WO2020044726A1

WO2020044726A1 - Automated steering system, harvesting machine, automated steering method, automated steering program, and recording medium

Info

Publication number: WO2020044726A1
Application number: PCT/JP2019/023214
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: 2018-08-29
Filing date: 2019-06-12
Publication date: 2020-03-05
Also published as: KR20210039452A; CN112638147A

Abstract

An automated steering system for a field work vehicle, which approaches from an approach origin travel path Ln to an approach destination travel path Lm via a turning travel motion by means of automated travel, is provided with: an initial turning path-calculating unit for calculating an initial turning path C1, which is for an initial turning travel motion that continues from travel along an approach origin travel path Ln; a later turning path-calculating unit for calculating a later turning path C2, which is for a later turning travel motion that continues from travel along the initial turning path; and an approach path-calculating unit for calculating an approach path Lin, which connects the later turning path C2 with the approach destination travel path Lm. The turning radius R of the initial turning path C1 is set to be larger than the turning radius of the later turning path C2.

Description

Automatic steering system and harvester, automatic steering method, automatic steering program, recording medium

The present invention relates to an automatic steering system, a harvester, an automatic steering method, an automatic steering program, and a recording medium.
About.

[1]
2. Description of the Related Art Conventionally, there is an automatic steering system for a field work vehicle that automatically enters a destination travel route from a source travel route via a turning travel by an automatic travel.
About.

The automatic traveling work vehicle is automatically steered along a linear traveling route covering the work site. The entry from the entry source travel route to the entry destination travel route via the turning travel is sequentially repeated. The turning of the aircraft, which is necessary because the direction of the approaching travel route is different from the direction of the approaching travel route, is performed by turning.

コン The combine according to Patent Literature 1 performs work in an unworked area by traveling in such a way that traveling paths set as a plurality of parallel lines are sequentially connected in a direction change traveling (U-turn traveling). The route for the turning traveling is an arc having a diameter equal to the distance between the adjacent traveling routes (see FIG. 1 of Patent Document 1). Further, in the case where the vehicle travels from the entry source travel route to the destination travel route via the turning travel with one travel route interposed therebetween (see FIG. 8 of Patent Document 1), an arc having a diameter larger than the route interval is used. Is used as a path for turning traveling. In any case, a path indicated by one circular arc is used for turning traveling for changing the direction of the body.

In the combine according to Patent Literature 2, a path composed of two circular arcs having the same radius and a straight line connecting the circular arcs is used as a path for turning traveling for changing the direction of the body (see FIG. 9 of Patent Literature 2). , FIG. 12, FIG. 15).

[2]
2. Description of the Related Art Conventionally, there is a harvester that automatically travels along a travel route set in a field while overlapping the ends of a harvest width.

Patent Document 3 discloses a work vehicle that automatically runs on a travel route including a plurality of straight roads generated based on the size of a work place, a work width, and an overlap value (overlap setting width). When generating a travel route that covers a work site with a work width including a predetermined overlap value, if an unworked area having a width less than the harvest width occurs, the predetermined overlap value is increased. A travel route is generated that prevents an unworked area having a width less than the work width from remaining at the end.

Japanese Patent Application Publication No. 2017-055673 Japanese Patent Application Publication No. 2018-068284 Japanese Patent Application Publication No. 2017-134527

[1] The problems corresponding to the background art [1] are as follows.
In a field work vehicle such as a combine, it is difficult to perform a single turn along an arc route to connect two adjacent parallel drive routes due to the relationship between the minimum turning radius and the running width. In this case, the turning traveling is performed such that one or more traveling routes are sandwiched between the entry traveling route and the entrance traveling route. In such a turning traveling, a turning path composed of two arcs and a straight line connecting the arcs as shown in Patent Document 2 is used. However, in turning traveling using two arcs, it is necessary to adopt a turning path using an arc having a small radius in order to reduce the distance between the approaching traveling path and the entering traveling path. The turning traveling along such a turning path causes a problem of roughening the ground. For this reason, there is a demand for an appropriate automatic steering method for performing turning traveling using two arcs as compactly as possible and without roughening the ground.

