JP7007245B2 - Harvester - Google Patents

Description

The present invention relates to a harvester capable of automatic traveling in a field.

For example, Patent Document 1 discloses a harvester capable of automatically traveling in a field. The harvester is provided with an operating tool such as a steering lever, and automatic traveling is terminated when a supervisor (including a driver) operates the operating tool.

Japanese Unexamined Patent Publication No. 2018-99043

By the way, when the harvester runs automatically, the optimum conditions for automatic running change depending on the condition of the field and the type of crop. In order to realize the optimum automatic driving, it is conceivable to equip the automatic driving function with a learning function and repeat the automatic driving of the field for learning, but the condition of the field and the condition of the crop change with each season. Therefore, it is difficult to properly perform learning by the learning function. From this, it is desirable that the observer can fine-tune the condition of the aircraft while operating the operation tool according to the condition of the field and the type of crop, but the automatic running ends every time the observer operates the operation tool. If it is configured, the operability is impaired.

In view of the above-mentioned circumstances, an object of the present invention is to provide a harvester in which operation of an operating tool is permitted under certain conditions while automatic traveling is continued, and suitable automatic traveling is performed.

The harvester of the present invention is a harvester capable of automatically traveling in a field, and has a function capable of changing the state of the machine while continuing the automatic traveling during the automatic traveling, and the above-mentioned operating tool. A machine state detection unit that detects the state of the machine, and a function setting unit that enables or disables the function according to the state of the machine detected by the machine state detection unit when the operation tool is operated. And are provided.

According to the present invention, since the operating tool has a function of changing the state of the machine while continuing the automatic running, the observer can finely adjust the state of the machine even during the automatic running. In addition, the operation of the operating tool during automatic driving is limited to the range necessary for changing the state of the aircraft by the configuration in which the function of the operating tool is enabled or disabled according to the state of the aircraft. As a result, a harvester is realized in which the operation of the operating tool is allowed under certain conditions while the automatic running is continued, and suitable automatic running is performed.

In the present invention, the operation tool is provided with a speed change operating tool for instructing a forward / backward speed change, and the function setting unit moves forward when the forward traveling is performed by the automatic traveling. It is preferable that the function of the speed change operation tool is enabled when the speed change operation tool is operated in the speed change area, and the function of the speed change control tool is invalidated when the speed change operation tool is operated in the reverse speed change area.

According to this configuration, since the operation of the speed change control tool is enabled in the forward speed change region while the forward travel is being performed in the automatic travel, the vehicle speed of the forward travel can be adjusted by human operation. That is, the operation of the shifting control tool during automatic driving is limited to the range necessary for forward driving.

As the operation tool, a speed change operation tool for instructing a forward / backward speed change is provided, and the function setting unit is within the forward speed change area when the reverse movement is being performed by the automatic driving. It is preferable to invalidate the function of the speed change operation tool and instruct to stop the vehicle regardless of whether the vehicle is operated in the reverse speed change area.

Compared to forward driving, reverse driving requires the observer to pay attention to the surroundings, so stopping the aircraft is prioritized over adjusting the vehicle speed based on the operation of the shifting control tool. With this configuration, when the observer is trying to stop the combine at the discretion of the observer during automatic driving, the combine can be stopped by operating the speed change control tool.

In the present invention, the automatic traveling includes an automatic work traveling in which the crop is harvested along a set traveling route and an automatic turning traveling in which the vehicle turns toward the next traveling route after the automatic working traveling is completed. , Automatic discharge running that departs from the traveling path and moves to another target point, and the harvesting section operating tool for operating the harvesting section is provided as the operating tool, and the function setting section is the automatic operation tool. When the work running is performed, the function of the harvesting section operating tool is enabled, and when the automatic turning running or the automatic discharging running is performed, the function of the harvesting section operating tool is invalidated. Then it is suitable.

According to this configuration, the operation of the harvesting part operating tool is enabled only during the automatic work running, so that the operation of the harvesting part operating tool during the automatic running is limited to the necessary range for harvesting the crop. ..

In the present invention, as the operation tool, a turning operation tool for instructing the turning of the machine body is provided, and the function setting unit invalidates the function of the turning operation tool during the automatic traveling and the turning operation tool. It is preferable that the vehicle is instructed to stop when the vehicle is operated more than the preset operation amount.

