WO2019124217A1

WO2019124217A1 - Work vehicle, travel path selection system for work vehicle, and travel path calculation system

Info

Publication number: WO2019124217A1
Application number: PCT/JP2018/045907
Authority: WO
Inventors: 阪口和央; 佐野友彦; 吉田脩; 中林隆志
Original assignee: 株式会社クボタ
Priority date: 2017-12-20
Filing date: 2018-12-13
Publication date: 2019-06-27
Also published as: CN111343854A; KR20200096489A; CN111343854B

Abstract

A work vehicle is provided with which it is possible to suppress unnecessary work travel due to excessive overlap. A work vehicle comprises: a work device that specifies a work width W; a travel-path-setting unit that sets a plurality of travel paths RL1, RL2 extending parallel with a determined path interval therebetween, on the basis of the work width W and an overlap value L set in advance on both sides of the work width W; a position displacement value calculation unit that calculates a position displacement value δ when a calculated host vehicle position is displaced from the travel path RL1 that is the travel target toward a previous work region; a modification value calculation unit that derives the difference value between the overlap value and the position displacement value, and sets a value that does not exceeds the difference value as a modification value d; and a travel path displacement unit that displaces the travel path RL2, set in a region that has not been worked yet, toward the unworked region on the basis of the modification value d.

Description

Work vehicle, travel route selection system for work vehicle, and travel route calculation system

The present invention relates to a work vehicle, a travel route selection system for a work vehicle, and a travel route calculation system.

(1) Conventionally, there is a work vehicle that divides a work site into an existing work area and an unworked area by automatically traveling along a travel route.

Patent Document 1 discloses a work vehicle that automatically travels along a plurality of travel routes set to cover an unworked area. The travel paths are parallel to one another, and the distance between them is determined by the working width and the overlap value set at both ends of the working width. Direction change traveling is performed from the traveling route after the traveling to the next traveling route. Although the overlap value is determined in consideration of the running error of the work vehicle (displacement in the transverse direction of the traveling route: lateral shift), in actual driving, lateral shift occurs that exceeds the set overlap value. In this case, a new travel route is set to avoid leaving work.

Patent Document 2 discloses a work vehicle that automatically travels along a travel path including a plurality of straight paths generated based on the size of the unworked area, the work width, and the overlapping setting width (overlap). When generating a travel route, if there is an unworked area with a width less than the work width, set the overlap setting width to a wider overlap width and generate an unworked area with a width less than the work width. A driving route generation algorithm to avoid is provided.

(2) Conventionally, there is a working vehicle traveling along the work site along a traveling path including a plurality of parallel traveling paths extending parallel to one another and a direction changing traveling path connecting the parallel traveling paths.

Patent Document 3 discloses a field work vehicle equipped with an operation support device that displays a travel route with high efficiency and accuracy of work to be recommended on the display unit of the display device according to the current position of the vehicle. . Here, the recommended travel route is a route where the exit position of the work is in the vicinity of the work start position, assuming that there is only one entrance to the field, and furthermore, the portion where the work area is stepped on is as small as possible. Path that In this operation support device, the work width center of the work device is located on the vehicle body center line, and as a result, the vehicle body is located between the work width center and the turning reference point (which is substantially located on the tread width center line). It is assumed that there is no offset in the transverse direction.

(3) Conventionally, a reaping device for reaping the field cropping grain in a field, a threshing device for threshing the reaping grain remnant harvested by the reaping device, and a grain for storing grains obtained by threshing processing by the threshing device BACKGROUND There is a travel route calculation system that calculates a travel route of a combine having a tank and a storage amount sensor that detects a grain storage amount in a grain tank.

Patent Document 4 describes an idea of an automatic travel combine. In the harvesting operation using the combine, the operator manually operates the combine at the beginning of the harvesting operation and performs the mowing travel so as to go around the outer peripheral portion in the field.

During traveling on the outer circumference, the traveling direction of the harvester is recorded. Then, the automatic traveling based on the recorded direction performs the reaping travel in the uncut area in the field.

Here, in the device described in Patent Document 4, a collecting tank is disposed at an outer peripheral portion in the field. The collection tank is configured to be able to receive and store grains discharged from the discharge cylinder of the combine.

And the combine of patent document 4 is comprised so that it may carry out the reaping driving | running | working in a non-cutting area | region by repeating the lap | rotation driving | running | working which passes the vicinity of a collection tank. In this round trip, when the combine comes close to the collection tank, the combine stops near the collection tank if it is necessary to discharge the grain. Then, the grains are discharged from the discharge cylinder of the combine into the collection tank.

JP, 2017-055,673 JP, 2017-134527, A Japanese Patent Application Publication No. 2000-014208 Japanese Utility Model Application Publication No. 2-107911

(1) Background Art The problems corresponding to (1) are as follows.

In the work vehicles according to Patent Document 1 and Patent Document 2, the overlap value is set to exceed the assumed positional deviation of the work vehicle. Therefore, in the case of driving under normal conditions, lateral deviation does not occur so as to exceed the overlap value, and in normal driving, only positional deviation occurs in a range considerably smaller than the width of the overlap value. Therefore, in work travel along each travel path, waste occurs due to the difference between the actual positional deviation and the overlap value.

In view of such actual circumstances, there is a demand for a work vehicle that can suppress unnecessary work travel due to excessive overlap.

(2) Background Art The problems corresponding to (2) are as follows.

When traveling on a plurality of parallel traveling routes extending parallel to one another, the traveling on the current traveling route is finished, and when selecting the next traveling route from a plurality of parallel traveling routes, the current is considered as current as possible considering the minimum turning radius. The untraveled travel route near the travel route is the first candidate. At this time, when a large number of untraveled travel paths remain on both sides of the current travel path, the distances of the turning paths to the left and right travel paths are treated as the same. This is because it is assumed that the work width center of the work vehicle is located on the vehicle body center line. However, in the case of a work vehicle equipped with a working device that causes lateral displacement (displacement in the vehicle transverse direction) between the working width center and the turning reference point, the working width center is set between left turning and right turning. Since the locus is asymmetrical, the conventional method can not select an appropriate next traveling route.

From such a situation, a work vehicle capable of selecting an appropriate next travel route is required even if the work device is equipped with a lateral shift between the work width center and the turning reference point.

(3) Background Art The problems corresponding to (3) are as follows.

In the combine described in Patent Document 4, the combine travels automatically so as to pass in the vicinity of the collection tank even when it is not necessary to discharge the grain. At this time, the combine travels in the existing area.

That is, in the automatic travel of the combine described in Patent Document 4, the ratio of travel in the already-cut region becomes relatively large. This tends to lower the work efficiency.

Here, in order to improve the working efficiency, after setting the reaping travel path formed of a plurality of travel lines as an uncrop area, the combine travels along the reaping travel path, and the need for grain discharge etc. occurs. In such a case, a configuration may be considered in which the combine is controlled so as to temporarily leave the reaping travel path.

In this configuration, the combine grain tank may be full at a position midway along the traveling line. In this case it is necessary to interrupt the harvesting run at that location and to leave the running line for grain removal. As a result, a part of the travel line is left uncut.

And, after the grain is discharged, when the combine travels on the uncut part of the traveling line, it is necessary to travel the already cut part of the traveling line. Thereby, the efficiency of mowing travel of the combine tends to be reduced.

That is, when the grain tank of the combine is full in the middle of the traveling line, the efficiency of the combine traveling by the harvest tends to decrease.

Here, the predicted value of the grain storage amount is calculated when the combine travels along the entire traveling line scheduled to travel next and the calculated predicted value is equal to or more than the storage limit amount, and the next traveling is performed. It is conceivable that the grain discharging operation is performed before starting the mowing travel along the line. With this configuration, it is possible to avoid that the combine grain tank becomes full in the middle of the traveling line.

However, in this configuration, it is assumed that the grain discharging operation is performed despite the relatively large allowance in the grain tank. As a result, work efficiency tends to be reduced.

The object of the present invention is to travel as it is easy to prevent a drop in working efficiency by storing as many grains as possible in the grain tank while avoiding that the grain tank of the combine is full in the middle of the traveling line It is providing a route calculation system.

(1) The solution means corresponding to the problem (1) is as follows.

The work vehicle according to the present invention is a work vehicle that divides a work site into an existing work area and an unworked area by automatically traveling along a travel route, and includes a work device that defines a work width, and the work width And a travel route setting unit for setting a plurality of travel routes extending in parallel with a route interval determined based on an overlap value preset on both sides of the work width, and a host vehicle for computing a host vehicle position A position calculation unit, a position shift value calculation unit for calculating a position shift value when the vehicle position is shifted toward the work area from the travel route as the travel target, and the overlap value And a correction value calculation unit that obtains a difference value between the position deviation value and the difference value, and uses a value that does not exceed the difference value as a correction value, and the travel route set in the unworked area based on the correction value. Travel path to be displaced to the unworked area side And a displacement portion.

When the work vehicle travels along one traveling path of a plurality of parallel traveling paths set in the unworked area, a lateral deviation from the traveling path, that is, a positional deviation occurs to some extent. The overlap value is usually set to be larger than the maximum possible misalignment. Here, the value obtained by subtracting the maximum positional deviation value from the traveling route toward the existing work area from the overlap value is an increase in overlap during traveling of the next adjacent traveling route, that is, an excessive overlap length It will be Since such an excessive length is essentially unnecessary, in the present invention, a correction value for displacing the traveling path toward the non-working area is taken as the excessive length or some percentage of the excessive length. Do. As a result, it is possible to suppress a decrease in work efficiency due to the setting of overlap more than necessary.

The idea of the invention described above is that after the first traveling route is generated, the next traveling route is generated in consideration of the work width and the overlap during or immediately after the traveling of the traveling route. The same applies to work vehicles of the same type, with the same effect. Such a work vehicle is also a work vehicle that divides a work site into an existing work area and an unworked area by automatically traveling along a travel route, and a work device that defines a work width, and the above-mentioned traveling vehicle. A target for the next travel target is the travel route extending parallel to the travel route with a route interval determined based on the work width and an overlap value preset on both sides of the work width. A travel route setting unit set as a travel route, an own vehicle position calculation unit calculating an own vehicle position, and a position shift of the own vehicle position from the traveling route which is a traveling target toward the work area And a correction value calculation unit for obtaining a difference value between the overlap value and the position shift value, and setting a value not exceeding the difference value as a correction value, and The target travel route is based on the correction value Wherein and a travel route displacing unit for displacing the non-working area side Te. In other words, with this work vehicle, the difference value between the overlap value prepared in advance and the positional deviation value in the traveling route during the traveling of the traveling route currently traveling or immediately after the traveling ends (the excess of the next overlap Determine the correction value based on the length). By using this correction value, it is possible to generate an appropriate next traveling route based on the overlap from which the excess length has been removed and the work width.

If the difference value is used as the correction value as it is and the travel route is displaced by the correction value, the work vehicle (work device) can be moved to the unworked area side while maintaining the original overlap, and more unfinished Work in the work area is possible. Therefore, in one of the preferred embodiments of the present invention, the correction value is the difference value, and the travel path displacement unit is configured to displace the travel path by the value of the correction value. . Of course, when a tendency that the positional deviation becomes large is detected, the overlap with a margin is provided by using some percentage of the difference value as the correction value without using the difference value as the correction value as it is. Is also preferred.

In one preferred embodiment of the present invention, the vehicle position calculation unit calculates the vehicle position based on signals output from a satellite positioning module and / or an inertial measurement module. The lateral deviation can be determined from the travel locus calculated from the vehicle position using the satellite positioning module. In addition, lateral deviation at short travel distances can also be determined by means of an inertial measurement module. In particular, in the inertial measurement module, detection of sudden lateral deviation is also possible with high accuracy. By combining these two modules, more accurate lateral deviation detection is possible.