[2] The problems corresponding to the background art [2] are as follows.
In the work vehicle according to Patent Literature 3, by adjusting the overlap value, it becomes possible to work in the unworked area on the traveling route set in the unworked area. Since the overlap value is variable in the travel route creation algorithm mounted on the work vehicle, the work vehicle can travel on travel routes having substantially various work widths. However, since the difference in the overlap value is not taken into account in the steering control in the automatic traveling, even if the traveling route is generated with a small overlap value or the traveling route is generated with a large overlap value, The same steering control is performed.

An object of the present invention is to provide a harvester that performs control in consideration of a difference in the overlap value when the vehicle automatically travels along a traveling route generated with a different overlap value.

[1] The means for solving the problem [1] is as follows.
The present invention is an automatic steering system for a field work vehicle that enters an entry destination traveling route via a turning traveling from an entry origin traveling route through an automatic traveling route, and the system is adapted to travel along the entry origin traveling route. An initial turning path calculation unit that calculates an initial turning path for the initial turning traveling following the above, and a late turning path calculation unit that calculates a late turning path for the later turning following the driving along the initial turning path, An approach path calculation unit that calculates an approach path connecting the late turn path and the destination travel path is provided, and a turn radius of the initial turn path is set to be larger than a turn radius of the late turn path.

(4) The field work vehicle may make the field unduly rough at the time of turning to change the direction of the aircraft. In particular, when shifting from straight running to turning running, the field tends to be roughened. In the configuration of the present invention, on the one hand, by increasing the turning radius of the initial turning path used when shifting from straight running to turning, it is possible to suppress the roughening of the field when shifting from straight running to turning. Is intended. Specifically, the turning radius of the initial turning route is set to be larger than the turning radius of the late turning route used when entering the destination travel route. On the other hand, by reducing the turning radius of the later turning path, it is intended that compact turning can be performed in which the distance between the approaching traveling path and the approaching traveling path is small. Specifically, the turning radius of the later turning path is set to be larger than the turning radius of the initial turning path.

When the entry source travel path is directly connected to the initial turning path, the traveling device constituted by wheels or crawlers during the initial turning traveling along the initial turning path causes crops to be worked by traveling along the destination traveling path. May be trampled. In order to avoid this, it is necessary to travel on an extension of the approaching travel route until the traveling device completely passes through the approaching travel route. For this reason, in one of the preferred embodiments of the present invention, an extension of the entry-source traveling path for preventing the field work vehicle from stepping on crops at the time of turning is provided at the starting end side of the initial turning path. A preliminary route extending along the direction is calculated.

In one preferred embodiment of the present invention, the late turning path is a circular arc, and the initial turning path calculating unit is configured to determine an arc of a circle that is in contact with an extension of the approaching traveling path and a tangent of the late turning path. To calculate the initial turning path. This configuration not only facilitates the calculation of the turning path by expressing the turning path with an arc, but also allows the transition path from the approaching traveling path to the initial turning path and the initial turning path to the late turning path. Has the advantage of being a smooth, continuous line suitable for automatic steering. At this time, if the tangent to the late turning path is a tangent perpendicular to the approaching travel path, the initial turning path and the late turning path are 90-degree arcs, which is convenient. It should be noted that the late turning path and the initial turning path may be in direct contact with each other.

In still another preferred embodiment of the present invention, the late turning path is an arc, and a straight intermediate path leading to the late turning path is calculated at a rear end of the initial turning path. The initial turning path calculation unit calculates the initial turning path as an arc of a circle that is in contact with an extension of the approaching traveling path and the intermediate path. Also in this configuration, the turning path is represented by an arc, and the transition from the entry traveling path to the initial turning path, the transition from the initial turning path to the intermediate path, and the transition from the intermediate path to the late turning path are tangent to the arc. Therefore, the advantage of smoothness can be obtained. Since the initial turning path and the late turning path that are the steering targets are formed by arcs, steering control is realized such that the turning radius of the actual field work vehicle substantially matches the intended turning radius. You.