With this configuration, when the observer is trying to stop the combine at the discretion of the observer during automatic driving, the combine can be stopped by operating the turning operation tool greatly. Further, in this configuration, if the operation amount of the turning operation tool is smaller than the preset operation amount, the harvester does not stop. Therefore, due to an erroneous operation such as the observer's body touching the turning operation tool, the observer The risk of the harvester stopping unexpectedly is reduced.

It is a side view of a combine as an example of a harvester. It is a figure which shows the outline of the automatic traveling of a combine. It is a figure which shows the traveling route in automatic driving. It is a functional block diagram which shows the structure of the control system of a combine. It is a system block diagram which shows the control system in automatic driving. It is a figure which shows the traveling route and the discharging route in automatic traveling. It is a figure which shows the validity or invalidity of the operation tool in automatic driving.

A mode for carrying out the present invention will be described with reference to the drawings. In the following description, unless otherwise specified, the direction of the arrow "F" shown in FIG. 1 is the front direction of the aircraft, and the direction of the arrow "B" is the rear direction of the aircraft. Further, the direction of the arrow "U" shown in FIG. 1 is the upward direction, and the direction of the arrow "D" is the downward direction.

[Overall composition of combine harvester]
As shown in FIG. 1, the ordinary combine, which is a form of a harvester, includes a machine body 10, a crawler-type traveling device 11, an operating unit 12, a threshing device 13, a grain tank 14, and a harvesting device H as a harvesting unit. , The transport device 16, the grain discharge device 18, and the own vehicle position detection module 80 are provided.

The traveling device 11 is provided at the lower part of the combine. The combine can be self-propelled by the traveling device 11.

Further, the operation unit 12, the threshing device 13, and the grain tank 14 are provided above the traveling device 11, and these are configured as the upper part of the machine body 10. A driver who drives the combine harvester and a monitor who monitors the work of the combine harvester can board the driver unit 12. Usually, the driver and the observer are also used. When the driver and the observer are different persons, the observer may monitor the work of the combine from outside the combine. That is, the observer in the present invention also includes a driver.

The grain discharge device 18 is connected to the rear lower portion of the grain tank 14. Further, the own vehicle position detection module 80 is attached to the front upper portion of the driving unit 12.

The harvester H is provided at the front of the combine. The transport device 16 is provided adjacent to the harvesting device H on the rear side. Further, the harvesting device H has a cutting device 15 and a reel 17. The reaping device 15 reaps the planted culm in the field. Further, the reel 17 is driven to rotate and scrapes the planted culm to be harvested. With this configuration, the harvester H harvests the grain in the field. Then, the combine can be reaped by the traveling device 11 while reaping the planted culm in the field by the reaping device 15.

As described above, the combine has a reaping device 15 for reaping the planted culm as a crop in the field.

The harvested grain culms cut by the harvesting device 15 are transported to the threshing device 13 by the transporting device 16. In the threshing device 13, the harvested grain culm is threshed. The grain as a harvest obtained by the threshing treatment is stored in the grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by the grain discharging device 18 as needed.

Further, a communication terminal 2 is installed in the driving unit 12. The communication terminal 2 is configured to be able to display various information. In the present embodiment, the communication terminal 2 is fixed to the driving unit 12. The communication terminal 2 may be configured to be detachable from the driving unit 12 or may be located outside the combine harvester.

As shown in FIG. 2, this combine automatically travels along a travel route set in the field. The own vehicle position detection module 80 is used to detect the own vehicle position. The own vehicle position detection module 80 includes a satellite navigation module 81 and an inertial navigation module 82. The satellite navigation module 81 receives a GNSS (Global Navigation Satellite System) signal (including a GPS signal) from the artificial satellite GS, and outputs positioning data for calculating the position of the own vehicle. The inertial navigation module 82 incorporates a gyro acceleration sensor and a magnetic orientation sensor, and outputs a position vector indicating an instantaneous traveling direction. The inertial navigation module 82 is used to complement the vehicle position calculation by the satellite navigation module 81. The inertial navigation module 82 may be installed at a different location from the satellite navigation module 81.

The procedure for harvesting in the field with this combine is as described below.

First, the observer manually operates the combine harvester and, as shown in FIG. 2, performs a harvesting run so as to orbit along the boundary line of the field in the outer peripheral portion of the field. The area that has become an existing work area is set as the outer peripheral area SA. Then, the area left as an unworked area inside the outer peripheral area SA is set as the work target area CA. FIG. 2 shows an example of the outer peripheral region SA and the work target region CA.