(2) The solution means corresponding to the problem (2) is as follows.

The work vehicle according to the present invention travels the work site along a traveling path including a plurality of parallel traveling paths extending parallel to one another and a direction change traveling path connecting the parallel traveling paths. A traveling device, a work device, left turn locus information on a turn locus at the work width center of the work apparatus at the time of left turn, right turn locus information on a turn locus at the work width center at the right turn, Based on the turning information management unit that manages the minimum turning radius of the traveling device, the left turning locus information, the right turning locus information, and the minimum turning radius, the current traveling route which is the parallel traveling route during traveling And a next traveling route selection unit which determines the selection of the next traveling route which is the parallel traveling route to travel next to the vehicle.

According to this configuration, even if the work device is installed such that a lateral shift occurs between the work width center and the turning reference point, left turn locus information regarding the turning locus of the work width center of the work unit at the time of left turn and Since right turn locus information on a turn locus at the center of the work width at the time of right turn is managed, it is possible to select an appropriate next traveling route from the information and the minimum turning radius of the traveling device.

In one of the preferred embodiments of the present invention, the next traveling route selection unit is configured to select a short traveling distance of a change of direction from the current traveling route to the next traveling route as a selection condition. . In this configuration, since the next traveling route in which the traveling distance of the direction change becomes shorter is selected in consideration of the turning locus at the center of the working width at the time of each turning on the left and right, the traveling distance based on the traveling locus of the traveling device is short. Even if the work width center can not reach the work width center according to the next traveling route, a turning change is excluded. As a result, even if the work device is installed such that lateral displacement occurs between the work width center and the turning reference point, it is possible to select an appropriate next travel route.

In one of the preferred embodiments of the present invention, a satellite positioning module that outputs positioning data based on satellite signals from satellites, a vehicle position calculation unit that calculates a vehicle position based on the positioning data, and A steering amount calculation unit is provided which calculates a steering amount based on a deviation between a traveling route and the vehicle position. By adopting this configuration, the work vehicle can travel on a plurality of parallel traveling routes by automatic steering while selecting an appropriate next traveling route.

The reference point of the vehicle body following the top of the turning reference path defined by the turning circle set during turning, that is, the turning reference point is substantially located on the tread center line. The satellite antenna is a positioning reference point, and the position is a coordinate position included in the positioning data of the satellite positioning module. Therefore, if the satellite antenna is installed on the tread center line, the position of the turning reference point can be accurately calculated, and the accuracy of turning travel is improved.

The next traveling route selection function in the work vehicle according to the present invention described above can be packaged as a traveling route selection system. Such a travel route selection system is also an object of the present invention. A travel route selection system according to the present invention is for a work vehicle traveling along a work site along a travel route including a plurality of parallel travel routes extending parallel to one another and a direction change travel route connecting the parallel travel routes. A traveling route selection system, comprising: left turning trajectory information on a turning trajectory of a working width center of the work vehicle at the time of left turning; right turning trajectory information on a turning trajectory of the working width center at the time of right turning; It is the parallel traveling route during traveling based on the turning information management unit that manages the minimum turning radius of the traveling device of the work vehicle, the left turning locus information, the right turning locus information, and the minimum turning radius And a next traveling route selection unit which determines selection of a next traveling route which is the parallel traveling route to be run next to the current traveling route. This travel route selection system provides the same effects as the above-described work vehicle of the present invention. Also, the above-described embodiment of the present invention can be applied to this travel route selection system, and the same function and effect can be obtained.

(3) The solution means corresponding to the problem (3) is as follows.

The features of the present invention are a reaping device for reaping the field crop of the field, a threshing device for threshing the reaping crop remnant harvested by the reaping device, and storing the grain obtained by the threshing treatment by the threshing device A travel route calculation system for calculating a travel route of a combine having a grain tank to be stored and a storage amount sensor for detecting a grain storage amount in the grain tank, wherein the travel path for reaping a crop in a field A reaper traveling route calculating unit for calculating a reaper traveling route, the reaper traveling route being constituted by a plurality of traveling lines, and the traveling planned to travel next based on a detection result by the storage amount sensor A storage prediction unit that predicts whether or not the grain storage amount reaches a predetermined threshold in the middle of the next travel line, which is a travel line, is provided, and the reaping travel route calculation unit When it is predicted that the grain storage amount will reach the threshold in the middle of the next traveling line, the next traveling line so that the grain storage amount does not reach the threshold in the middle of the next traveling line To correct the traveling line correction process.

In the case of the present invention, when it is predicted by the storage prediction unit that the grain storage amount reaches a predetermined threshold on the way of the next travel line which is a travel line scheduled to travel next, the travel line correction processing is performed. It will be. The traveling line correction process corrects the next traveling line so that the grain storage amount does not reach the threshold in the middle of the next traveling line. Then, if the combine travels based on the corrected next traveling line, the grain storage amount does not reach the threshold in the middle of the next traveling line.

Therefore, according to the present invention, it is possible to avoid that the grain storage amount reaches a predetermined threshold in the middle of the traveling line. Then, if the predetermined threshold value is set to be equal to or less than the grain amount corresponding to the full amount of the grain tank, it can be avoided that the grain tank becomes full in the middle of the traveling line.

Moreover, according to the present invention, it is easy to store as many grains as possible in the grain tank by performing combine cutting along the corrected next traveling line. This makes it easy to prevent a drop in work efficiency.

That is, according to the present invention, it is possible to store as many grains as possible in the grain tank while preventing the grain tank of the combine from becoming full in the middle of the traveling line, thereby preventing a drop in work efficiency. Cheap.

Furthermore, in the present invention, the travel control unit is configured to control the combine so that the reaping travel is performed by the automatic travel along the reaping travel path, and the reaping travel path calculating unit further includes the travel line correction process. It is preferable to correct the next traveling line so that the reaper width by the reaper decreases.

According to this configuration, when the storage prediction unit predicts that the grain storage amount will reach the predetermined threshold in the middle of the next traveling line, the next traveling line is corrected so that the reaping width by the reaper decreases. Ru. Then, under the control of the traveling control unit, the combine travels automatically along the corrected next traveling line.

Therefore, according to this configuration, when the storage prediction unit predicts that the grain storage amount will reach the predetermined threshold in the middle of the next traveling line, the cutting width in traveling along the next traveling line will be reduced. . And, by reducing the cutting width, the amount of grain obtained when the entire traveling line is cut is reduced. Thereby, it becomes difficult for the grain storage amount to reach a predetermined threshold in the middle of the next traveling line.

That is, according to this configuration, in the traveling line correction process, it is possible to reliably perform correction so that the grain storage amount does not reach the predetermined threshold in the middle of the next traveling line.

Furthermore, in the present invention, a unit harvest amount calculation unit that calculates a unit harvest amount that is an amount of grain harvested per unit cutting traveling distance, the threshold value, a detection result by the storage amount sensor, and the unit harvest A position prediction unit that predicts a position of the combine at a time when the grain storage amount reaches the threshold value based on the unit harvest amount calculated by the amount calculation unit; When the position of the combine predicted by the position prediction unit is a position on the way of the next travel line, it is preferable to predict that the grain storage amount reaches the threshold in the middle of the next travel line.

According to this configuration, the position of the combine is predicted when the grain storage amount reaches a predetermined threshold. Then, if the predicted combine position is in the middle of the next travel line, it is predicted that the grain storage amount will reach a predetermined threshold in the middle of the next travel line.

This makes it possible to reliably predict that the grain storage amount will reach the predetermined threshold in the middle of the next traveling line.

It is a figure which shows 1st Embodiment (following, it is the same to FIG. 7), and is a side view of the combine as an example of a working vehicle. It is a figure showing an outline of automatic travel of a combine. It is a figure showing the run course in automatic run. It is a functional block diagram which shows the structure of the control system of a combine. It is a schematic diagram explaining the correction | amendment of the driving | running route which eliminates the excess overlap in the work driving | running | working which the side gap has not produced. It is a schematic diagram explaining the correction | amendment of the driving | running route which eliminates the excess overlap in the work driving | running | working which a lateral shift produced. It is a flowchart of traveling path correction control which eliminates an excess overlap. It is a figure which shows 2nd Embodiment (following, it is the same to FIG. 14), and is a side view of the combine as an example of a working vehicle. It is a figure showing an outline of automatic travel of a combine. It is a figure showing the run course in automatic run. It is a top view which shows typically the relationship between a working width center and a turning reference point. It is a top view which shows typically the difference in the turning locus | trajectory of the working width center in left turning and right turning. It is a functional block diagram which shows the structure of the control system of a combine. It is a flowchart which shows the flow of travel route selection. It is a figure which shows 3rd Embodiment (following, it is the same to FIG. 23), and is a left view of a combine. It is a block diagram showing composition of a travel route calculation system. It is a figure which shows the round trip in a field. It is a figure which shows a reaping travel path. It is a figure which shows mowing travel along a mowing travel path. It is a figure which shows the example in case a traveling line correction process is performed. It is a figure which shows the following traveling line after a traveling line correction process. It is a figure which shows the example in case a traveling line correction process is performed in 1st other embodiment. It is a figure which shows the combine in 2nd another embodiment.

First Embodiment
Next, as a harvester which is an example of a work vehicle according to the present invention, a conventional combine will be described. In the present specification, “front” (direction of arrow F shown in FIG. 1) means front in the vehicle longitudinal direction (traveling direction) unless otherwise noted, “rear” (arrow B shown in FIG. 1) Direction) means the rear in the longitudinal direction of the vehicle body (traveling direction). Further, the lateral direction or the lateral direction means a transverse direction of the vehicle (vehicle width direction) orthogonal to the longitudinal direction of the vehicle. “Up” (direction of arrow U shown in FIG. 1) and “down” (direction of arrow D shown in FIG. 1) are positional relationships in the vertical direction (vertical direction) of the vehicle body, Show.

As shown in FIG. 1, the combine has a car body 10, a traveling device 11 of a crawler type, an operation unit 12, a threshing device 13, a grain tank 14, a harvesting part H as a working device, a conveying device 16, a grain discharging device 18. The vehicle position detection module 80 is provided.

The traveling device 11 is provided at the lower part of the vehicle body 10. The combine is configured to be able to self-propelled by the traveling device 11 in a field which is a work site. The driving unit 12, the threshing device 13, and the grain tank 14 are provided on the upper side of the traveling device 11 and constitute an upper portion of the vehicle body 10. A driver who operates the combine and a supervisor who monitors the combine operation can ride on the driving unit 12. Usually, the driver and the supervisor are combined. When the driver and the monitor are different persons, the monitor may monitor the combine operation from the outside of the combine.

The grain discharging device 18 is connected to the rear lower portion of the grain tank 14. In addition, the vehicle position detection module 80 (the satellite positioning module 81 and the inertia measurement module 82) is attached to the front upper portion of the driving unit 12.

The harvesting unit H is a working device in the present invention. Since the harvester H defines the working width, the cutting width is the working width in the present invention. The harvester H is provided at the front of the combine. Then, the transport device 16 is connected to the rear side of the harvesting unit H. The harvester H also has a cutting mechanism 15 and a reel 17. The cutting mechanism 15 reaps the crop of the field in the field. In addition, the reel 17 scrapes the cropped cereals to be harvested while being rotationally driven. According to this configuration, the harvesting unit H harvests cereal grains (a kind of crop) in the field. And a combine traveling can carry out work traveling which travels with run device 11 while harvesting the grain of a field by harvesting part H.