[2] The solution to the problem [2] is as follows.
A harvester according to the present invention, which automatically travels along a travel route set in a field while overlapping the ends of the harvest width, a harvest travel mode selection unit that selects a harvest travel mode, An overlap value setting unit for setting an overlap value; and calculating the travel route according to the harvest travel mode so as to cover the work target area with a route interval determined from the harvest width and the overlap value. A traveling route calculating unit, a vehicle position calculating unit that calculates a vehicle position, and a control command generating unit that generates a control command based on a deviation between the traveling route and the vehicle position and the overlap value. And an automatic traveling control unit that performs steering control based on the control command.

In the case of harvesters such as combine harvesters, the layout of the travel route in harvesting travel (driving pattern) is based on the shape and size of the field, the type and state of the harvest, the working travel width of the harvesting device, the intention of the driver and farmer, etc. ), Harvest width, harvest speed, control parameters, etc. are determined. Various types of running in which the running pattern, the harvest width, the harvest speed, the control parameters, and the like are different are collectively referred to herein as a harvest running mode. In the harvester having the above-described configuration according to the present invention, when the overlap value in the traveling route calculated according to the harvest traveling mode is set, based on the overlap value and the deviation between the traveling route and the own vehicle position. Since the control command is generated, it is possible to execute different steering controls for traveling routes having different overlap values. As a result, a harvesting operation by automatic traveling using more appropriate steering control can be performed.

In one preferred embodiment of the present invention, the overlap value setting unit changes the overlap value according to the harvesting traveling mode. With this configuration, it is possible to set an optimal overlap value for the selected harvesting travel mode, and to automatically travel with the overlap value.

In one preferred embodiment of the present invention, the width of the deviation dead zone for invalidating the deviation is changed so as to increase in accordance with the increase in the overlap value. If the overlap value becomes large, the possibility that an unharvested area (an area where the harvesting operation is leaked) due to the instability of the automatic traveling control is reduced. In addition, if the width of the deviation dead zone is made large, the steering sensitivity is not sensitive because the steering correction is not performed with a slight deviation, but the steering correction due to the slight deviation causes the aircraft to oscillate finely. The problem of getting lost is avoided. In this configuration, when the overlap value is large, the width of the deviation dead zone is widened, and the fine swing of the body is suppressed.

A reciprocating traveling pattern in which a plurality of parallel traveling paths are connected by a U-turn and a spiral traveling inward along the outer edge of the work target area as a harvesting machine traveling pattern for harvesting while traveling on crops in a field. Swirling running patterns are well known. In the reciprocating traveling pattern, traveling routes sequentially selected from a plurality of parallel traveling route groups are connected by a U-turn turning traveling. In the spiral traveling pattern path, traveling paths parallel to each side of the polygonal work target area are sequentially connected by turning traveling with a reverse movement called an alpha turn. At that time, if the deviation (deviation) of the vehicle position from the target traveling route to be entered next becomes large at the end of the turning travel, an area where the harvesting operation cannot be performed occurs. In order to avoid this, it is necessary to temporarily stop the approach traveling, perform reverse traveling, and restart the approach traveling. However, if the overlap value increases, the permissible range of the deviation of the position of the own vehicle increases, so that the condition for re-entering and traveling can be relaxed. For this reason, in one preferred embodiment of the present invention, an approach deviation calculating unit that calculates an approach deviation between the approach target travel path, which is the travel path to be approached through turning, and the position of the host vehicle. An entry stop command for stopping the entry to the entry target travel path when the entry deviation exceeds the inhibition deviation is included in the control command, and the inhibition deviation is changed by the overlap value. Is done.