Further, at this time, in order to secure a certain width of the outer peripheral region SA, the observer makes the aircraft 10 travel two or three laps. In this traveling, the width of the outer peripheral region SA is expanded by the working width of the combine every time the machine 10 makes one round. First, for example, after traveling for two or three laps, the width of the outer peripheral region SA becomes about two to three times the working width of the combine.

The outer peripheral region SA is used as a space for the combine to change direction when performing a harvesting run in the work target region CA. Further, the outer peripheral region SA is also used as a space for movement such as when moving to a grain discharge place or when moving to a refueling place after the harvesting run is finished.

The carrier CV shown in FIG. 2 can collect and transport the grains discharged from the combine. At the time of grain discharge, the combine moves to the vicinity of the carrier CV and then discharges the grains to the carrier CV by the grain discharge device 18.

When the outer peripheral area SA and the work target area CA are set, the traveling route in the work target area CA is calculated as shown in FIG. A plurality of parallel straight line traveling paths are generated in a strip shape in the work target area CA, and the traveling paths are set so as to be arranged at equal intervals. A U-turn run (for example, a 180-degree turnover run) is performed to move from one end of the run path indicated by one straight line to one end of the run path indicated by the other straight line. The automatic traveling while connecting such parallel traveling paths by U-turn traveling is hereinafter referred to as "reciprocating traveling". This U-turn running includes normal U-turn running and switchback turn running. The normal U-turn running is performed only by advancing the aircraft 10, and the running locus is U-shaped. The switchback turn running is performed by using the forward and reverse movements of the aircraft 10, and the running locus is not U-shaped, but as a result, the combine can obtain the same direction change running as the normal U-turn running. .. In order to perform a normal U-turn running, a distance is required to sandwich two or more running path elements between the route changeable point before the direction change running and the route changeable point after the direction change running. At shorter distances, switchback turn runs are used. That is, since the switchback turn running moves backward unlike the normal U-turn running, there is no influence of the turning radius of the aircraft 10, and there are many choices of the running path element to be the transition destination. However, since the switch back turn running is switched between forward and backward, the switch back turn running basically takes longer than the normal U-turn running.

The traveling route is not limited to a straight line, and may be a curved line or a combination of a curved line and a straight line. The distance between the parallel traveling paths is determined based on the working width, which is the cutting width of the harvesting device H, and the overlap for absorbing the traveling error. The calculated travel route is sequentially set based on the work travel pattern, and the combine is automatically controlled to travel along the set travel route.

FIG. 4 shows a combine control system using the automatic steering system according to the present invention. The control system of the combine is from a control unit 5 consisting of a large number of electronic control units called ECUs and various input / output devices that perform signal communication (data communication) with the control unit 5 through a wiring network such as an in-vehicle LAN. It is configured.

The notification device 62 is a device for notifying a monitor or the like of a work running state and various warnings, and is a buzzer, a lamp, a speaker, a display, and the like. The communication unit 66 is used for the control system of this combine to exchange data with the communication terminal 2 (see FIG. 1) or with a management computer installed at a remote location. The communication terminal 2 also includes a tablet computer operated by a monitor standing in the field or a monitor boarding the combine, a computer installed at home or a management office, and the like. The control unit 5 is a core element of this control system and is shown as an aggregate of a plurality of ECUs. The signal from the vehicle position detection module 80 is input to the control unit 5 through the vehicle-mounted LAN.

The control unit 5 includes an output processing unit 59 as an input / output interface, a state input processing unit 57 as an airframe state detection unit, and an operation input processing unit 58 as a function setting unit. The output processing unit 59 is connected to various operating devices 70 via the device driver 65. The operating device 70 includes a traveling device group 71, which is a traveling device, and a working device group 72, which is a work-related device. The traveling equipment group 71 includes, for example, steering equipment, engine equipment, transmission equipment, braking equipment, and the like. The work equipment group 72 includes a power control device in a harvesting work device (harvesting device H, threshing device 13, transport device 16, grain discharging device 18) as shown in FIG.

