difference of a body, and the advancing direction at the time of working along a target straight line path | route in both reciprocation processes among adjacent work (straight line mode travel assist function control).

  In addition, when “curve mode” is pressed in the notation screen J2, a reference target path along a curved line such as a curled saddle is created (curve mode teaching control), and the adjacent work target path is sequentially created to perform the curve running work. This is a configuration that supports the instruction of the deviation of the aircraft and the direction of travel in the case of the vehicle (curve mode travel assist function control).

  The teaching control for setting the first reference path will be described in detail based on the flowcharts of FIGS. The portable terminal 92 is turned on, and GPS information can be received from the information communication terminal 90 of the tractor (steps 201 and 202). The “setting” switch 103c is turned on in advance and the “straight line mode” is pressed for selection (steps 203 and 204). When the machine body is moved into the field and the work start point is reached, the “assist start” switch 103a is selected (step 205). The selected point is stored as the work start position ts, the work implement is lowered, a predetermined work such as a tilling work is started, and the work is arbitrarily performed along a substantially straight line (steps 206 and 207). When the steering wheel 24 is steered after reaching the end of the field and the work implement is raised, it is determined whether the work is interrupted or the vehicle starts to turn by detection of the lift arm sensor, and the steering angle is equal to or greater than a predetermined angle + α (right Steering) or less than −α (left steering), that is, turning is determined with a steering angle> | α | (steps 208 and 209). When the turn is determined or when the required determination period is taken into consideration, the work end position te is stored at the turn start estimated point (step 210). A reference straight line path T is calculated by connecting the work start position ts and the work end position te (step 211).

  The first adjacent work start point rs1 is calculated and stored on the basis of the work machine width W input on the work machine width setting screen displayed by one operation of the “setting” switch, and the reference straight line path According to the relationship with T, the first adjacent work end point re1 and the first adjacent work target straight path R1 are calculated and set. Thereafter, the y-th adjacent work target straight path Ry is calculated sequentially (FIG. 15). The calculation is set with y × W width with reference to the reference straight path T (FIG. 16). Accordingly, a predetermined target straight path can be created with less error accumulation. Here, not only the entire field is calculated and set at once with 1 × W, 2 × W... Y × W width with reference to the reference straight path T, but the previous target is set every time the adjacent work target path is set. In some cases, a straight path is used as a reference (y = 1), or a reference straight path may be set as appropriate at intervals of adjacent work. When it is performed all at once, it is possible to make a work plan (time required plan, fertilization amount plan) of the field, and when it is performed in a divided manner, it is possible to work with high accuracy by preventing accumulation of errors.

  Next, when “curve mode” is selected by pressing the “setting” switch in step 203 in FIG. 14, the adjacent work is performed while calculating the reference curve along the curve such as the eyelid while calculating the approximate straight path by the following algorithm. The first adjacent work target route, the second adjacent work target route,... Can be calculated in order. That is, when the “curve mode” is selected and set, and the vehicle is run and the “assist start” switch 103a is touched at the farm work start position, the work start position is stored as the teaching start position m1 (steps 212 and 213). The airframe is advanced along a curved saddle, and the points m2, m3,..., M10 are stored for each unit distance u set as predetermined when traveling. That is, by connecting the line segments m1-m2, m2-m3, m3-m4... M9-m10 connecting the points m1 and m2, a broken line reference route M approximating the actual travel line can be set (steps 213-step). 219). Every time continuous line segments such as line segments m1-m2 and m2-m3 are stored, bisectors ml2 ′, ml3 ′,. , And the positions m1 ′, m2 ′... Separated from the points m2, m3. The first adjacent work target route N is calculated with a broken line formed by connecting the points m1 ′, m2 ′... (Step 220).