The cropped rice straw which has been cut by the cutting mechanism 15 is transported by the transport device 16 to the threshing device 13. In the threshing device 13, the reaping grain is threshed. The grains obtained by the threshing process are stored in a grain tank 14. The grains stored in the grain tank 14 are discharged to the outside by the grain discharging device 18.

In addition, the communication terminal 4 is disposed in the operation unit 12. In the present embodiment, the communication terminal 4 is fixed to the operation unit 12. However, this invention is not limited to this, The communication terminal 4 may be comprised so that attachment or detachment is possible with respect to the operation part 12, and you may carry it out of the vehicle of a combine.

As shown in FIG. 2, this combine travels automatically along the travel route set in the field. For this purpose, the vehicle position is required. The vehicle position detection module 80 includes a satellite positioning module 81 and an inertial measurement module 82. The satellite positioning module 81 receives GNSS (global navigation satellite system) signals (including GPS signals) transmitted from the artificial satellite GS, and outputs positioning data for calculating the position of the vehicle. There are various methods for the satellite positioning module 81. However, when the real-time kinematic method is adopted, a base station not shown is installed around the farmland. The inertial measurement module 82 incorporates a gyro acceleration sensor and a magnetic direction sensor, and outputs a position vector indicating an instantaneous traveling direction. The inertia measurement module 82 is used to supplement the vehicle position calculation by the satellite positioning module 81. The inertial measurement module 82 can be omitted.

In the harvest operation by the combine, the driver / watcher first operates the combine manually, and performs harvest traveling on the perimeter of the field so as to go around along the border of the field.
As a result, as shown in FIG. 2, the area which has become the existing area (existing area) is set as the outer peripheral area SA. Then, the area left as the uncut ground (unworked place) inside the outer peripheral area SA is set as the work target area CA. FIG. 2 shows an example of the outer peripheral area SA and the work target area CA.

The outer peripheral area SA is used as a space for the combine to turn when the harvest traveling is performed in the work target area CA. Further, the outer peripheral area SA is also used as a space for movement, such as when moving to a discharge place of grain or after moving to a fuel supply place after the harvest traveling is once finished. Therefore, in order to secure the width of the outer peripheral area SA to a certain extent, the driver travels the combine three to four turns. This circular traveling may also be performed by automatic traveling.

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

When the outer peripheral area SA and the work target area CA are set, as shown in FIG. 3, a travel route in the work target area CA is calculated. In this example, the traveling route includes a plurality of parallel traveling straight traveling routes and a direction change traveling route connecting the straight traveling routes. The straight 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 travel paths is determined based on the work width which is the cutting width of the harvester H and the overlap for absorbing the travel error. The calculated traveling route is sequentially set based on the work traveling pattern, and the combine is automatically controlled to travel along the set traveling route. FIG. 3 shows an operation mode in which the direction is changed while repeating forward and backward movement at corner portions while cutting around the work target area CA.

The control system of the combine is shown in FIG. The control system of the combine comprises a control unit 5 consisting of electronic control units called multiple 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 done.

The notification device 62 is a device for notifying a driver or the like of a work traveling state and various warnings, and is a buzzer, a lamp, a speaker, a display or the like. The communication unit 66 is used to exchange data between the control computer of the combine and the management computer and the external communication terminal installed at a remote place. This external communication terminal may be a tablet computer operated by an observer standing in a field or an observer (including a driver) who is riding in a combine, a computer installed at home or at a management office, or even outside a car Includes the communication terminal 4 brought out. The control unit 5 is a core element of this control system, and is shown as a collection of a plurality of ECUs. A signal from the own vehicle position detection module 80 is input to the control unit 5 through the in-vehicle LAN.

The control unit 5 includes an output processing unit 503 and an input processing unit 502 as an input / output interface. The output processing unit 503 is connected to various operation devices 70 via the device driver 65. The operating devices 70 include a traveling device group 71 which is a driving-related device and a working device group 72 which is a working-related device. The traveling device group 71 includes, for example, an engine control device, a transmission control device, a braking control device, a steering control device, and the like. The working device group 72 includes a power control device and the like in the harvesting unit H, the threshing device 13, the transport device 16, and the grain discharging device 18.

A traveling state sensor group 63, a working state sensor group 64, a traveling operation unit 90, and the like are connected to the input processing unit 502. The traveling state sensor group 63 includes a vehicle speed sensor, an engine rotational speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a parking brake 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 driving state of the harvest work device (the harvester H, the threshing device 13, the transport device 16, and the grain discharging device 18), and a sensor for detecting the state of the grain or grain. It is included.

The travel operation unit 90 is a general term for an operation tool which is manually operated by the driver and whose operation signal is input to the control unit 5. The travel operation unit 90 includes a main shift operation tool, a steering operation tool, a mode operation tool, an automatic start operation tool, and the like. The mode operation tool has a function of transmitting a command for switching between the automatic operation and the manual operation to the control unit 5. The automatic start operating tool has a function of sending a final automatic start command for starting automatic traveling to the control unit 5.

The control unit 5 includes an own vehicle position calculation unit 50, a travel control unit 51, a work control unit 52, a travel mode management unit 53, a work area determination unit 54, a travel route setting unit 55, a positional deviation value calculation unit 56, and a correction value. A calculation unit 57 and a travel route displacement unit 58 are provided. The vehicle position calculation unit 50 calculates the vehicle position in the form of map coordinates (or field coordinates) based on the positioning data sequentially sent from the vehicle position detection module 80. At that time, the position of a reference point of the vehicle body 10 (for example, the center of the vehicle body, the center of the harvesting section H, etc.) can be set as the vehicle position. The notification unit 501 generates notification data based on an instruction or the like from each functional unit of the control unit 5 and gives the notification data to the notification device 62.

The traveling control unit 51 has an engine control function, a steering control function, a vehicle speed control function, and the like, and supplies a traveling control signal to the traveling device group 71. The work control unit 52 supplies work control signals to the work equipment group 72 to control their movement.

The combine can travel in both automatic operation in which harvesting operation is performed automatically and manual operation in which harvesting operation is performed manually. For this reason, the traveling control unit 51 includes a manual traveling control unit 511 and an automatic traveling control unit 512. Note that the automatic travel mode is set to perform automatic driving, and the manual travel mode is set to perform manual driving. Such a travel mode is managed by the travel mode management unit 53.

When the automatic travel mode is set, the automatic travel control unit 512 controls the traveling device group 71 by generating a control signal for changing the vehicle speed including automatic steering and stop. The control signal related to the automatic steering is generated such that the azimuth deviation and the positional deviation between the own vehicle position calculated by the own vehicle position calculation unit 50 and the traveling route serving as the traveling target are eliminated.

When the manual travel mode is selected, the manual travel control unit 511 generates a control signal based on the operation by the driver and controls the traveling device group 71 to realize the manual driving. The travel route serving as the travel target can be used for guidance for the combine to travel along the travel route, even in manual driving.

The work area determination unit 54 determines, from the harvest work performed with a predetermined work width, an already-cleaved area (peripheral area SA), an uncut area (work target area CA), and the like. The travel route setting unit 55 calculates the travel route in the work target area CA using a predetermined route calculation algorithm, sequentially sets it as a target travel route, and gives it to the travel control unit 51. The traveling route setting unit 55 can also generate traveling route groups by the route calculation algorithm by itself, but can also download and use those generated by the management computer and the external communication terminal.

The positional deviation value calculation unit 56, the correction value calculation unit 57, and the travel route displacement unit 58 function to perform travel route correction control for suppressing the reduction in work efficiency due to the setting of the overlap more than necessary.

The travel route correction control will be described with reference to FIGS. 5 and 6. When the above-described rounding is performed, the combine travels in the same direction and travels on adjacent travel routes on the same side of the work area CA for each round. In these figures, for easy understanding, the harvest parts H at different circulation times are described. FIG. 5 is an explanatory view under an ideal condition that the vehicle body 10 does not shift in position (lateral shift) with respect to the traveling route during work traveling along the traveling route. FIG. 6 is an explanatory view under the general condition that the vehicle body 10 is displaced (laterally shifted) with respect to the traveling route during work traveling along the traveling route. In FIGS. 5 and 6, the current traveling route RL1 is a target route during traveling, and the next traveling route RL2 is a target route traveling after a direction change traveling after the current traveling route is completed, where each straight line However, it may be a curve. The working width is indicated by W, and the overlap value set at both ends of the working width is indicated by L. As a result, the previously set path interval is indicated by D, and D = W-2L.

When there is no positional deviation, the boundary line BL between the already-worked area and the non-worked area formed by the traveling of the current traveling route RL1 is a straight line, and is indicated by the one-dot chain line in FIG. The distance from the current traveling route RL1 to the boundary line BL is W / 2. From this, in consideration of the original meaning of the overlap, the position of the next traveling route RL2 is a position away from the boundary line BL by L (overlap value) toward the current traveling route RL1 (the side of the work area) From the above, it is sufficient that the distance W / 2 which is a half of the working width W is at a position away from the next traveling route RL2 (unworked area side).
That is, the next traveling route RL2 is from the current traveling route RL1.
The position of W / 2−L + W / 2 = W−L can be set. The position is located on the unworked area side by L compared to the next traveling route RL2 calculated by the conventional method, and it is possible to reduce the overlap waste by the distance L . That is, the correction amount d of the next traveling route RL2 can be set within the range of L.

When a positional deviation occurs during traveling of the current traveling route RL1, the boundary line BL between the already-worked region and the unworked region formed by the traveling of the current traveling route RL1 becomes a curve, and in FIG. It is shown. In particular, the positional deviation maximum value toward the work area is indicated by δ. If this positional deviation maximum value: δ is smaller than the overlap value: L, the next traveling route RL2 can be made to enter the unworked area, as described in FIG. In consideration of the original meaning of the overlap, the position of the next traveling route RL2 is from the position away from the position where the largest positional deviation occurs by L toward the current traveling route RL1 (the existing work area side), that is, A position away from the boundary line BL by L + δ toward the current traveling route RL1 (the existing work area side) is separated by a distance W / 2 which is half the working width W toward the next traveling route RL2 (the unworked area side) Location is enough. Therefore, the next traveling route RL2 can be separated from the current traveling route RL1 by a value of W / 2−L−δ + W / 2 = WL−δ. The position is located in the unworked area by L−δ compared to the next traveling route RL2 calculated by the conventional method, and waste of overlap can be reduced by the distance L−δ. It is possible. That is, the correction amount d of the next traveling route can be set within the range of L−δ.

The positional deviation value calculation unit 56 calculates a positional deviation value by calculating the distance from the traveling route of the own vehicle position obtained from the own vehicle position calculation unit 50. By sequentially rewriting the maximum value of the positional deviation value on the side of the existing work area, the positional deviation maximum value on the side of the existing work area in the traveling route currently being traveled can be finally obtained.

As described with reference to FIG. 6, the correction value calculation unit 57 obtains the difference value between the overlap value and the positional deviation maximum value, and sets a value that does not exceed the obtained difference value as the correction value. In this embodiment, the difference value is used as the correction value as it is. Instead of this, the difference value may be multiplied by a coefficient determined based on the positional deviation maximum value, the dispersion value of the positional deviation value, or the like to be a correction value.

The travel route displacement unit 58 displaces all the travel routes set in the unworked region set in the travel route setting unit 55 to the unworked region side (center side of the unworked region) based on the correction value. .

An example of the flow of control in the travel route correction control configured as described above will be described using the flowchart of FIG. 7.

First, when the work target area CA is determined by the work area determination unit 54, a work path is set for the work target area CA (# 01). Next, a traveling route to be a traveling target is selected (# 02), and traveling along the traveling route is started (# 03).