FIG. 12 is a view showing the first embodiment (hereinafter the same up to FIG. 11), and is a side view of an ordinary combine as an example of a field work vehicle. It is explanatory drawing which shows the cutting and running around the combine. It is explanatory drawing which shows the driving | running | working pattern which repeats reciprocating driving | running connected by U-turn. It is explanatory drawing which shows the basic principle of calculation of the driving | running route which consists of a U-turn turning route and a straight driving | running | working route. It is explanatory drawing which shows the spiral running pattern using an alpha turn. It is explanatory drawing explaining the flow of the harvesting work by the combine performed using manual driving | running | working and automatic driving | running. It is explanatory drawing which shows each relationship of an approach origin driving | running route, an initial turning route, a late turning route, an approach route, and an approach destination driving route. It is explanatory drawing which shows each relationship of an approach origin driving | running route, an initial turning route, an intermediate route, a late turning route, an approach route, and an approach destination driving route. It is explanatory drawing which shows each relationship of the approaching travel route, the preliminary route, the initial turning route, the late turning route, the approach route, and the approaching traveling route. It is explanatory drawing which shows each relationship of an approach origin driving | running route, a preliminary | backup route, an initial turning route, an intermediate route, a late turning route, an approaching route, and an approaching driving route. FIG. 3 is a functional block diagram illustrating a configuration of a combine control system. It is a figure which shows 2nd Embodiment (henceforth, it is the same until FIG. 23), and is a side view of the common type combine as an example of a harvester. It is explanatory drawing which shows the cutting and running around the combine. It is explanatory drawing which shows the driving | running | working pattern which repeats reciprocating driving | running connected by U-turn. It is explanatory drawing which shows the driving | running | working pattern which runs toward the center in the shape of a spiral. It is explanatory drawing explaining calculation of the driving | running route in a reciprocating driving | running | working pattern using switchback. It is explanatory drawing explaining calculation of the driving | running route in the reciprocating driving | running | working pattern using a normal U-turn. It is explanatory drawing explaining calculation of the driving | running route in a spiral driving | running | working pattern. It is explanatory drawing explaining the flow of the harvesting work by the combine performed using manual driving | running | working and automatic driving | running. It is explanatory drawing which shows the relationship between a harvest width, an overlap value, and a route interval. It is explanatory drawing which shows the relationship between the increase / decrease of an overlap value, and the deviation dead zone width. It is explanatory drawing which shows the relationship between the increase / decrease of an overlap value, and the limit angle at the time of approach driving | running | working. FIG. 3 is a functional block diagram illustrating a configuration of a combine control system.

[First Embodiment]
First, a first embodiment will be described with reference to FIGS.
Next, as an example of a field work vehicle capable of automatically traveling employing the automatic steering system according to the present invention, a normal type combine is taken up and described. In this specification, unless otherwise specified, “front” (direction of arrow F shown in FIG. 1) means forward with respect to the longitudinal direction of the aircraft (running direction), and “rear” (arrow B shown in FIG. 1). Direction) means backward with respect to the longitudinal direction of the aircraft (running direction). In addition, the left-right direction or the lateral direction means a cross-machine direction (machine body width direction) orthogonal to the machine body front-rear direction. “Up” (in the direction of arrow U shown in FIG. 1) and “down” (in the direction of arrow D shown in FIG. 1) are positional relationships in the vertical direction (vertical direction) of the fuselage 10, and are related to the ground level. Is shown.

As shown in FIG. 1, the combine includes an airframe 10, a crawler-type traveling device 11, an operating unit 12, a threshing device 13, a grain tank 14, a harvesting unit 15, a transport device 16, a grain discharging device 18, and a vehicle. The position detecting module 80 is provided.

The traveling device 11 is provided at a lower portion of the body 10. The combine is configured to be self-propelled by the traveling device 11. The operating 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 part of the machine body 10. A driver who drives the combine and a monitor who monitors the work of the combine can be boarded on the driving unit 12. The observer may monitor the combine operation from outside the combine.