  As described above, the second adjacent work target path P... Is calculated by the above repetition simultaneously with the calculation of the first adjacent work target path N. The distances between the points m1 ′, m2 ′,. Instead, the corrected first adjacent work target route Na is followed. The points n2, n3,... Are set for each distance u while the adjacent work is performed from the start point n1 of the corrected first adjacent work target route Na (for example, m10 ′ but may be a different method) as the aircraft progresses. Remember. The storage points n2, n3,... Are connected in a straight line, and the second adjacent work target route P is calculated based on the same procedure as the first adjacent work target route N, and is separated from the points n2, n3,. The calculated positions n1 ′, n2 ′... Are calculated and stored as passing points for the next adjacent work. Similarly, the third, fourth,... Adjacent work target paths can be calculated (FIGS. 17 and 18).

  As described above, the adjacent work target paths N, P. Here, the first adjacent adjacent work target route N is calculated while following the first reference route M, but the points m10 ′, m9 ′... In calculating N, since the corrected target route Na is created by connecting the broken lines created by plotting for each distance u travel, especially in the case where the radius of curvature increases, m1 to m1 in the example of FIG. In the case where the radius of curvature is large in the routes n6 to n10 adjacent to the route m5, the first target route N of m5 ′, m4 ′... Therefore, a short broken line having a constant distance u is obtained, and the accuracy of creating the target route for the next adjacent work process is not lowered. When the radius of curvature decreases, in the example shown in the figure, even when moving from the path m6 to m10 to the adjacent n1 to n5, the fixed distance u is ensured to simplify and speed up the arithmetic processing.

  In the above-described embodiment, in the creation of the broken line of the corrected adjacent work target route Na, the plotting is performed for every fixed unit distance u. However, the point data is stored every fixed unit time t and is used as the corrected target route. Also good. In other words, the unit unit distance u is set to a fixed unit distance u or a fixed unit time t so that an approximate straight line with respect to the traveling state can be secured at approximately equal distances. That is, approximately equidistant intervals are secured at predetermined intervals by these unit distances or unit times, and the points stored at the predetermined intervals are connected to form a corrected adjacent work target route Na having a broken line shape.

  The starting point n1 of the corrected adjacent work target route Na is m10 ′ for convenience, but is set in consideration of the shape of the field. For example, when performing an adjacent work inside after a headland work described later, there is a method of storing a travel route in the headland work and determining the start point n1 in consideration of the headland travel route. is there.

Next, “assist” in steps 311, 314, 316 in FIG. 15 and steps 411, 414 in FIG. 17 will be described with reference to an example of a travel assist screen.
As described above, when the “driving assist” switch 101f of the portable terminal 92 is pressed, the driving assist screen J is displayed, the progress display section 102, the touch switch group display section 103 disposed on the left and right sides, and the upper part. And a steering assist screen J that allows the operator to check the amount and direction of deviation relative to the direction in which the aircraft should travel.

  In the travel assist screen J, the traveling direction of the tractor body is set to the upper side in FIG. 13, and the tractor image Tr (or wide arrow) in the screen moves or the background screen scrolls downward as the body travels, The current location is set to be approximately in the middle of the traveling direction display unit 102. Then, an assist arrow V is displayed on the steering display unit 104 above the display unit 102, and the direction of the arrow V is such that the tractor image Tr of the progress status display unit 102 moves along the course in accordance with the progress of the aircraft. It is configured to display the state. And it is set as the structure which can be displayed apart from the cross point K of the center in the left-right direction. That is, the size of the distance E that the aircraft deviates from the target straight line or target route is displayed so that it can be visually determined by the amount of lateral displacement (deviation amount) ε from the central cross point K, and the direction of the assist arrow V Indicates the direction of the aircraft relative to the target straight line or target path. As described above, the assist arrow V displayed on the steering display unit 104 allows the operator to easily grasp the reference target straight line, the amount of deviation of the aircraft from the target route, and the turning direction of the steering handle 24.

  For example, FIG. 19A shows an example in which the tractor is displayed with a wide arrow Tr ′, and the aircraft is moving in the left direction with respect to the target straight line and is moving in a slightly separated state from the adjacent existing work area. The assist arrow V of the steering display unit 104 shifts to the left from the center cross point K, and the tip of the assist arrow V points to the right. The operator who visually recognizes this turns the steering handle 24 in the right direction to which the arrow V is directed, and first gradually adjusts the steering handle 24 back so that the assist arrow V matches the center cross point K.