A traveling state sensor group 63, a working state sensor group 64, and the like are connected to the state input processing unit 57. The traveling state sensor group 63 includes an engine rotation speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a shift position detection sensor, a steering position detection sensor, and the like. The work state sensor group 64 includes a sensor for detecting the drive state of the harvesting work device (harvesting device H, grain removing device 13, transport device 16, grain discharging device 18) as shown in FIG. Includes sensors to detect the state. In this way, the state input processing unit 57 as the machine body state detection unit detects the state of the machine body 10 (see FIGS. 1 to 3; the same applies hereinafter) via the traveling state sensor group 63, the work state sensor group 64, and the like. ..

A work operation unit 40, a travel operation unit 90, and the like are connected to the operation input processing unit 58. The work operation unit 40 and the travel operation unit 90 are a general term for operating tools that are manually operated by an observer and whose operation signals are input to the control unit 5. The work operation unit 40 includes a harvesting lift lever 41 as a harvesting unit operating tool for operating the harvesting device H (see FIG. 1), and the harvesting lift lever 41 is for controlling the raising and lowering of the harvesting device H by swinging back and forth. It is an operation tool. Although not shown, the harvesting device H is driven up when the cutting up / down lever 41 is swung back and forth, and the harvesting device H is driven down when the cutting up / down lever 41 is swung back and forth. Further, the raising / lowering drive of the harvesting device H is stopped while the cutting raising / lowering lever 41 is located at the neutral position in the front-rear direction. The traveling operation unit 90 includes a main speed change operation tool 91, a steering operation tool 92 as a turning operation tool, a mode operation tool 93, an automatic start operation tool 94, and the like. The steering control tool 92 instructs the aircraft 10 to turn. The work operation unit 40 and the travel operation unit 90 have a function capable of changing the state of the machine body 10 while continuing the automatic travel during the automatic travel. Although the details will be described later, the operation input processing unit 58 as the function setting unit enables or disables the function of the operation tool according to the state of the machine body 10 when the operation tool is operated.

The main speed change operating tool 91 is an operating tool for driving the traveling device 11 (see FIG. 1) forward or backward, and instructing the speed change of forward / backward movement. When the vehicle speed adjustment range of the main speed change controller 91 is adjusted to a neutral position where the vehicle speed becomes zero, the traveling device 11 stops. Of the vehicle speed adjustment range of the main shifting controller 91, the range in front of the neutral position is the forward speed changing region, and when the main shifting operating tool 91 is operated in the forward speed changing region, the vehicle travels with vehicle speed adjustment. The device 11 is driven forward. Further, in the vehicle speed adjustment range of the main shift control tool 91, the range behind the neutral position is the reverse speed change region, and when the main shift control tool 91 is operated in the reverse speed change region, the traveling device 11 Drives backwards.

In the manual driving mode, when the steering control tool 92 is swung left and right from the neutral position, the crawler speed of the left crawler mechanism and the crawler speed of the right crawler mechanism are adjusted, and the direction of the aircraft 10 is changed. .. The mode operating tool 93 has a function of giving a command to the control unit 5 to switch between an automatic driving mode in which automatic driving is performed and a manual driving mode in which manual driving is performed. The automatic start operation tool 94 has a function of giving a final automatic start command to the control unit 5 for starting automatic running. Although only one automatic start operation tool 94 is shown in FIG. 4, a plurality of automatic start operation tools 94 are provided and a plurality of automatic start operation tools 94 are operated at the same time in order to prevent erroneous operation. By doing so, the configuration may be such that the final automatic start command is output. Further, the transition from the automatic driving mode to the manual driving mode may be automatically performed by software regardless of the operation by the mode operating tool 93. For example, when a situation occurs in which automatic driving is impossible, the control unit 5 forcibly executes a transition from the automatic driving mode to the manual driving mode.

The control unit 5 includes a travel control unit 51, a work control unit 52, a travel mode management unit 53, a travel route setting unit 54, a vehicle position calculation unit 55, a notification unit 56, and the like. The own vehicle position calculation unit 55 determines the own vehicle position, which is the map coordinates (or field coordinates) of a specific location of the aircraft 10 preset, based on the positioning data sequentially sent from the own vehicle position detection module 80. calculate. As the own vehicle position, the position of the reference point of the machine body 10 (for example, the center of the vehicle body, the center of the harvesting device H shown in FIG. 1, etc.) can be set. The notification unit 56 generates notification data based on a command or the like from each functional unit of the control unit 5, and supplies the notification data to the notification device 62.