During traveling, the positional deviation value is calculated by the positional deviation value calculation unit 56 (# 04), and the maximum positional deviation value is recorded (# 05). It is checked whether the vehicle body 10 has reached the end of the travel path (# 06). If it has not reached the end of the travel route (No branch of # 06), the process returns to step # 03, and travel along the travel route is continued. If the end of the travel route has been reached (# 06 Yes branch), it is further checked whether there is a travel route to be traveled next (# 07). If there is no travel route to be traveled (No branch of # 07), the vehicle stops (# 08). If there is a travel route to travel (# 07 Yes branch), the travel route to be traveled next is set as a target travel route (# 09). Next, turning is made to turn to the set target travel route (# 10). This direction change traveling may be automatic traveling or manual traveling.

At the same time as the direction change travel or during the direction change travel, the positional deviation maximum value in the travel path of the already traveled adjacent to the set target travel path is read (# 21). It is checked whether the positional deviation maximum value is within the dead zone, that is, whether the correction of the travel route described above is necessary (# 22). If it is necessary to correct the target travel route (# 22 branch required), the correction value calculation unit 57 calculates the correction amount (# 23), and the displacement of the target travel route to the unworked area side based on the calculated correction amount Is performed by the travel path displacement unit 58 (# 24). When the displacement of the target travel route is completed, it is checked whether the direction change travel is completed (# 25), and the process waits until the direction change travel is completed (# 25 No branch). If the direction change traveling has been completed (# 25 Yes branch), the process returns to step # 03, and work traveling is performed along the target traveling route. If it is determined in step # 22 that correction of the travel route is not necessary (# 22 no branch), the process jumps to step # 25 and waits until direction change travel is completed.

Another Embodiment of the First Embodiment
(1) In the embodiment described above, the work travel pattern shown in FIG. 3, that is, the work travel in the reaping was taken up, but the displacement of the travel path described above is also performed with other work travel patterns. Can. For example, a plurality of travel routes extending in parallel are set at the intervals defined by the overlap value and the work width with respect to the work target area CA shown in FIG. The above-described displacement of the traveling route can be performed also in the work traveling pattern of traveling the traveling route, that is, in the reciprocation cutting.

(2) In the embodiment shown in the flow chart of FIG. 7, when a target travel route is selected, if a displacement based on the positional displacement maximum value in the adjacent traveled travel route is required, from the positional displacement maximum value, The displacement of the target travel route was performed by the calculated correction amount. Instead of this, when one traveling path is displaced, all traveling paths sequentially adjacent to the traveling path may be similarly displaced. Also, instead of setting a plurality of travel routes in the entire work target area CA before starting work, the next target travel route may be calculated and set every time one travel route is traveled. Good. In that case, if there is an existing adjacent traveling route in the target traveling route at the time of calculation of the target traveling route, the correction amount obtained from the positional deviation maximum value to the adjacent traveling route and the overlap value Calculation and setting of the target travel route are performed based on the and the work width.

(3) In the embodiment described above, an example is shown in which the harvest operation is carried out with one combine in the field, but even when the harvest operation is carried out while a plurality of combine members cooperate, the traveling route correction control according to the present invention is performed Can. At this time, a combine that is different from the combine that forms the boundary between the unworked site and the existing site may travel along the travel route corrected based on the positional deviation at the time of forming the boundary. In such a case, there is no problem if the running accuracy of each combine is substantially the same, but if the running accuracy is considerably different, it is preferable to adjust the correction amount according to the difference in the running accuracy.

(4) Each functional unit shown in FIG. 4 is divided mainly for the purpose of explanation. In practice, each functional unit may be integrated with other functional units or may be divided into a plurality of functional units. Further, among the functional units constructed in the control unit 5, the travel mode management unit 53, the work area determination unit 54, the travel route setting unit 55, the misregistration value calculation unit 56, the correction value calculation unit 57, the travel route displacement unit One of the 58 is built on a portable, portable communication terminal 4 (tablet computer etc.), brought into a combine, and adopted a configuration to exchange data with the control unit 5 via wireless or in-vehicle LAN. May be

(5) The present invention can be used not only for ordinary type combine but also for self-eliminating type combine. Moreover, it can utilize also for various harvest machines, such as a corn harvester, a potato harvester, a carrot harvester, and a sugarcane harvester.

Second Embodiment
Next, a general-purpose combine will be described as an example of the work vehicle of the present invention for automatically traveling a work site along a travel route. In the present specification, “front” (direction of arrow F shown in FIG. 8) means front in the front-rear direction (traveling direction) of the vehicle unless otherwise noted, “rear” (arrow B shown in FIG. 8) Direction) means the rear in the longitudinal direction of the vehicle body (traveling direction). Further, the lateral direction or the lateral direction means a transverse direction of the vehicle (vehicle width direction) orthogonal to the longitudinal direction of the vehicle. “Up” (direction of arrow U shown in FIG. 8) and “down” (direction of arrow D shown in FIG. 8) are positional relationships in the vertical direction (vertical direction) of the vehicle body, Show.

As shown in FIG. 8, this combine has a traveling vehicle body 210, a traveling device 211 of crawler type, an operating unit 212, a threshing device 213, a grain tank 214, a harvesting part H, a conveying device 216, a grain discharging device 218, A car position detection module 280 is provided.

The traveling device 211 is provided below the traveling vehicle body 210 (hereinafter simply referred to as the vehicle body 210). The combine is configured to be self-propelled by the traveling device 211. The traveling device 211 is a steering traveling device configured by a pair of left and right crawler mechanisms (traveling units). The crawler speed of the left crawler mechanism (left traveling unit) and the crawler speed of the right crawler mechanism (right traveling unit) can be adjusted independently, and by adjusting this speed difference, the direction of the vehicle body 210 in the traveling direction becomes Be changed. The driving unit 212, the threshing device 213, and the grain tank 214 are provided on the upper side of the traveling device 211 and constitute an upper portion of the vehicle body 210. The driving unit 212 can be used by a driver driving a combine and a supervisor monitoring a combine operation. Usually, the driver and the supervisor are combined. When the driver and the monitor are different persons, the monitor may monitor the combine operation from the outside of the combine.

The grain discharging device 218 is connected to the rear lower portion of the grain tank 214. In addition, the vehicle position detection module 280 is attached to the front upper portion of the driver 212.

The harvester H is provided at the front of the combine. Then, the transport device 216 is connected to the rear side of the harvesting unit H. The harvester H also has a cutting mechanism 215 and a reel 217. The cutting mechanism 215 reaps the field crop of the field. In addition, the reel 217 scrapes the cropping object of harvest while being rotationally driven. According to this configuration, the harvesting unit H harvests cereal grains (a kind of crop) in the field. And a combine traveling can carry out work traveling which travels by traveling device 211, while harvesting the grain of a field by harvesting part H.

The cropped rice straw which has been cut by the cutting mechanism 215 is transported by the transport device 216 to the threshing device 213. In the threshing device 213, the reaping grain is threshed. The grains obtained by the threshing process are stored in a grain tank 214. The grains stored in the grain tank 214 are discharged to the outside by the grain discharging device 218.

A communication terminal 202 is disposed in the operation unit 212. In the present embodiment, the communication terminal 202 is fixed to the driver 212. However, the present invention is not limited to this, and the communication terminal 202 may be configured to be attachable to and detachable from the operation unit 212. Also, it may be taken out of the combine machine.

As shown in FIG. 9, this combine travels automatically along the travel route set in the field. For this purpose, the vehicle position is required. The vehicle position detection module 280 includes a satellite positioning module 281 and an inertial positioning module 282. The satellite positioning module 281 receives GNSS (global navigation satellite system) signals (including GPS signals) from the artificial satellite GS and outputs positioning data for calculating the position of the vehicle. The inertial positioning module 282 incorporates a gyro acceleration sensor and a magnetic direction sensor, and outputs a position vector indicating an instantaneous traveling direction. The inertial positioning module 282 is used to supplement the vehicle position calculation by the satellite positioning module 281. The inertial positioning module 282 may be located at a different location from the satellite positioning module 281.

The procedure in the case of performing harvest work in the field by this combine is as described below.

First, the driver / watcher manually operates the combine, and as shown in FIG. 9, harvests and travels along the border of the field in the outer peripheral part in the field. The area | region which became an existing cutting ground (existing working place) by this is set as outer periphery area | region SA. Then, the area left as the uncut ground (unworked place) inside the outer peripheral area SA is set as the work target area CA. FIG. 9 shows an example of the outer peripheral area SA and the work target area CA.

At this time, in order to secure the width of the outer peripheral area SA to a certain extent, the driver travels the combine three to four turns. In this traveling, the width of the outer peripheral area SA is expanded by the work width of the combine each time the combine makes one revolution. After the first three to four rounds of traveling, the width of the outer peripheral area SA becomes about three to four times the working width of the combine. This circular traveling may be performed by automatic traveling based on field external shape data given in advance.

The outer peripheral area SA is used as a space for the combine to turn when the harvest traveling is performed in the work target area CA. Further, the outer peripheral area SA is also used as a space for movement, such as when moving to a discharge place of grain or after moving to a fuel supply place after the harvest traveling is once finished.

The transport vehicle CV shown in FIG. 9 can collect and transport grains discharged from the combine. At the time of grain discharge, the combine moves to the vicinity of the transport vehicle CV and then discharges the grains to the transport vehicle CV by the grain discharge device 218.

When the outer peripheral area SA and the work target area CA are set, as shown in FIG. 10, a travel route in the work target area CA is calculated. In the present invention, a plurality of parallel travel routes and a direction change travel route connecting the parallel travel routes are handled as the travel route. The parallel travel paths are given L1 in FIG. 10 and are indicated by thick solid lines and extend parallel to each other at intervals. The distance between adjacent parallel traveling paths L1 is determined by the combination work width and the overlap value. The direction change traveling route is a U-turn-like route for transitioning from the traveling route (the current traveling route) during traveling to the traveling route (the next traveling route) to travel next using the left turn traveling or the right turn traveling. In FIG. 10, L2 is given and indicated by a thick curve. In the following description, the parallel travel route is also simply referred to as a “travel route” unless it is necessary to identify the same.

Next, the basic principle of the next traveling route selection will be described using FIGS. 11 and 12. FIG. 11 is a plan view of the combine schematically drawn. The working width center of the harvesting unit H is indicated by WP, and the positioning reference point which is the installation position of the satellite antenna for receiving the satellite radio wave of the satellite positioning module 281 is indicated by GP, and the turning reference point in turning by the traveling device 211 is It is shown by VP. The turning reference point VP is substantially the center point of the left and right traveling devices 211. CL is a vehicle body center line, and in this embodiment, the positioning reference point GP and the turning reference point VP are located on the vehicle body center line CL which is also a tread center line. In the combine shown in FIG. 11, the harvester H is offset to the left toward the front of the vehicle body 210. As a result, the working width center WP of the harvesting unit H is offset to the left from the vehicle body center line CL.

FIG. 12 shows a left turn and a right turn in a turning circle of the minimum turning radius (indicated by R in FIG. 12) in the combine shown in FIG. The code | symbol P is provided to the turning center which is the center of this turning circle. In FIG. 12, L0 is given to the current travel route, and steering control is performed so that the work width center WP follows the current travel route. L11 and L12 are given to the left next traveling route candidate located on the left side of the current traveling route, respectively. L <b> 21, L <b> 22 and L <b> 23 are given to the right next traveling route candidate located on the right side of the current traveling route. As apparent from FIG. 12, the turning locus of the turning reference point VP in the left turn and the turning locus in the right turn are symmetrical. On the other hand, the turning locus in the left turn of the working width center WP and the turning locus in the right turn are asymmetric. For example, when turning left by 180 °, the work width center WP moves between the left next traveling route candidate L11 and the left next traveling route candidate L12, and the distance to the current traveling route is D1. . On the other hand, when the right turn of 180 ° is performed, the combine exceeds the second right traveling route candidate L22 on the right before finishing the right turn of 180 °, and the working width center WP is The vehicle travels between the right next traveling route candidate L22 and the right next traveling route candidate L23, and the distance to the current traveling route is D2. As apparent from the figure, the distance D2> the distance D1.