  FIG. 19B shows a state in which the assist arrow V is shifted from the central cross point K without inclination. In this case, the wide arrow Tr ′ displaying the tractor is substantially parallel to the target straight line or the target route, but indicates that it is in progress overlapping the existing work area on the left side. Gradually turn to the right and right justify so that there is less overlap.

  In FIG. 19A in the above example, the assist arrow V is directed toward the direction to be corrected, but the steering handle 24 is guided to turn in the opposite direction so as to indicate the traveling direction of the aircraft. You may do it. Further, an assist arrow V setting switch (not shown) may be provided in accordance with the operator's preference so that either “airframe orientation” or “aircraft correction direction” can be selected.

  Further, the tilt angle of the assist arrow V can be changed. When the distance E is large due to the distance E from the target straight line or the target route (ε = ε3), the tilt is increased ( θ = θ3), so that the inclination becomes gentler as the distance becomes smaller (ε = ε2 → ε = ε1) (θ = θ2 → θ = θ1). In this case, the direction in which the arrow V points is directed to the center line passing through the central cross point K (FIG. 20), so that the operator can not only visually recognize that it is separated from the target route, but also the steering necessary for correction. The magnitude of the steering rotation amount of the handle 24 can be grasped.

  Next, processing when the travel assist function is interrupted / resumed will be described with reference to the flowchart of FIG. In the case of performing tractor work (for example, rotary tillage work) while turning on the travel clutch or the PTO clutch 70 and executing the travel assist function control (step 501 to step 503), and detecting the OFF of the PTO clutch 70, The OFF point information Cp of the PTO clutch 70 is acquired and stored (steps 504 and 505). At the same time, the travel assist function is interrupted, that is, the assist arrow notation output is interrupted, and the PTO clutch OFF position information is stored (steps 506 and 507). The operator travels the tractor to another point, but again determines to resume the tractor operation and resumes the travel assist function (steps 508 and 509). Here, in the determination of restarting the tractor operation again, in the embodiment, the “assist start” switch 101f is touched. The determination of restarting the tractor operation may be made on the condition that the tractor in the engine stopped state starts the engine, or on the condition that the PTO clutch 70 is switched from OFF to ON. When the travel assist function is resumed, an assist arrow of the direction indication display unit 104 is displayed so as to lead to the spot information Cp (step 510). The operator can approach and reach the point Cp by operating the steering handle 24 in the direction indicated by the assist arrow. When the stop point Cp is reached, it is determined whether or not the aircraft travel direction at the time of interruption (steps 511 and 512). When the airframe that has reached the point of interruption Cp is less than or equal to a predetermined angle range (steering angle <| θ | (θ is a preset angle)), the work is resumed when the airframe is approximately along the airframe traveling direction before the interruption. Display (for example, buzzer) is performed (step 513). The operator can resume work by lowering the work implement from this point. In the above step 504, the PTO clutch 70 is turned off as the criterion for interruption of work. However, in the case of plow work without PTO driving, it is determined that the work is suspended by detecting the rise of the work equipment lifting link on the non-working side. May be.

Next, based on FIG. 22, 23, the control in what is called a pillow work is demonstrated.
First, regarding the procedure for setting the straight-ahead mode and working on the headland of the rectangular field first, when a predetermined headland is run in FIG. 22, the reference straight line path is executed in the same manner as the execution of teaching control in FIG. T is called to execute control, and the adjacent work start point rs and end point re are stored, and the adjacent work target straight line R is set and stored (steps 601 to 606). In actual work, the course is changed at a substantially right angle toward the adjacent headland, but the travel assist screen J of the mobile terminal 92 displays the headland travel state. Then, in order to specify the adjacent work target straight path R and to guide and guide in the direction A on the screen J, the assist arrow V of the steering display unit 104 instructs the adjacent work (steps 607 and 608). On the other hand, the point is displayed on the screen as the tractor airframe progresses. If it is taken over by the adjacent headland work, the aircraft cannot reach the adjacent work start point rs, and if the state remains as it is for a predetermined time (steps 609 and 610), the calculation unit starts from the A direction that the tractor aircraft should assist. It is determined that it has left, and the assist function is interrupted (step 612). Similarly, the headland is first processed while changing the course at substantially right angles at the four corners. Then, the vehicle runs on the last straight headland and enters the adjacent work inside. In this case, since the adjacent adjacent target work straight line route R is calculated from the route traveled for the last headland work, the travel assistance is performed on the screen to perform the work in this target route, that is, the A direction. Since the traveling assist mode is continuously utilized during the headland work traveling, it is possible to guide the adjacent work starting point rs in step 610 and assist the adjacent work along the direction A (step 613-). Step 616).