The grain discharge device 18 is provided above the grain tank 14. The vehicle position detection module 80 is attached to the upper surface of the driving unit 12.

The harvesting unit 15 is provided at the front of the combine. The transport device 16 is provided on the rear side of the harvesting unit 15. The harvesting unit 15 has a cutting mechanism 15a and a reel 15b. The cutting mechanism 15a cuts the planted grain culm in the field. Further, the reel 15b scrapes the planted grain stem to be harvested while being driven to rotate. With this configuration, the harvesting unit 15 harvests cereals (a kind of agricultural crop) in the field. Then, the combine is capable of traveling by the traveling device 11 while harvesting cereals in the field by the harvesting unit 15.

刈 The harvested stalks harvested by the cutting mechanism 15a are transported by the transport device 16 to the threshing device 13. In the threshing device 13, the harvested culm is threshed. The grain obtained by the threshing process is stored in the grain tank 14. The grains stored in the grain tank 14 are discharged out of the machine by a grain discharging device 18 as necessary.

汎用 Further, the general-purpose terminal 4 is disposed in the driving unit 12. In the present embodiment, the general-purpose terminal 4 is fixed to the driving unit 12. However, the present invention is not limited to this, and the general-purpose terminal 4 may be configured to be detachable from the driving unit 12, or the general-purpose terminal 4 may be able to be taken out of the combine machine. .

コン As shown in FIG. 2, the combine automatically travels along a travel route set in a field. This requires information on the position of the vehicle. The vehicle position detection module 80 includes a satellite positioning unit 81 and an inertial navigation unit 82. The satellite positioning unit 81 receives a GNSS (global navigation satellite system) signal (including a GPS signal), which is position information transmitted from the artificial satellite GS, and outputs positioning data for calculating the own vehicle position. The inertial navigation unit 82 incorporates a gyro acceleration sensor and a magnetic direction sensor, and outputs a position vector indicating an instantaneous traveling direction. The inertial navigation unit 82 is used to supplement the own vehicle position calculation by the satellite positioning unit 81. The inertial navigation unit 82 may be located at a different location from the satellite positioning unit 81.

手順 The procedure for performing harvesting work in the field using this combine is as described below.

First, the driver / monitor manually operates the combine, and harvests while cutting around the periphery of the field along the boundary of the field at the outer peripheral portion in the field as shown in FIG. The area that has been cut (the already-worked area) by the peripheral cutting is set as the outer peripheral area SA. Then, the inner area left uncut on the uncut area (unworked area) inside the outer peripheral area SA is the unworked area CA, which is set as a work target area in the future. In this embodiment, the surrounding mowing travel is performed so that the unworked area CA becomes a square. Of course, a triangular or pentagonal unworked area CA may be employed.

この At this time, in order to secure the width of the outer peripheral area SA to some extent, the driver runs the combine for two or three turns. In this traveling, every time the combine makes one round, the width of the outer peripheral area SA increases by the working width of the combine. At the end of the two or three rounds of travel, the width of the outer peripheral area SA is about two to three times the working width of the combine. The surrounding mowing is not limited to two or three rounds, but may be one round or four or more rounds.

The outer peripheral area SA is used as a space for the combine to change directions when performing harvesting traveling in the unworked area CA that is the work target area. In addition, the outer peripheral area SA is also used as a space for movement when the harvest travel is once completed and the grain is moved to a grain discharge location, or is moved to a fuel supply location.

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

When the inside map data indicating the shape of the unworked area CA is created, automatic traveling along a linear (straight or curved) traveling route calculated based on the inside map data and one traveling route (turning origin) are performed. The turning cruise for shifting from the (traveling route) to the next traveling route (turning destination traveling route) cuts the planted grain culm in the unworked area CA. A reciprocating traveling pattern shown in FIG. 3 is shown as a traveling pattern used when performing traveling (harvest traveling) in the unworked area CA. In this reciprocating traveling pattern, the combine travels such that two traveling routes parallel to one side of the unworked area CA are connected by a U-turn traveling route, which is one of the turning traveling routes.