From these facts, in the direction change traveling by turning left from the current traveling route, the combine is allowed to reverse during turning with respect to the left second traveling route candidate L12 from the current traveling route. You can move without it. However, in the direction change traveling by turning right from the current traveling route, it is not possible to move to the second right traveling route candidate L22 unless reverse is included during the turning. That is, in order to move from the current traveling route to the next traveling route on the right side without including reverse travel, it is necessary to select a traveling route on the right of the third right traveling route candidate L23 on the right. That is, when it is intended to make a turn at the shortest distance, in the above example, the second left traveling route candidate L12 may be selected.

The minimum turning radius R used here is not the minimum turning radius on the hardware of the traveling device 211 that is physically determined, but is set on the software according to the field condition, the working condition, etc. It means the minimum turning radius. Therefore, the change of the minimum turning radius R in the middle of work is possible.

Left turning locus information on the turning locus of the minimum turning radius R of the traveling device 211 and the turning width of the working width center WP when turning left, and right turning locus information regarding the turning locus of the working width center WP when turning right Is managed by the combine. The selection of the next traveling route which is the movement destination from the current traveling route is determined based on the left turning locus information, the right turning locus information, and the set minimum turning radius R. At that time, in order to realize efficient traveling, assuming that the traveling distance of the direction change for moving from the current traveling route to the next traveling route is short as the selection condition, as described above, in the example of FIG. The next traveling route candidate L12 is selected. Temporarily, the situation where the right turn is given priority over the left turn (for example, there is another car when working in cooperation, etc., it is more efficient to turn to the right considering the later work If it is determined that the following condition is generated, the next right traveling route candidate indicated by L23 is selected.

FIG. 13 shows a control system of a combine utilizing the automatic steering system according to the present invention. The control system of the combine is from a control unit 205 consisting of an electronic control unit called multiple ECUs, and various input / output devices performing signal communication (data communication) with the control unit 205 through a wiring network such as a car LAN. It is configured.

The notification device 262 is a device for notifying a driver or the like of a work traveling state and various warnings, and is a buzzer, a lamp, a speaker, a display or the like. The communication unit 266 is used to exchange data with the communication terminal 202 or with a management computer installed at a remote location. The communication terminal 202 also includes a monitor who stands in a field or a tablet computer operated by a driver / supervisor who is in the combine, a computer installed at home or a management office, and the like. The control unit 205 is a core element of this control system, and is shown as a collection of a plurality of ECUs. A signal from the vehicle position detection module 280 is input to the control unit 205 through the in-vehicle LAN.

The control unit 205 includes an output processing unit 2503 and an input processing unit 2502 as an input / output interface. The output processing unit 2503 is connected to various operation devices 270 via the device driver 265. The operating devices 270 include a traveling device group 271 which is a traveling-related device and a working device group 272 which is a working-related device. The traveling device group 271 includes, for example, a steering device 2710, an engine device, a transmission, a braking device, and the like. The working device group 272 includes a power control device and the like in the harvesting unit H, the threshing device 213, the transport device 216, and the grain discharging device 218.

A traveling state sensor group 263, a working state sensor group 264, a traveling operation unit 290, and the like are connected to the input processing unit 2502. The traveling state sensor group 263 includes an engine 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 264 includes a sensor that detects the driving state of the harvest work device (the harvester H, the threshing device 213, the transport device 216, and the grain discharging device 218), a sensor that detects the state of the grain gravel and grain, It is included.

The travel operation unit 290 is a general term for an operation tool which is manually operated by the driver and whose operation signal is input to the control unit 205. The travel operation unit 290 includes a main shift operation tool 291, a steering operation tool 292, a mode operation tool 293, an automatic start operation tool 294, and the like. In the manual travel mode, the crawler operation speed of the left crawler mechanism and the crawler speed of the right crawler mechanism are adjusted by swinging the steering operation tool 292 left and right from the neutral position, and the direction of the vehicle body 210 is changed. . The mode operation tool 293 has a function of giving the control unit 5 a command for switching between an automatic travel mode in which automatic driving is performed and a manual travel mode in which manual driving is performed. The automatic start operating tool 294 has a function of giving the control unit 205 a final automatic start command to start automatic traveling. In some cases, the transition from the automatic travel mode to the manual travel mode may be automatically performed by software regardless of the operation by the mode operation tool 293. For example, when a situation in which automatic driving is not possible occurs, the control unit 205 forces the transition from the automatic driving mode to the manual driving mode.

The control unit 205 includes a turn information management unit 241, a next travel route selection unit 242, a notification unit 2501, a travel control unit 251, a work control unit 252, a travel mode management unit 253, a travel route setting unit 254, and a vehicle position calculation unit. A vehicle orientation calculation unit 256, a positional deviation calculation unit 257, and an azimuthal deviation calculation unit 258 are provided. The notification unit 2501 generates notification data based on an instruction or the like from each functional unit of the control unit 205, and gives the notification data to the notification device 262. The own vehicle position calculation unit 255 is based on the positioning data sequentially sent from the own vehicle position detection module 280, the vehicle reference point of the vehicle body 210 set in advance, map coordinates of the working width center WP in this embodiment Or calculate field coordinates). The vehicle orientation calculation unit 256 obtains the traveling locus in a minute time from the position of the vehicle reference point (working width center WP) sequentially calculated by the vehicle position calculation unit 255, and indicates the direction of the vehicle body 210 in the traveling direction. Determine the body direction. In addition, the vehicle body direction calculation unit 256 can also determine the vehicle body direction based on the direction data included in the output data from the inertial positioning module 282.

The turning information management unit 241 is, as described with reference to FIG. 12, left turning locus information regarding turning locus of the working width center WP at the time of turning left and right regarding the turning locus of the working width center WP when making the right turning. It manages the turning locus information and the minimum turning radius R of the traveling device.

The next traveling route selection unit 242 follows the current traveling route based on the left turning trajectory information, the right turning trajectory information, and the minimum turning radius R read from the turning information management unit 241. Determine your choice of In particular, the distance between the movement point of the working width center WP in the left turn at the minimum turning radius R and the current traveling path (indicated by D1 in FIG. 12) included in the information and the minimum turning radius The distance between the moving point of the working width center WP and the current traveling route (shown as D2 in FIG. 12) in the right turn at the step is used to select the next traveling route. First, among the untraveled travel routes on the left side of the current travel route, the travel route having the shortest travel distance for turning is selected as the left next travel route final candidate and is farther than the length indicated by D1. Of the untraveled travel paths on the right side, a travel path that is farther than the length indicated by D2 and has the shortest travel distance for change of direction is selected as the right next travel path final candidate. Next, of the left next traveling route final candidate and the right next traveling route final candidate, the one with the shorter traveling distance of the direction change from the current traveling route is selected as the final next traveling route. When the next traveling route is selected first from all the parallel traveling routes set in the work target area CA, for example, the parallel traveling route closest to the position of the combine at that time is selected.

The traveling control unit 251 has an engine control function, a steering control function, a vehicle speed control function, and the like, and gives a control signal to the traveling device group 271. The work control unit 252 provides a control signal to the work equipment group 272 in order to control the movement of the harvesting work apparatus (the harvesting unit H, the threshing apparatus 213, the transport apparatus 216, the grain discharging apparatus 218, etc.).

The combine can travel in both an automatic operation in which harvesting operation is performed automatically and a manual operation in which harvesting operation is performed manually. For this reason, the travel control unit 251 includes a manual travel control unit 2511, an automatic travel control unit 2512, and a steering amount calculation unit 2513. In addition, when performing an automatic driving | running | working, an automatic travel mode is set, and in order to perform a manual driving | operation, a manual traveling mode is set. The switching of the traveling mode is managed by the traveling mode management unit 253.

The travel route setting unit 254 creates a parallel travel route in which the entire area of the work target area CA is to be worked by the route calculation algorithm and sets the work target area CA as the work width center WP of the harvesting unit H follows. To expand into memory. However, if the route calculation algorithm is provided in the communication terminal 202, a management computer at a remote location, or the like, and is created there, the created parallel travel route is downloaded and expanded in the memory. The parallel travel route developed in the memory is sequentially selected as a travel target by the next travel route selection unit 242.

The positional deviation calculation unit 257 calculates a positional deviation (deviation) between the traveling route set as the traveling target set by the next traveling route selection unit 242 and the vehicle reference position calculated by the own vehicle position calculation unit 255. . The azimuth deviation calculation unit 258 calculates the angular difference between the extension direction of the next traveling route as the traveling target set by the traveling route setting unit 254 and the vehicle orientation calculated by the vehicle orientation calculation unit 256 as the orientation deviation. Do.

When the automatic travel mode is set, the automatic travel control unit 2512 generates a control signal for changing the vehicle speed including stop and controls the traveling device group 271. The control signal related to the vehicle speed change is generated based on the preset vehicle speed value. The steering amount calculation unit 2513 generates a control signal related to steering to control the traveling device group 271. The steering amount, which is a control signal related to steering, is generated so as to eliminate the positional deviation (deviation) between the travel route which has become the travel target and the vehicle body reference position. In calculating the steering amount, the azimuth deviation is also taken into consideration.

When the manual travel mode is selected, the manual travel control unit 2511 generates a control signal based on the operation by the driver and controls the traveling device group 271 to realize the manual driving. The travel route selected by the next travel route selection unit 242 can be used as a guidance for the combine to travel along the travel route, even in a manual operation.

Next, the flow of the next traveling route selection processing by the traveling route selection system will be described using the flowchart of FIG.
Read the set minimum turning radius (# 01).
・ Read left turn locus information and right turn locus information (# 02).
Based on the left turn locus information, the distance D1 between the moving point at the center of the working width and the current travel path in the left turn at the minimum turning radius is calculated (# 03).
Based on the right turn locus information, the distance D2 between the moving point at the center of the working width and the current travel path in the right turn at the minimum turning radius is calculated (# 04).
The untraveled travel route located on the left side of the current travel route is read as a left next travel route candidate (# 05).
The untraveled travel route located on the right side of the current travel route is read as a right next travel route candidate (# 06).
From the left next traveling route candidate, the traveling route whose distance from the current traveling route is less than D1 is deleted (# 07).
-Delete a traveling route having a distance of less than D2 from the right next traveling route candidate to the current traveling route (# 08).
From the left next traveling route candidate, the traveling route having the shortest traveling distance of the direction change from the current traveling route is selected as the left next traveling route final candidate (# 09).
From the right next traveling route candidate, the traveling route having the shortest traveling distance of the direction change from the current traveling route is selected as the right next traveling route final candidate (# 10).
· Compare the travel distance of the turn to the left next travel route final candidate with the travel distance of the turn to the right next travel route final candidate, and select the shorter one as the final next travel path (# 11 ).

Another Embodiment of the Second Embodiment
(1) When all the parallel travel routes set in the entire work target area CA by the travel route setting unit 254 are automatically traveled, the next travel route by the next travel route selection unit 242 is started before the start of the work travel. To determine the order of parallel travel routes to be automatically traveled. However, if the automatic traveling is interrupted for some reason and the parallel traveling route different from the predetermined order is traveled, the selection of the next traveling route by the next traveling route selection unit 242 is performed from that time.