  By the way, the “work result” screen D (FIG. 7B) and the map information display on the “error information” screen I (FIG. 12B) and the travel assist configuration in FIG. It is necessary to have In the above-described embodiment, the GPS information is received by the information management terminal 90 mounted on the tractor mainly by the driving assist control, and the point information is obtained. However, the GPS function that is permanently installed in the portable terminal 92 is used. May be. When the GPS function permanently installed in the portable terminal 92 is employed, the system can be configured at a low cost. In addition, when adopting high function and high accuracy for the GPS function of the information management terminal 90, the function on the information management terminal side is preferentially used in preference to the GPS function of the mobile terminal 92. If the GPS function on the information management terminal 90 side malfunctions for some reason, the failure information is transmitted to the mobile terminal 92 side, and the operation can be continued by automatically switching the configuration.

FIG. 24 shows a case where, for example, a combine other than the tractor is designated on the master screen A (FIG. 5A).
As shown in FIG. 24A, the following information is displayed on the portable terminal 92 as the pre-combine information of the combine by the short-range communication between the controller on the main unit and the portable terminal 92.

  The “model / model” is a text display of the model / model name written in the controller on this machine before shipment from the factory. “Purchase date” displays the sales date written by the sales company when delivering from the sales company to the user. Moreover, you may comprise so that a user may write in the date of purchase using a portable terminal, and may display this. The “hour meter” displays the accumulated operation time of the engine as a numerical value, for example, “150h”.

  The “working time” is a cumulative display of the time from when the switch for detecting the connection of the threshing clutch is turned on in the previous work until the switch is turned off. For example, “62h” is displayed. To do. The switch for detecting the connection state of the threshing clutch detects the rotational position of the tension arm of the belt tension clutch that transmits the engine driving force to the threshing portion, or the electric motor that operates the threshing clutch on and off. You may provide as what detects the operation position of the interlocking mechanism with which it was provided to the arm. Moreover, this switch is good also as what is provided in the base of a threshing clutch lever, and turns on when this threshing clutch lever is operated to the clutch connection position.

  “Fuel remaining amount” is a value in which the height of the liquid level in the fuel tank is detected from the position of the float, and this detected value is converted into the remaining amount of fuel and displayed numerically. For example, “20” is displayed. . The vertical position of the float is detected by a potentiometer. “Water temperature” refers to the engine cooling water temperature transmitted from the ECU on the engine side to the controller on the machine side by CAN communication, and it is determined whether or not this water temperature is within an appropriate range, and the determination result is displayed in text. When the water temperature is within the proper range, “No abnormality” is displayed. “Urea remaining amount” is a numerical value obtained by detecting the height of the liquid level in the tank storing the urea aqueous solution from the position of the float in a model equipped with the urea SCR system, and converting this detected value into the aqueous solution remaining amount. For example, “45” is displayed. “Battery voltage” is used to determine whether or not the voltage of the battery installed in this unit is within the normal range by the controller on this unit, and this determination result is displayed in text. Displays “Normal”.