走行 A traveling route (consisting of a U-turn turning route and a straight traveling route) used for automatically traveling in the unworked area CA using the reciprocating traveling pattern is calculated as follows based on the inside map data. As shown in FIG. 4, a rectangular unworked area CA including a first side S1, a second side S2, a third side S3, and a fourth side S4 is defined from the inside map data. The first side S1, which is the long side of the unworked area CA, is selected as the reference side S1. A line parallel to the reference side S1 and passing inside the reference side S1 by half of the working width (cutting width) is calculated as the initial reference line L1. This initial reference line L1 corresponds to a traveling route that travels first. Note that, first, when a harvesting travel that divides the unworked area CA is adopted, as the initial reference line L1, a distance parallel to the reference side S1 and further away from the reference side S1 (half the working width + A line passing through (an integral multiple of the working width) is calculated as the initial reference line L1.

In order to secure a space required for the combine to make a 180-degree turn from the approaching travel route to the approaching travel route, the next reference line L2 connected from the initial reference line L1 via the turning travel is an initial reference line. It is calculated at intervals of a plurality of times (three times in FIG. 4) the work width in parallel with L1. In the same manner, the next reference line L3 is calculated. As described above, the reference line is sequentially calculated in consideration of the space required for the turning travel. These reference lines L1, L2, L3,... Correspond to traveling routes for straight traveling (an entrance traveling route and an entrance traveling route). In FIG. 4, the shape of the unworked area CA is a quadrangle, but even if this is another polygon such as a triangle or a pentagon, if the reference side S1 is selected, the traveling route can be sequentially calculated in the same manner. Can be.

In addition, there is a spiral running pattern as another running pattern. In the spiral running pattern, as shown in FIG. 5, the combine runs like a spiral toward the center with a circular running locus similar to the outer shape of the unworked area CA. At this time, as a necessary turning in each corner area, a turning called an alpha turn using straight running, backward turning, and forward turning is adopted.

(6) In an actual harvesting operation in a field, a reciprocating traveling pattern and a spiral traveling pattern are often mixed as shown in FIG. In the example of FIG. 6, when the combine enters the field (#a), the surrounding mowing travel is performed by manual steering, and an outer peripheral area SA, which is a work area, is formed on the outermost peripheral side of the field (#b). When the outer peripheral area SA formed by the peripheral mowing travel has a size that enables the alpha turn of the combine, the spiral travel pattern is set for the unworked area CA, and the spiral travel is performed (#c). In this spiral running, automatic running by automatic steering is possible at least in straight running. The spiral running is performed until the unworked area CA becomes large enough to enable the turning running (normal U-turn, switchback turn) in the reciprocating running pattern (#d). Next, a traveling route that covers the unworked area CA in a reciprocating traveling pattern is set for the unworked area CA (#e). By performing the reciprocating traveling along the set traveling route, the harvesting work in the field is completed (#f).

Turning paths used when entering the destination travel path Lm from the entry source travel path Ln are illustrated in FIGS. 7 to 10. In FIGS. 7 to 10, the approaching travel route is indicated by Ln, and the approaching travel route is indicated by Lm. An interval (route interval) between the entry traveling route Ln and the entry traveling route Lm is indicated by D. The turning path includes an initial turning path C1 for the initial turning traveling following the traveling along the entry-source traveling path Ln, a late turning path C2 for the late turning traveling following the traveling along the initial turning path C1, and a late turning path. It has an approach route Lin that connects the turning route C2 and the approach destination travel route Lm. The approach route Lin may be an extension route of the destination travel route Lm. In the examples of FIGS. 8 and 10, a linear intermediate path Lmid connected to the late turning path C2 is interposed on the rear end side of the initial turning path C1. In the turning path illustrated here, the intermediate path Lmid is a tangent to the initial turning path C1 and the late turning path C2. The initial turning path C1 is a 90-degree arc. In the examples of FIGS. 9 and 10, the preliminary route Lad is interposed between the initial turning route C <b> 1 and the end of the approaching traveling route Ln. The preliminary route Lad may be regarded as an extension line extending in the direction in which the entry traveling route Ln extends. An important point in the turning paths exemplified in FIGS. 7 to 10 is that the radius R of the arc forming the initial turning path C1 is set to be larger than the radius r of the arc forming the late turning path C2. Regarding the turning radius R of the initial turning route C1, a minimum value and a maximum value that are larger than r are predetermined in consideration of a radius r of an arc forming the late turning route C2, and the minimum value and the maximum value are determined. May be selected. Furthermore, it may be set in advance on condition that the available turning radius R is a value larger than r.