(2) Each functional unit shown in FIG. 13 is divided mainly for the purpose of explanation. In practice, each functional unit may be integrated with other functional units or may be divided into a plurality of functional units. Further, among the functional units constructed in the control unit 205, the turn information management unit 241, the next travel route selection unit 242, the travel mode management unit 253, the travel route setting unit 254, the positional deviation calculation unit 257, and the azimuth deviation calculation unit All or a part of 258 is constructed in a portable communication terminal 202 (tablet computer etc.) connectable to the control unit 205, and exchanges data with the control unit 205 via wireless or in-vehicle LAN. A configuration may be adopted.

(3) The present invention is applicable not only to ordinary-type combine but also to self-release-type combine. In addition, it can be applied to various harvesters such as corn harvester, potato harvester, carrot harvester and sugarcane harvester, and field work vehicles such as rice transplanter and tractor. Furthermore, it can be applied to working vehicles such as lawn mowers and construction machines.

Third Embodiment
An embodiment for carrying out the present invention will be described based on the drawings. In the following description, the direction of arrow F shown in FIG. 15 is "front", and the direction of arrow B is "rear". Further, the direction of the arrow U shown in FIG. 15 is “up”, and the direction of the arrow D is “down”.

[Overall configuration of combine]
As shown in FIG. 15, the ordinary type combine 301 is a crawler type traveling device 311, a driving unit 312, a threshing device 313, a grain tank 314, a harvesting device H, a conveying device 316, a grain discharging device 318, satellite positioning A module 380 is provided.

The traveling device 311 is provided at the lower part of the combine 301. The combine 301 can be self-propelled by the traveling device 311.

In addition, the operation unit 312, the threshing device 313, and the grain tank 314 are provided above the traveling device 311. An operator who monitors the work of the combine 301 can get on the operation unit 312. The worker may monitor the work of the combine 301 from the outside of the combine 301.

The grain discharging device 318 is provided above the grain tank 314. In addition, the satellite positioning module 380 is attached to the top surface of the driver 312.

The harvesting device H is provided at the front of the combine 301. The transport device 316 is provided on the rear side of the harvesting device H. In addition, the harvesting apparatus H has a reaper 315 and a reel 317.

The reaper 315 reaps the crop in the field. In addition, the reel 317 scrapes the cropped cereals to be harvested while being rotationally driven. With this configuration, the harvester H harvests the grain in the field. And combine harvester traveling is possible with which traveling device 311 travels while harvesting combine harvester of a rice field of a field with harvesting device 315.

The cropped rice bran that has been harvested by the harvesting device 315 is transported by the transport device 316 to the threshing device 313. In the threshing device 313, the reaping grain is threshed. The grains obtained by the threshing process are stored in a grain tank 314. The grains stored in the grain tank 314 are discharged out of the machine by the grain discharging device 318 as needed.

Further, as shown in FIG. 15, the communication terminal 304 is disposed in the operation unit 312. The communication terminal 304 is configured to be able to display various information. In the present embodiment, the communication terminal 304 is fixed to the operation unit 312. However, the present invention is not limited to this. The communication terminal 304 may be configured to be attachable to and detachable from the operation unit 312, and the communication terminal 304 may be located outside the combine 301. .

Moreover, as shown in FIG. 16, the combine 301 is provided with the storage amount sensor 314S. The storage amount sensor 314S is configured to detect a grain storage amount in the grain tank 314. The “grain storage amount” according to the present invention may be the volume of the stored grain, or may be the weight of the stored grain, or the accumulated height of the stored grain It may be

That is, the storage amount sensor 314S may be configured to detect the volume of grains in the grain tank 314 as the grain storage amount in the grain tank 314, or the grain in the grain tank 314. It may be configured to detect the weight of the grain, or may be configured to detect the accumulation height of the grain in the grain tank 314.

As described above, the combine 301 is obtained by the harvesting device 315 for harvesting the field crop of the field, the threshing device 313 for threshing the cropped grain harvested by the harvesting device 315, and the threshing processing with the threshing device 313 A grain tank 314 for storing grains and a storage amount sensor 314S for detecting the grain storage amount in the grain tank 314 are provided.

Here, combine harvester 301 travels while harvesting the grain in the area on the outer periphery side of the field as shown in FIG. 17, and then performs the mowing travel in the inner area of the field as shown in FIG. , Are configured to harvest the grain of the field.

Then, in this harvesting operation, the travel route of the combine 301 is calculated by the travel route calculation system A. The configuration of the travel route calculation system A will be described below.

[Configuration of travel route calculation system]
As shown in FIG. 16, the travel route calculation system A includes a satellite positioning module 380, a control unit 320, a travel distance detection unit 333, a work state detection unit 334, a storage amount sensor 314S, and a communication terminal 304. The control unit 320, the travel distance detection unit 333, and the work state detection unit 334 are provided in the combine 301. Further, as described above, the satellite positioning module 380, the storage amount sensor 314S, and the communication terminal 304 are also provided in the combine 301.

The control unit 320 is a vehicle position calculation unit 321, a cutting traveling route calculating unit 322, a traveling control unit 323, an area calculating unit 324, a cutting traveling distance calculation unit 325, a unit harvest amount calculation unit 326, a storage limit amount storage unit 327, The position prediction unit 328 and the storage prediction unit 329 are included.

As shown in FIG. 15, the satellite positioning module 380 receives GPS signals from the artificial satellite GS used in GPS (Global Positioning System). Then, as shown in FIG. 16, the satellite positioning module 380 sends positioning data indicating the vehicle position of the combine 301 to the vehicle position calculation unit 321 based on the received GPS signal.

The vehicle position calculation unit 321 calculates position coordinates of the combine 301 over time based on the positioning data output by the satellite positioning module 380. The calculated position coordinates of the combine 301 over time are sent to the traveling control unit 323 and the area calculation unit 324.

The area calculation unit 324 calculates the outer peripheral area SA and the work target area CA as shown in FIG. 18 based on the temporal position coordinates of the combine 301 received from the host vehicle position calculation unit 321.

More specifically, the area calculation unit 324 calculates the traveling locus of the combine 301 in the circumferential traveling on the outer circumference side of the field based on the temporal position coordinate of the combine 301 received from the vehicle position calculation unit 321. . And the area | region calculation part 324 calculates the area | region by the side of the outer periphery of the farmland which combined traveled while harvesting a grain based on the calculated driving | running | working locus | trajectory of the combine 301 as outer periphery area SA. In addition, the area calculation unit 324 calculates the inside of the calculated outer peripheral area SA as the work target area CA.

For example, in FIG. 17, the traveling route of the combine 301 for the circumferential traveling on the outer circumference side of the field is indicated by an arrow. In the example shown in FIG. 17, the combine 301 performs three rounds. When the mowing travel along the traveling path is completed, the field is in the state shown in FIG.

And as above-mentioned, as shown in FIG. 18, the area | region calculation part 324 calculates the area | region by the side of the outer periphery of the field which the combine 301 circularly traveled, harvesting a grain as outer periphery area SA. In addition, the area calculation unit 324 calculates the inside of the calculated outer peripheral area SA as the work target area CA.

Then, as shown in FIG. 16, the calculation result by the area calculation unit 324 is sent to the reaper traveling route calculation unit 322.

As shown in FIG. 18, the reaper traveling route calculation unit 322 calculates a reaper traveling route LI, which is a traveling route for reaper traveling in the work target area CA, based on the calculation result received from the area calculation unit 324. As shown in FIG. 18, the reaper traveling route LI is configured by a plurality of traveling lines LN parallel to each other.

As described above, the travel route calculation system A includes the reaper travel route calculation unit 322 that calculates a reaper travel route LI, which is a travel route for reaper travel in a field. In addition, the reaper traveling route LI is configured by a plurality of traveling lines LN.

As shown in FIG. 16, the reaper traveling route LI calculated by the reaper traveling route calculating unit 322 is sent to the traveling control unit 323.

The traveling control unit 323 controls the automatic traveling of the combine 301 based on the position coordinates of the combine 301 received from the host vehicle position calculation unit 321 and the reaper traveling route LI received from the reaper traveling route calculation unit 322. More specifically, as shown in FIG. 19, the traveling control unit 323 controls the traveling of the combine 301 so that the reaper traveling is performed by the automatic traveling along the reaper traveling route LI.

As described above, the travel route calculation system A includes the travel control unit 323 that controls the combine 301 such that the reap travel is performed by the automatic travel along the reap travel path LI.

Further, as shown in FIG. 16, the detection result by the storage amount sensor 314S is sent to the communication terminal 304. The communication terminal 304 displays the grain storage amount in the grain tank 314 on the display of the communication terminal 304 based on the detection result received from the storage amount sensor 314S.

The worker can view the grain storage amount displayed on the display of the communication terminal 304. Then, when the worker presses a grain discharging button (not shown), the grain discharging operation by the combine 301 is started.

Further, the travel distance detection unit 333 detects the travel distance of the combine 301 with time. The traveling distance detected by the traveling distance detection unit 333 is sent to the reaper traveling distance calculation unit 325.

The work state detection unit 334 temporally detects whether or not the combine 301 is in a state where the reaper 315 harvests the crop of the field. Then, the detection result by the work state detection unit 334 is sent to the reaper travel distance calculation unit 325.

The reaper traveling distance calculation unit 325 temporally calculates a reaper traveling distance based on the traveling distance detected by the traveling distance detection unit 333 and the detection result by the work state detection unit 334. The reaping travel distance is the travel distance in reaping travel.

More specifically, the reaper traveling distance calculation unit 325 extracts only the traveling distance in a state where the combine 301 reaps the crop of the field by the reaper 315 from the travel distance of the combine 301, Calculate the traveling distance of reaper.

Then, the reaping travel distance calculated by the reaping travel distance calculation unit 325 is sent to the unit harvest amount calculation unit 326. In addition, the detection result by the storage amount sensor 314S is also sent to the unit harvest amount calculation unit 326.

The unit harvest amount calculation unit 326 calculates a unit yield based on the detection result of the storage amount sensor 314S and the reaping travel distance calculated by the reaper travel distance calculating portion 325. The unit yield is the amount of grain harvested per unit cutting distance.

Then, the unit yield calculated by the unit yield calculation unit 326 is sent to the position prediction unit 328.

As described above, the travel route calculation system A includes the unit harvest amount calculation unit 326 that calculates the unit yield which is the amount of grain harvested per unit cutting travel distance.

As shown in FIG. 16, the position prediction unit 328 acquires position coordinates of the combine 301 from the host vehicle position calculation unit 321. In addition, the position prediction unit 328 obtains the reaping traveling route LI from the reaping traveling route calculation unit 322. Further, the position prediction unit 328 acquires the detection result from the storage amount sensor 314S. In addition, the position prediction unit 328 acquires a predetermined storage limit amount (corresponding to the “threshold” according to the present invention) stored in the storage limit amount storage unit 327.

The storage limit amount may be, for example, a grain amount corresponding to 100% of the storage space in the grain tank 314, or may be a grain amount other than that.

Then, based on the storage limit amount acquired from the storage limit amount storage unit 327, the detection result by the storage amount sensor 314S, and the unit harvest amount calculated by the unit harvest amount calculation unit 326, the position prediction unit 328 The position of the combine 301 at the time when the grain storage amount reaches the storage limit amount is predicted.

More specifically, the position prediction unit 328 is based on the storage limit amount acquired from the storage limit amount storage unit 327, the detection result by the storage amount sensor 314S, and the unit yield calculated by the unit yield calculation unit 326. To calculate the travelable distance. The travelable distance is a limit distance at which the combine 301 can travel by reaping until the grain storage amount in the grain tank 314 reaches the storage limit amount.