The travel control unit 51 has an engine control function, a steering control function, a vehicle speed control function, and the like, and gives a control signal to the travel equipment group 71. The work control unit 52 sends a control signal to the work equipment group 72 in order to control the movement of the harvesting work equipment (harvesting device H, threshing device 13, transport device 16, grain discharging device 18, etc.) as shown in FIG. give.

This combine can be driven by both automatic driving in which harvesting work is performed by automatic driving and manual driving in which harvesting work is performed by manual driving. Therefore, the travel control unit 51 includes a manual travel control unit 51A and an automatic travel control unit 51B. When performing automatic driving, an automatic driving mode is set, and for manual driving, a manual driving mode is set. The switching of the traveling mode is managed by the traveling mode management unit 53. That is, the travel mode management unit 53 is configured so that the travel mode can be switched between an automatic travel mode for executing automatic travel and a manual travel mode for executing manual travel.

The travel mode management unit 53 is configured to be switchable between an automatic travel mode and a manual travel mode, but the travel mode is not limited to the automatic travel mode and the manual travel mode. For example, when the driving mode management unit 53 switches from the automatic driving mode to the manual driving mode, the driving mode management unit 53 first switches to the manual preparation mode, and then switches to the manual driving mode after the conditions for manual driving are satisfied. May be there. Further, when the machine body 10 is stopped by the operation of the operating tool during the automatic driving, the traveling mode management unit 53 may be configured to switch from the automatic driving mode to the abnormal mode indicating the abnormal state.

When the automatic driving mode is set, automatic driving is performed based on the control block as shown in FIG. The automatic driving control unit 51B controls the traveling equipment group 71 by generating a control signal for changing the vehicle speed including automatic steering and stopping. The travel route is set by the travel route setting unit 54, and the own vehicle position is calculated by the own vehicle position calculation unit 55. Then, the control signal related to the automatic steering is generated so as to eliminate the directional deviation and the positional deviation between the own vehicle position and the traveling path. The control signal relating to the vehicle speed change is generated based on the vehicle speed value set corresponding to the position in the forward speed change region of the main shifting controller 91. Although the details will be described later, when the stop instruction is output by the operation input processing unit 58, the automatic traveling control unit 51B stops the traveling equipment group 71, thereby causing the aircraft 10 (see FIGS. 1 to 3). Stop.

The travel route setting unit 54 generates a travel route by itself by the route calculation algorithm. The travel route setting unit 54 may download and use the travel route generated by the communication terminal 2 (see FIG. 1), a management computer at a remote location, or the like.

When the manual driving mode is selected, the manual driving control unit 51A generates a control signal based on the operation by the observer and controls the traveling equipment group 71 to realize the manual driving. The travel route calculated by the travel route setting unit 54 can be used for the purpose of guidance for the combine to travel along the travel route even in manual operation.

[About enabling and disabling the operation tool]
When the automatic driving mode is selected, the operation tools included in the work operation unit 40 and the travel operation unit 90 are an operation tool that can be operated even during automatic driving and an operation tool that cannot be operated during automatic driving. And, it is divided into. For example, the steering operation tool 92 becomes inoperable during automatic traveling. FIG. 6 shows an example in which the combine automatically travels along the traveling route, and FIG. 7 shows the valid or invalid state of the operation tool for each type of traveling route.

In FIG. 6, a plurality of lines L are generated in a strip shape as a traveling route, and the machine body 10 reciprocates in order from the line L on one end side of the field. In the outer peripheral region SA, the discharge position DP is set at the ridge where the carrier CV can be laid sideways. During the automatic traveling of the combine, when moving to the adjacent line L after the mowing traveling along one line L is completed, the turning traveling by the switch back turn traveling is performed. For example, after the aircraft 10 is forward-traveled along the transition source line L (1) and the forward travel route ML1 (1), the aircraft 10 temporarily stops and the aircraft is stopped along the reverse travel route ML2 (1). 10 reverse runs are performed. Then, after the aircraft 10 stops again, the aircraft 10 travels forward again along the forward travel path ML3 (1) to reach the destination line L (2). The discharge route Pt is a route for the aircraft 10 to leave the line L and move to the discharge position DP. In FIG. 6, when the machine body 10 is traveling forward along the line L (4), the grains stored in the grain tank 14 reach the set amount, and the machine body 10 passes through the discharge path Pt. It is shown that it moves to the discharge position DP. The amount of grains stored in the grain tank 14 (see FIG. 1, the same applies hereinafter) can be detected by, for example, a yield sensor (not shown) provided in the working state sensor group 64. When the machine body 10 reaches the discharge position DP, the grains stored in the grain tank 14 are discharged to the carrier CV.