後 The late turning path C2 used for turning to enter the destination travel path Lm is an arc having a radius r that is in contact with the approach path Lin which is an extension of the destination travel path Lm. The radius r is determined in advance based on the turning radius of the combine. When giving priority to making the turning space smaller than the roughness of the field, the minimum turning radius of the combine is adopted, and when giving priority to not turning the field over the turning space, a standard turning radius larger than the minimum turning radius is used. Adopted.

The length of the approach route Lin is such that the combine that has turned along the late turning route C2 reliably captures the approach destination route Lm, accurately enters the approach destination route Lm, and harvests without cutting. It is calculated so that it can shift to. The minimum required length of the approach route Lin is calculated from the combine specifications (harvest width and turning performance), the field characteristics (slipperiness and unevenness level), and the space available for turning traveling.

では In the example of FIG. 7, the initial turning route C1 is directly connected to the late turning route C2 and the entry traveling route Ln. In other words, the initial turning path C1 is a 90-degree arc of a circle that is in contact with the late turning path C2 and the approaching traveling path Ln. In such cases, preconditions are necessary. This prerequisite is that the route interval is relatively short, and even if the vehicle shifts to turning immediately after harvesting on the entry-source traveling route Ln, the traveling device 11 on the turning side causes the planted grain culm in the uncut area to be turned. Is not to trample on.

If the vehicle shifts to turning immediately after the harvesting traveling on the approaching traveling route Ln, as shown in FIGS. 9 and 10, when the traveling device 11 on the turning side steps on the planted grain culm in the uncut area. Next, a preliminary route Lad is calculated between the approaching traveling route Ln and the initial turning route C1. When the backup route Lad is calculated, the approach route Lin is extended by the length of the backup route Lad.

場合 When the path interval is longer than in the examples of FIGS. 7 and 9, if a turning path in which the initial turning path C1 is directly connected to the later turning path C2 is employed, the radius R of the initial turning path C1 becomes very large. For this reason, the starting end of the initial turning route C1 enters deeply into the approaching starting route Ln, and the running device 11 of the combine steps on the planted grain culm during the turning run. In order to avoid this, as shown in FIG. 8 and FIG. 10, a straight intermediate route Lmid connected to the late turning route C2 is calculated at the rear end side of the initial turning route C1.

As described above, the turning route used when turning from the entry source driving route Ln to the entry destination driving route Lm includes the path interval D, combine specifications (harvest width and turning performance), and field characteristics (slipperiness and unevenness level). ), An appropriate space (one of the four turning patterns shown in FIGS. 7 to 10) is selected from the space available for turning. If it is impossible to turn even with these turning patterns, an alpha pattern as shown in FIG. 5 is selected.

FIG. 11 shows a combine control system. The control system of the combine is composed of a control device 5 composed of a number of electronic control units called ECUs connected via an in-vehicle LAN, and various input / output devices for performing signal communication and data communication with the control device 5. I have.