  The “Glen tank” is the one that determines the amount of straw in the Glen tank from the detection results of five grain sensors arranged in the Glen tank at intervals in the vertical direction, and displays the determination result in characters. is there. That is, when the grain sensor from the lowest position among the five grain sensors to the third grain sensor from the bottom detects the grain, "there is left. (Level 3 ) ”Is displayed. "Auger" determines whether the discharge auger that discharges the grain in the Glen tank is in the storage position on the fuselage or at the discharge work position swiveled to the outside of the fuselage, and displays the determination result in text It is. That is, the discharge auger is provided with two sensors that detect a turning angle in the left-right direction and an up-and-down undulation rotation angle, and according to the detection results from these two sensors, When it is determined that it is not on the auger receiving member provided on the machine body, “not stored” is displayed.

  `` Narrow guide '' determines whether the narrow guide provided on the left side of the aircraft is protruding to the weeding position on the outside of the aircraft by the operation of the electric motor, or is stored in the storage position on the aircraft side, This determination result is displayed in characters. The position of the narrow guide is detected by an ON / OFF type switch, and when it is determined that the narrow guide is not in the storage position, “not stored” is displayed.

  "Cutter dropper state" detects the operation position of the switching plate that switches between a cutter working state that cuts and discharges the waste and a dropper state that drops the waste outside the machine without cutting, and the detection result Is displayed in characters. For example, when it is detected that the switching plate is switched to the cutter side, “Cutter” is displayed.

24 Steering handle 90 Information management terminal 92 Portable terminal 101f Selection switch 102 Progress status display unit 103 Touch switch group display unit 104 Steering display unit J Travel assist screen Ry Adjacent work target route (straight line mode)
N, P Adjacent work target route (curve mode)
V Assist arrow ts Start point (straight line mode)
te End point (straight line mode)
m1 start point (curve mode)
m10 End point (curve mode)
T Reference route (straight line mode)
M Reference path (curve mode)
u Predetermined interval (unit distance)
Na corrected adjacent work target route

Claims (5)

  A progress status display unit (102) that includes means for calculating the adjacent work target route (Ry, N, P) by inputting the location information of the aircraft by GPS and the input of the running state of the aircraft, and displaying the progress status of the traveling aircraft And a steering display unit (104) for displaying an assist arrow (V) pointing in the steering direction or the corrected steering direction with respect to the adjacent work target route (Ry, N, P), and assisting the steering display unit (104). An agricultural work vehicle, wherein an arrow (V) displays a shift state according to a distance (E) that the machine body has deviated from the adjacent work target route (Ry, N, P).   An information management terminal (90) for calculating the adjacent work target route (Ry, N, P) by inputting the location information of the aircraft by GPS and the traveling state of the aircraft is provided, and the information management terminal (90) is connected via communication means. The mobile management terminal (92) is connected, and the mobile management terminal (92) is provided with a switch (101f) for selecting a travel assist screen (J), and a progress status display section (102) is provided on the travel assist screen (J). The agricultural work vehicle according to claim 1, further comprising: a steering display unit (104); and a touch switch group display unit (103) for inputting various conditions necessary for driving assistance.   The agricultural work vehicle according to claim 1, wherein a straight line mode for calculating a straight adjacent work target route (Ry) and a curve mode for calculating a curved adjacent work target route (N, P) are selectable.   When the straight line mode is selected, the ON point of the assist start switch is stored as the start point ts, the point based on the aircraft turning or the state of the vehicle turning state is set as the end point (te), and the start point (ts) and the end point (te). Agricultural use according to claim 3, wherein a straight line connecting the two is set as a reference route (T), and adjacent work target routes (R1, R2, ... Ry) are calculated with a distance corresponding to a multiple of the work machine width (W). Work vehicle.   When the curve mode is selected, the ON point of the assist start switch is stored as the start point (m1), the point based on the aircraft turning or the aircraft turning state is the end point (m10), and the start point (m1) to the end point (m10) ) Is stored at every predetermined interval (u) to set a reference line (M) for a broken line, and an adjacent work target separated from each line segment forming the reference path (M) by a work width (W). A route (N) is set, and a corrected adjacent work target route (Na) is created by storing a travel point at every predetermined interval (u) based on the traveling of the aircraft along the adjacent work target route (N). The agricultural work vehicle according to claim 3, wherein the next adjacent work target route (P) is calculated based on the corrected adjacent work target route (Na).