Automatic driving includes automatic work driving, automatic turning driving, and automatic discharge driving. The automatic work running is a form of automatic running in which the combine harvests the planted culm as a crop along the line L as the set running route. The automatic turning running is a form of automatic running in which the aircraft 10 turns toward the next line L after the completion of the automatic work running, and is automatically along the forward running path ML1, the reverse running path ML2, and the forward running path ML3. A turning run is performed. The automatic discharge running is a form of automatic running in which the aircraft 10 is separated from the line L as the traveling route and the aircraft 10 moves to the discharging position DP as another target point, and is automatically discharged along the discharging route Pt. The run is done.

When the mode operating tool 93 (see FIG. 4) is turned on, the aircraft 10 reaches the start position of the line L (1), and the predetermined conditions are met, the traveling mode of the control unit 5 can be switched to the automatic traveling mode. Will be. Then, when the automatic start operation tool 94 (see FIG. 4) is turned on, the traveling mode of the control unit 5 shifts to the automatic traveling mode.

When the machine body 10 is automatically driven in the field, the machine body 10 is driven forward on the line L, the forward travel path ML1, the forward travel path ML3, and the discharge path Pt. During this time, since the operation of the main shifting controller 91 (see FIGS. 4 and 5; the same applies hereinafter) in the forward speed changing region is enabled, the main shifting operating tool 91 is operated in the forward speed changing region. Then, the forward traveling is continued while the vehicle speed of the aircraft 10 is adjusted. That is, in the operation input processing unit 58 (see FIGS. 4 and 5, the same shall apply hereinafter) as the function setting unit, when the forward traveling is performed by automatic traveling, the main speed change operating tool 91 is within the forward speed changing region. When operated, the function of the main speed change control tool 91 is activated.

The operation input processing unit 58 as a function setting unit invalidates the function of the main speed change operation tool 91 when the main speed change operation tool 91 is operated in the reverse speed change area when the forward movement is performed by automatic running. To become. Therefore, when the observer operates the main gear shifting operating tool 91 within the reverse speed change area while the aircraft 10 is traveling forward based on the automatic traveling, the operation input processing unit 58 outputs a stop instruction. The stop instruction is input to the automatic traveling control unit 51B, and the aircraft 10 stops based on the stop instruction. Then, the traveling mode of the control unit 5 is switched from the automatic traveling mode to the manual traveling mode.

In the reverse travel route ML2, the aircraft 10 travels backward. During this time, in the main shift operating tool 91, both the operation in the forward speed change area and the operation in the reverse speed change area are invalidated. That is, since the observer needs to pay attention to the surroundings in the reverse travel as compared with the forward travel, the stop of the aircraft 10 is prioritized over the adjustment of the vehicle speed based on the operation of the main speed change control tool 91. Therefore, if the observer operates the main shift operating tool 91 while the aircraft 10 is traveling backward based on the automatic traveling, the operation input processing unit 58 outputs a stop instruction. The stop instruction is input to the automatic traveling control unit 51B, and the aircraft 10 stops based on the stop instruction. Then, the traveling mode of the control unit 5 is switched from the automatic traveling mode to the manual traveling mode. That is, the operation input processing unit 58 as the function setting unit operates in the reverse speed change area even if the main speed change operation tool 91 is operated in the forward speed change area when the reverse drive is performed by automatic driving. Even if it is done, the function of the main speed change operation tool 91 is invalidated and the vehicle is instructed to stop. As a result, the operation of the main shift operating tool 91 during automatic traveling is limited to the range required for forward traveling.