More specifically, the position prediction unit 328 calculates the travelable distance by dividing the difference between the storage limit amount and the grain storage amount at the present time by the unit harvest amount.

Then, based on the calculated travelable distance, the position coordinates of the combine 301 at the present time, and the reaping travel route LI, the position prediction unit 328 combines the combine 301 at the time when the grain storage amount reaches the storage limit amount. Predict the position of

The position prediction result by the position prediction unit 328 is sent to the storage prediction unit 329.

As described above, the travel route calculation system A stores the grain storage amount based on the storage limit amount, the detection result by the storage amount sensor 314S, and the unit harvest amount calculated by the unit yield calculation unit 326. A position prediction unit 328 is provided which predicts the position of the combine 301 at the time when the limit amount is reached.

The storage prediction unit 329 predicts, based on the position prediction result received from the position prediction unit 328, whether or not the grain storage amount reaches the storage limit amount while the combine 301 is traveling on the next traveling line LNb. .

The next travel line LNb is a travel line LN where the combine 301 is to travel next to the current travel line LNa among the plurality of travel lines LN. Further, the current travel line LNa is a travel line LN on which the combine 301 is currently traveling among the plurality of travel lines LN.

Describing the prediction by the storage prediction unit 329 in detail, if the position of the combine 301 predicted by the position prediction unit 328 is a position on the way of the next traveling line LNb, the storage prediction unit 329 sets the grain in the middle of the next traveling line LNb. It is predicted that the grain storage amount will reach the storage limit amount.

As described above, the position prediction result by the position prediction unit 328 is based on the detection result by the storage amount sensor 314S. The prediction by the storage prediction unit 329 is based on the position prediction result by the position prediction unit 328. That is, the prediction by the storage prediction unit 329 is based on the detection result by the storage amount sensor 314S.

As described above, the travel route calculation system A, based on the detection result by the storage amount sensor 314S, the grain storage amount reaches the storage limit amount in the middle of the next travel line LNb which is the travel line LN scheduled to travel next. It has a storage prediction unit 329 that predicts whether or not.

Then, the prediction result by the storage prediction unit 329 is sent to the reaper traveling route calculation unit 322.

The reaper traveling route calculation unit 322 is configured to perform traveling line correction processing when the storage prediction unit 329 predicts that the grain storage amount reaches the storage limit amount in the middle of the next travel line LNb. The traveling line correction process is a process of correcting the next traveling line LNb so that the grain storage amount does not reach the storage limit in the middle of the next traveling line LNb.

Then, in the present embodiment, in the traveling line correction process, the reaper traveling route calculation unit 322 corrects the next traveling line LNb so that the reaper width by the reaper 315 decreases.

As described above, when the storage prediction unit 329 predicts that the grain storage amount will reach the storage limit in the middle of the next traveling line LNb, the reaper traveling route calculation unit 322 makes grains in the middle of the next traveling line LNb. A traveling line correction process is performed to correct the next traveling line LNb so that the storage amount does not reach the storage limit amount.

[Flow of harvest work using travel route calculation system]
Hereinafter, as an example of a harvesting operation using the travel route calculation system A, a flow in a case where the combine 301 performs the harvesting operation in the field shown in FIG. 17 will be described.

First, the operator manually operates the combine 301, and as shown in FIG. 17, the mowing travel is performed so as to go around along the boundary of the field on the outer peripheral portion in the field. In the example shown in FIG. 17, the combine 301 performs three rounds. When this round trip is completed, the field is in the state shown in FIG.

The region calculation unit 324 calculates the traveling locus of the combine 301 in the round trip shown in FIG. 17 based on the temporal position coordinate of the combine 301 received from the host vehicle position calculation unit 321. Then, as shown in FIG. 18, the area calculation unit 324 calculates an area on the outer circumference side of the field where the combine 301 travels while harvesting the cereals on the basis of the calculated travel locus of the combine 301. Calculated as In addition, the area calculation unit 324 calculates the inside of the calculated outer peripheral area SA as the work target area CA.

Next, based on the calculation result received from the area calculation unit 324, as shown in FIG. 18, the reaper traveling path calculation unit 322 calculates a reaper traveling route LI in the work target area CA. The reaper traveling route LI is configured of a plurality of traveling lines LN parallel to each other.

Then, when the worker presses an automatic travel start button (not shown), as shown in FIG. 19, automatic travel along the reaper travel path LI is started. At this time, the traveling control unit 323 controls the traveling of the combine 301 so that the reaper traveling is performed by the automatic traveling along the reaper traveling route LI.

In the present embodiment, as shown in FIG. 17 to FIG. 19, the transport vehicle CV is parked outside the field. Then, in the outer peripheral area SA, the stop position PP is set at a position near the transport vehicle CV.

The transport vehicle CV can collect and transport the grains discharged from the grain discharge device 318 by the combine 301. When the grain is discharged, the combine 301 stops at the stopping position PP and discharges the grain to the transporter CV by the grain discharging device 318.

When the combine 301 is performing a field harvesting operation, the worker can view the grain storage amount displayed on the display of the communication terminal 304 as described above. Then, when the worker presses a grain discharging button (not shown), the grain discharging operation by the combine 301 is started.

When the grain discharging operation is started, the combine 301 automatically travels to the stopping position PP. Then, the combine 301 stops at the stopping position PP, and discharges the grains to the transporter CV by the grain discharging device 318. When the grain discharging operation is completed, the combine 301 returns to the automatic traveling along the reaper traveling route LI.

Then, when the mowing travel along all the travel lines LN in the work target area CA is completed, the entire field becomes harvested.

[About traveling line correction processing]
As shown in FIG. 19, while the combine 301 is performing mowing travel along the traveling line LN, the position prediction unit 328 always predicts the position of the combine 301 at the time when the grain storage amount reaches the storage limit amount. It is done.

If the position of the combine 301 predicted by the position prediction unit 328 is not in the middle of the next traveling line LNb, the storage prediction unit 329 predicts that the grain storage amount does not reach the storage limit in the middle of the next traveling line LNb. Do. Therefore, in this case, the traveling line correction process described above is not performed.

On the other hand, when the position of the combine 301 predicted by the position prediction unit 328 is a position on the next traveling line LNb, the storage prediction unit 329 determines that the grain storage amount is the storage limit on the middle of the next traveling line LNb. Forecast to reach. Therefore, in this case, the traveling line correction process described above is performed.

Hereinafter, the traveling line correction process will be described with reference to FIGS. 20 and 21 as an example in which the traveling line correction process is performed.

In the example shown in FIG. 20, the combine 301 is performing the mowing travel along the travel line LN in the work target area CA of the field.

Of the work target area CA shown in FIG. 20, the already-cropped area CA2 is an area where the reaping work has already been completed. Then, the combine 301 reaps the built-in grain weirs of the uncut area CA1 in the work target area CA.

As shown in FIG. 20, the combine 301 performs reaping travel along a travel line LN (current travel line LNa) located at an end of the uncrop area CA1. At this time, the mowing width by the mowing device 315 of the combine 301 is the width W1. The width W1 is the maximum width that can be trimmed by the reaper 315.

Further, as shown in FIG. 20, the next traveling line LNb is adjacent to the current traveling line LNa. At this time, it is assumed that the position of the combine 301 predicted by the position prediction unit 328 is the position P1. As shown in FIG. 20, the position P1 is a position in the middle of the next traveling line LNb.

At this time, since the position of the combine 301 predicted by the position prediction unit 328 is the position on the way of the next travel line LNb, the storage prediction unit 329 sets the grain storage amount to the storage limit amount in the middle of the next travel line LNb. Predict to reach. As a result, traveling line correction processing by the reaper traveling route calculation unit 322 is performed.

As shown in FIG. 21, in this traveling line correction process, the next traveling line LNb is corrected so as to change its position in the direction approaching the current traveling line LNa.

As shown in FIG. 20, when the combine 301 travels along the next traveling line LNb before the correction, the reaping width of the combine 301 by the reaper 315 is the width W1. On the other hand, as shown in FIG. 21, when the combine 301 travels along the corrected next traveling line LNb, the cutting width by the cutting device 315 of the combine 301 is the width W2. The width W2 is smaller than the width W1.

That is, since the next traveling line LNb is corrected, the cutting width by the cutting device 315 when the combine 301 travels along the next traveling line LNb is reduced from the width W1 to the width W2. This is because, as shown in FIG. 21, when the combine 301 travels along the corrected next travel line LNb, a part of the reaper 315 passes through the cut area CA2.

As described above, in the traveling line correction process in the present embodiment, the next traveling line LNb is corrected such that the cutting width by the cutting device 315 is reduced. Then, under the control of the traveling control unit 323, the combine 301 travels automatically along the corrected next traveling line LNb.

If it is predicted that the grain storage amount will reach the storage limit in the middle of the next travel line LNb which is the travel line LN scheduled to travel next by the storage prediction unit 329, with the configuration described above, A traveling line correction process is performed. By this traveling line correction processing, the next traveling line LNb is corrected so that the grain storage amount does not reach the storage limit amount in the middle of the next traveling line LNb. Then, if the combine 301 travels based on the corrected next traveling line LNb, the grain storage amount does not reach the storage limit in the middle of the next traveling line LNb.

Therefore, with the configuration described above, it is possible to avoid that the grain storage amount reaches the storage limit amount in the middle of the traveling line LN. Then, if the storage limit amount is set to be equal to or less than the grain amount corresponding to the full amount of grain tank 314, it can be avoided that grain tank 314 becomes full in the middle of traveling line LN.

Moreover, with the configuration described above, it is easy to store as many grains as possible in the grain tank 314 by the combine 301 performing the reaping travel along the corrected next traveling line LNb. This makes it easy to prevent a drop in work efficiency.

That is, with the configuration described above, as much grain as possible is stored in the grain tank 314 while avoiding that the grain tank 314 of the combine 301 becomes full in the middle of the traveling line LN. It is easy to prevent the decline of work efficiency.

First Alternative Embodiment of Third Embodiment
In the traveling line correction process in the above-described embodiment, the next traveling line LNb is corrected such that the mowing width by the mowing device 315 is reduced.

However, the present invention is not limited to this. Hereinafter, a first alternative embodiment according to the present invention will be described focusing on differences from the above embodiment. The configuration other than the parts described below is the same as that of the above embodiment. The same reference numerals are given to the same components as those in the above embodiment.

FIG. 22 is a diagram showing a traveling line correction process in the first embodiment according to the present invention. As shown in FIG. 22, the combine 301 performs reaping travel along a travel line LN (current travel line LNa) located at the end of the uncrop area CA1.

At this time, it is assumed that the position of the combine 301 predicted by the position prediction unit 328 is the position P2. As shown in FIG. 22, the position P2 is a position on the way of the next traveling line LNb.

As shown in FIG. 22, in the traveling line correction process in the first alternative embodiment, the next traveling line LNb is corrected so as to be short.

More specifically, as shown in FIG. 22, before the travel line correction process, the travel line LN extends along the longitudinal direction in the rectangular work target area CA. Then, the traveling line correction process corrects the next traveling line LNb so as to extend along the short direction in the work target area CA. As a result, the next traveling line LNb becomes short.

According to this configuration, when the storage prediction unit 329 predicts that the grain storage amount will reach the storage limit in the middle of the next traveling line LNb, the next traveling line LNb is corrected so as to be short. Then, by shortening the next traveling line LNb, the grain amount obtained when the whole of the next traveling line LNb is cut and traveled is reduced. Thereby, it becomes difficult for the grain storage amount to reach the storage limit amount in the middle of the next traveling line LNb.