The function of the cutting lift lever 41 (see FIGS. 4 and 5, and so on) is enabled only while the automatic work run is performed along the line L. That is, the raising / lowering control of the harvesting device H based on the operation of the cutting raising / lowering lever 41 is possible only during the automatic work run. While the machine body 10 automatically turns along the forward travel path ML1, the reverse travel path ML2, and the forward travel path ML3, the function of the cutting lift lever 41 is disabled. Further, the function of the cutting lift lever 41 is disabled even while the machine body 10 is automatically discharged and traveled along the discharge path Pt. Even if the cutting lift lever 41 is operated while the function of the cutting lift lever 41 is disabled, the raising / lowering control of the harvesting device H is not performed. In this way, the operation input processing unit 58 as the function setting unit enables the function of the cutting lift lever 41 as the harvesting unit operating tool when the automatic work running is performed, and automatically turns or runs automatically. When the discharge running is performed, the function of the harvesting lift lever 41 is invalidated. As a result, the operation of the cutting lift lever 41 during automatic traveling is limited to the range required for crop harvesting.

As shown in the row of the steering operation tool 92 in FIG. 7, the steering function of the steering operation tool 92 (see FIGS. 4 and 5, and so on) is disabled during automatic traveling. Therefore, during the automatic work running along the line L, between the automatic turning running along the forward running path ML1, the reverse running path ML2, and the forward running path ML3, and between the automatic discharging running along the discharge path Pt. Even if the steering operation tool 92 is operated, the aircraft 10 does not turn. As shown in the line of "Large amount of operation" in FIG. 7, when the steering operation tool 92 is operated larger than the preset operation amount, the operation input processing unit 58 outputs a stop instruction and automatic driving is performed. Stop. The stop instruction by the operation input processing unit 58 is input to the automatic traveling control unit 51B, and the aircraft 10 stops based on the stop instruction of the operation input processing unit 58. Then, the traveling mode of the control unit 5 is switched from the automatic traveling mode to the manual traveling mode, and the automatic traveling is stopped. That is, when the observer is trying to stop the aircraft 10 at the discretion of the sword during automatic driving, the operation input process is performed so that the observer can stop the aircraft 10 by greatly operating the steering operation tool 92. The unit 58 is configured. On the other hand, as shown in the line of "small operation amount" in FIG. 7, when the operation amount of the steering operation tool 92 is smaller than the operation amount during automatic driving, the operation input processing unit 58 outputs a stop instruction. Without doing so, automatic driving will continue. That is, the operation input processing unit 58 as the function setting unit invalidates the function of the steering operation tool 92 during automatic driving, and stops the vehicle when the steering operation tool 92 is operated more than the preset operation amount. Instruct. As a result, the possibility that the aircraft 10 will stop against the intention of the observer due to an erroneous operation such as the observer's body touching the steering operation tool 92 is reduced.

As described above, the state input processing unit 57 as the machine body state detection unit is based on the traveling state sensor group 63 (see FIGS. 4 and 5) and the working state sensor group 64 (see FIGS. 4 and 5). Detects the state of. Then, when the operation tool is operated, the operation input processing unit 58 as the function setting unit enables or disables the function of the operation tool according to the state of the machine body 10.

[Another Embodiment]
The present invention is not limited to the configuration exemplified in the above-described embodiment, and the following will exemplify another typical embodiment of the present invention.

(1) In the above-described embodiment, when the main speed change operation tool 91 is operated with the function of the main speed change operation tool 91 disabled, the machine body 10 is stopped by the stop instruction of the operation input processing unit 58. However, the present invention is not limited to this embodiment. Even if the main speed change operation tool 91 is operated in a state where the function of the main speed change operation tool 91 is disabled, the operation input processing unit 58 may be configured not to output a stop instruction. For example, in a state where the function of the main shift operation tool 91 is disabled, the operation input processing unit 58 may be configured so as not to accept the operation of the main shift operation tool 91 and not to output a stop instruction. In this state, the position of the main speed change operating tool 91 may be automatically returned to the position before the operation.

For example, when forward traveling by automatic traveling is performed, even if the main speed change operating tool 91 is swung in the reverse speed changing region, the operation input processing unit 58 does not accept the operation of the main speed change operating tool 91, and the main speed change operation tool 91 is mainly used. The position of the speed change operating tool 91 may be automatically returned to the position before the operation. Further, even if the main shift operating tool 91 is shaken during reverse traveling by automatic traveling, the operation input processing unit 58 does not accept the operation of the main shifting operating tool 91, and the position of the main shifting operating tool 91. May be configured to automatically return to the position before the operation. That is, when the operation tool is operated, the operation input processing unit 58 as the function setting unit performs the function of the operation tool according to the state of the machine 10 detected by the state input processing unit 57 as the machine state detection unit. Any configuration may be used as long as it is enabled or disabled.

(2) In the above-described embodiment, when the vehicle is traveling backward by automatic driving, the operation input processing unit 58 as the function setting unit is configured to invalidate all the functions of the main speed change operation tool 91. However, it is not limited to this embodiment. For example, when the reverse traveling is being performed by the automatic traveling, the operation of the main gear shifting operating tool 91 in the forward speed changing region may be enabled. With this configuration, the observer can adjust the vehicle speed in preparation for the next forward driving even during reverse driving.

(3) In the above-described embodiment, the operation input processing unit 58 enables the function of the cutting elevating lever 41 when the automatic work running is performed, and the automatic turning running or the automatic discharging running is performed. When it is, the function of the cutting lift lever 41 is invalidated, but the present invention is not limited to this embodiment. For example, the operation input processing unit 58 may enable the function of the cutting elevating lever 41 even when the automatic turning running is performed, or the cutting may be performed even when the automatic discharging running is performed. The function of the elevating lever 41 may be enabled.

(4) In the above-described embodiment, the operation input processing unit 58 invalidates the function of the steering operation tool 92 during automatic driving, and the steering operation tool 92 is operated more than a preset operation amount. It is configured to instruct a stop, but is not limited to this embodiment. For example, the operation input processing unit 58 may be configured to simply invalidate the function of the steering operation tool 92 during automatic traveling.

(5) In the above-described embodiment, the switchback turn running shown in FIGS. 3 and 6 turns the machine body 10 by 180 degrees, but the present invention is not limited to this embodiment. The switchback turn running may be, for example, turning the machine body 10 to about 90 degrees.

The configuration disclosed in the above embodiment (including another embodiment, the same shall apply hereinafter) can be applied in combination with the configuration disclosed in other embodiments as long as there is no contradiction. Moreover, the embodiment disclosed in the present specification is an example, and the embodiment of the present invention is not limited to this, and can be appropriately modified without departing from the object of the present invention.

The present invention can be used not only for ordinary combine harvesters but also for head-feeding combine harvesters. It can also be used for various harvesters such as a corn harvester, a potato harvester, a carrot harvester, and a sugar cane harvester.

10: Body 41: Harvesting lift lever (harvesting part operation tool)
57: Status input processing unit (airframe state detection unit)
58: Operation input processing unit (function setting unit)
91: Main shifting controller (shifting controller)
92: Steering operation tool (turning operation tool)
DP: Discharge position (other target points)
H: Harvesting equipment (harvesting department)
L: Line (travel route)

Claims (5)

It is a harvester that can run automatically in the field.
An operating tool having a function capable of changing the state of the aircraft while continuing the automatic driving during the automatic driving.
The aircraft state detection unit that detects the state of the aircraft, and
A harvester provided with a function setting unit for enabling or disabling the function according to the state of the machine detected by the machine state detection unit when the operation tool is operated. As the operation tool, a speed change operation tool for instructing a forward / backward speed change is provided.
When the speed change operation tool is operated in the forward speed change region, the function setting unit activates the function of the speed change operation tool and the shift operation is performed. The harvester according to claim 1, wherein when the tool is operated in the reverse speed change area, the function of the speed change operation tool is invalidated. As the operation tool, a speed change operation tool for instructing a forward / backward speed change is provided.
When the speed change operation tool is operated in the forward speed change area or in the reverse speed change area, the function setting unit of the speed change operation tool is operated in the reverse speed change area. The harvester according to claim 1 or 2, which invalidates the function and instructs the vehicle to stop. In the automatic running, an automatic work running that runs while harvesting crops along a set running path, an automatic turning running that turns toward the next running path after the completion of the automatic working running, and the running route. Includes self-driving cars that leave and move to other target points,
As the operating tool, a harvesting section operating tool for operating the harvesting section is provided.
The function setting unit activates the function of the harvesting unit operating tool when the automatic work traveling is performed, and when the automatic turning traveling or the automatic discharging traveling is performed, the harvesting unit operates. The harvester according to any one of claims 1 to 3, which invalidates the function of the part operating tool. As the operation tool, a turning operation tool for instructing the turning of the aircraft is provided.
Claims 1 to 4 indicate that the function setting unit invalidates the function of the turning operation tool during the automatic traveling and instructs the vehicle to stop when the turning operation tool is operated more than a preset operation amount. The harvester described in any one of the items.

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