That is, according to this configuration, in the traveling line correction process, it is possible to reliably perform correction such that the grain storage amount does not reach the storage limit amount in the middle of the next traveling line LNb.

Second Another Embodiment of the Third Embodiment
In the above embodiment, the combine 301 is a common type.

However, the present invention is not limited to this. Hereinafter, a second alternative embodiment according to the present invention will be described focusing on differences from the above embodiment. The configuration other than the parts described below is the same as that of the above embodiment.

FIG. 23 is a view showing the combine 302 in the second another embodiment according to the present invention. As shown in FIG. 23, the combine 302 is a self-lifting type, and is a specification of six-row cutting.

In the traveling line correction process in the second alternative embodiment, the next traveling line LNb is corrected such that the number of cutting lines by the combine 302 decreases. At this time, for example, the next travel line LNb is corrected such that the combine 302 travels in a state of straddling the row of unharvested land and the row of already harvested land. As a result, the number of cutting strips by the combine 302 is reduced. That is, the cutting width by the combine 302 is reduced.

For example, in the traveling line correction process, the next traveling line LNb may be corrected so that the number of reaping streaks decreases from six to five, or may be reduced to four or less. LNb may be modified.

In addition, the reaper traveling route calculation unit 322 in the combine 302 is configured to receive the line information transmitted from the rice transplanter or the management server. The article information includes the position information of the article in the field. Then, the reaper traveling route calculation unit 322 performs traveling line correction processing based on the received line information.

As shown in FIG. 23, if the cereal grains in the field are row-planted, it is easy to accurately grasp the grain harvest amount corresponding to the number of cutting lines. Therefore, in the field of row planting, by performing the traveling line correction processing on the basis of the number of cutting strips, it is possible to adjust the harvest amount of grain with high accuracy. Thereby, it is easy to store as many grains as possible in the grain tank 314.

In addition, each embodiment described above is only an example, and this invention is not limited to this, A change is suitably possible.

Other Embodiments of the Third Embodiment
(1) The traveling device 311 may be a wheel type or a semi crawler type.

(2) In the above-mentioned embodiment, although mowing travel path LI is constituted by a plurality of traveling lines LN parallel to each other, the present invention is not limited to this. For example, the reaper traveling route LI may be configured by a plurality of traveling lines LN arranged in a mesh shape.

(3) In the above embodiment, the operator manually operates the combine 301, and as shown in FIG. 17, in the outer peripheral portion in the field, the mowing travel is performed so as to go around along the boundary line of the field. . However, the present invention is not limited to this, and the combine 301 may travel automatically, and the crop traveling may be performed so as to go around along the boundary of the field in the outer peripheral portion in the field.

(4) In the above embodiment, traveling of the combine 301 along the reaper traveling route LI is performed by automatic traveling under the control of the traveling control unit 323. However, the present invention is not limited to this, and traveling of the combine 301 along the reaper traveling route LI may be performed by manual operation. In this case, the current position of the traveling line LN and the combine 301 may be displayed on the communication terminal 304. Further, the next traveling line LNb after the correction by the traveling line correction process may be displayed on the communication terminal 304 as a guidance for the operator.

(5) When the storage prediction unit 329 predicts that the grain storage amount will reach the storage limit in the middle of the next travel line LNb, the vehicle travels automatically so that the position of the satellite positioning module 380 matches the travel line LN. The state may be changed to a state of traveling automatically so that a position different from the satellite positioning module 380 in the airframe of the combine 301 and the traveling line LN are aligned. Such a change is also substantially equivalent to the "travel line correction process" according to the present invention.

(6) Vehicle position calculation unit 321, reaper travel route calculation unit 322, travel control unit 323, area calculation unit 324, reaper travel distance calculation unit 325, unit yield calculation unit 326, storage limit amount storage unit 327, position prediction Part or all of the unit 328 and the storage prediction unit 329 may be provided outside the combine 301, and may be provided, for example, in a management server provided outside the combine 301.

(7) The storage prediction unit 329 may be configured to calculate a predicted value of the grain storage amount when the combine 301 travels along the entire following travel line LNb. In addition, the storage prediction unit 329 is configured to predict that the grain storage amount reaches the storage limit amount in the middle of the next traveling line LNb when the calculated predicted value of the grain storage amount is equal to or larger than the storage limit amount. It may be configured.

(8) The travel distance detection unit 333 may not be provided.

(9) The work state detection unit 334 may not be provided.

(10) The reaping travel distance calculation unit 325 may not be provided.

(11) The unit harvest amount calculation unit 326 may not be provided.

(12) The position prediction unit 328 may not be provided.

(13) The traveling control unit 323 may not be provided.

(14) The communication terminal 304 may not be provided.

(15) The present invention can be used not only for ordinary type combine but also for self-eliminating type combine.

The configurations disclosed in the first to third embodiments described above (including the other embodiments, hereinafter the same) are applied in combination with the configurations disclosed in the other embodiments as long as no contradiction arises. In addition, each embodiment disclosed in the present specification is an exemplification, and the embodiment of the present invention is not limited thereto, and can be appropriately modified within the scope of the object of the present invention. Is possible.

5: control unit 10: vehicle body 50: vehicle position calculation unit 51: traveling control unit 52: work control unit 53: traveling mode management unit 54: work area determination unit 55: traveling route setting unit 56: positional deviation value calculation unit 57 : Correction value calculation unit 58: Traveling route displacement unit 80: Vehicle position detection module 81: Satellite positioning module 82: Inertial measurement module H: Harvesting unit (work equipment)
210: Traveling vehicle body (vehicle body)
211: traveling device 241: turning information management unit 242: next traveling route selection unit 205: control unit 251: traveling control unit 2511: manual traveling control unit 2512: automatic traveling control unit 2513: steering amount calculating unit 252: work control unit 253 A traveling mode management unit 254: a travel route setting unit 255: a vehicle position calculation unit 280: a vehicle position detection module 281: a satellite positioning module 282: an inertial positioning module CA: a work area SA: an outer peripheral area 301: combine 313: threshing Device 314: grain tank 314S: storage amount sensor 315: reaper 322: reaper travel route calculation unit 323: travel control unit 326: unit yield calculation unit 328: position prediction unit 329: storage prediction unit A: travel route calculation system LI: Reaping travel path LN: Driving line LNb Next running line

Claims

A working vehicle that divides a work site into an existing work area and an unworked area by automatically traveling along a travel route,
A work device that defines a work width;
A travel route setting unit configured to set a plurality of travel routes extending in parallel with a route interval determined based on the work width and an overlap value preset on both sides of the work width;
A vehicle position calculation unit that calculates a vehicle position;
A position shift value calculation unit that calculates a position shift value when the position of the vehicle is shifted toward the work area from the travel route, which is the travel target;
A correction value calculation unit that obtains a difference value between the overlap value and the positional deviation value, and uses a value that does not exceed the difference value as a correction value;
A work vehicle comprising: a travel route displacement unit configured to displace the travel route set in the unworked region toward the unworked region based on the correction value.
A working vehicle that divides a work site into an existing work area and an unworked area by automatically traveling along a travel route,
A work device that defines a work width;
With respect to the traveling route during traveling, the next traveling route extends parallel to the above-mentioned traveling width with a path interval determined based on the working width and an overlap value preset on both sides of the working width. A travel route setting unit configured to set a target travel route as a target;
A vehicle position calculation unit that calculates a vehicle position;
A position shift value calculation unit that calculates a position shift value when the position of the vehicle is shifted toward the work area from the travel route, which is the travel target;
A correction value calculation unit that obtains a difference value between the overlap value and the positional deviation value, and uses a value that does not exceed the difference value as a correction value;
A work vehicle, comprising: a travel route displacement unit configured to displace the target travel route toward the unworked area based on the correction value.
The work vehicle according to claim 1, wherein the correction value is the difference value, and the travel route displacement unit displaces the travel route by the value of the correction value.
The work vehicle according to any one of claims 1 to 3, wherein the vehicle position calculation unit calculates the vehicle position based on a signal output from a satellite positioning module or an inertial measurement module or both of them.
A work vehicle traveling along a work site along travel paths including a plurality of parallel travel paths extending parallel to one another and a direction change travel path connecting the parallel travel paths.
A steerable traveling device,
Work equipment,
Left turn locus information on the turn locus of the work width center of the work device at the time of left turn, right turn locus information on the turn locus of the work width center at the right turn, and the minimum turning radius of the traveling device The turn information management unit to manage,
Selection of the next traveling route which is the parallel traveling route to be run next to the current traveling route which is the parallel traveling route during traveling based on the left turning trajectory information, the right turning trajectory information and the minimum turning radius And a next traveling route selection unit that determines the work vehicle.
The work vehicle according to claim 5, wherein the next traveling route selection unit makes a selection condition that a traveling distance of a direction change from the current traveling route to the next traveling route is short.
A satellite positioning module that outputs positioning data based on satellite signals from a satellite, a vehicle position calculation unit that calculates a vehicle position based on the positioning data, and a deviation between the traveling route and the vehicle position The work vehicle according to claim 5 or 6, further comprising: a steering amount calculation unit that calculates a steering amount.
The work vehicle according to claim 7, wherein a satellite antenna which is a positioning reference point of the satellite positioning module is disposed on a tread center line of the traveling device.
A travel route selection system for a work vehicle traveling on a work site along a travel path including a plurality of parallel travel paths extending parallel to one another and a direction change travel path connecting the parallel travel paths,
Left turning locus information on the turning locus of the working width center of the work vehicle at the time of left turning, right turning locus information on the turning locus of the working width center at the right turning, and minimum turning of the traveling device of the working vehicle A turning information management unit that manages the radius and
Selection of the next traveling route which is the parallel traveling route to be run next to the current traveling route which is the parallel traveling route during traveling based on the left turning trajectory information, the right turning trajectory information and the minimum turning radius And a next travel route selection unit that determines the travel route selection system.
A reaping device for reaping a field crop yard, a threshing device for threshing a reaping crop remnant harvested by the reaping device, and a grain tank for storing grains obtained by the threshing treatment by the threshing device; A travel route calculation system for calculating a travel route of a combine having a storage amount sensor for detecting a grain storage amount in the grain tank,
It has a reaper travel route calculation unit that calculates a reaper travel route that is a travel route for reaper travel in a field.
The reaper traveling route is constituted by a plurality of traveling lines,
According to the detection result by the storage amount sensor, there is provided a storage prediction unit that predicts whether or not the grain storage amount reaches a predetermined threshold in the middle of the next travel line which is the travel line scheduled to travel next based on the detection result by the storage amount sensor ,
When the grain storage amount is predicted to reach the threshold in the middle of the next travel line by the storage prediction unit, the harvest travel route calculation unit calculates the grain storage amount in the middle of the next travel line. A travel route calculation system that performs travel line correction processing that corrects the next travel line so as not to reach the threshold.
The traveling control unit is configured to control the combine so that the reaper traveling is performed by the automatic traveling along the reaper traveling path.
The traveling route calculation system according to claim 10, wherein the reaper traveling route calculation unit corrects the next traveling line so that a reaper width by the reaper decreases in the traveling line correction process.
A unit yield calculation unit that calculates a unit yield, which is the amount of grain harvested per unit cutting distance;
Based on the threshold value, the detection result by the storage amount sensor, and the unit harvest amount calculated by the unit yield calculation unit, the position of the combine at the time when the grain storage amount reaches the threshold is determined. And a position prediction unit for predicting
The storage prediction unit predicts that the grain storage amount reaches the threshold in the middle of the next traveling line when the position of the combine predicted by the position prediction unit is in the middle of the next traveling line. The travel route calculation system according to claim 10 or 11.