The control device 5 includes an output processing unit 58 and an input processing unit 57 as input / output interfaces. The output processing unit 58 is connected to various operating devices 70 via a device driver 65. The operating devices 70 include a traveling device group 71 that is a traveling-related device and a working device group 72 that is a working-related device. The traveling equipment group 71 includes, for example, engine equipment, transmission equipment, braking equipment, steering equipment, and the like. The work equipment group 72 includes control equipment in a harvesting work device (the harvesting unit 15, the threshing device 13, the transport device 16, the grain discharging device 18, and the like shown in FIG. 1).

The input processing unit 57 is connected with a running state sensor group 63, a working state sensor group 64, a running operation unit 90, and the like. The running state sensor group 63 includes a vehicle speed sensor, an engine speed 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 that detects the driving state and the posture of the harvesting operation device described above, and a sensor that detects the state of the grain culm and the grain.

The driving operation unit 90 is a general term for operating tools that are manually operated by a driver and whose operation signals are input to the control device 5. The traveling operation unit 90 includes a main transmission lever 91 as a transmission lever, a steering lever 92, a mode operation tool configured as a mode changeover switch 93, an automatic traveling operation tool 94, and the like. The mode switch 93 has a function of sending a command for switching between automatic operation and manual operation to the control device 5. The automatic traveling operation tool 94 outputs an automatic traveling shift request through an operation by the driver.

The notifying device 62 is a device for notifying a driver or the like of a warning regarding a working state or a running state, and is a buzzer, a lamp, or the like. The general-purpose terminal 4 also functions as a device that notifies a driver or the like of a working state, a running state, and various information through display on the touch panel 40.

This control device 5 is also connected to the general-purpose terminal 4 via the in-vehicle LAN. The general-purpose terminal 4 is a tablet computer having a touch panel 40. The general-purpose terminal 4 includes an input / output control unit 41, a work traveling management unit 42, a traveling route calculation unit 43, and a turning route calculation unit 44. The input / output control unit 41 has a function of constructing a graphic interface using the touch panel 40 and a function of exchanging data through a remote computer, a wireless line, or the Internet.

The work traveling management unit 42 includes a traveling trajectory calculation unit 421, a work area determination unit 422, and a discharge position setting unit 423. The travel locus calculation unit 421 calculates a travel locus based on the own vehicle position given from the control device 5. As shown in FIG. 2, the work area determination unit 422 divides the field into an outer work area CA and an unworked area CA based on a traveling locus obtained by the combine harvesting the outer circumference area SA several times. And is divided into The outermost line of the outer peripheral area SA is used to calculate the boundary with the shore of the field, and the innermost line of the outer peripheral area SA is used to calculate the unworked area CA in which automatic traveling is performed. When the grain tank 14 is full, the discharge position setting unit 423 sets a combine discharge stop position when the grains in the grain tank 14 are discharged to the transport vehicle CV by the grain discharge device 18. The discharge stop position is set in an outer peripheral area SA formed on the outer peripheral side of the field by peripheral mowing traveling, and at a location other than a corner portion of the polygonal outer peripheral area SA.

The travel route calculation unit 43 calculates a travel route for automatic traveling with respect to the unworked area CA determined by the work area determination unit 422. When the driver inputs that the manual traveling in the outer peripheral area SA has been completed, the route calculation in the selected traveling pattern is automatically performed.

The traveling route calculation unit 43 determines the interval between adjacent traveling routes (path interval) based on the harvest width (work width) of the harvesting unit 15 and the overlap value. Further, the travel route calculation unit 43 calculates the straight travel route using the algorithm described with reference to FIG.

The turning path calculation unit 44 calculates the turning path of the U-turn type and the turning path of the alpha-turn type shown in FIG. In particular, in order to calculate the turning path described with reference to FIGS. 7 to 10, the initial turning path calculation unit 441, the late turning path calculation unit 442, the approach path calculation unit 443, the preliminary path calculation unit 444, and the intermediate path calculation unit. 445 are provided.

The late turning path calculation unit 442 calculates a 90-degree circular arc having a preset turning radius of the combine through the operation input to the touch panel 40 as the late turning path C2. At that time, the approach route calculation unit 443 calculates the length of the approach route necessary to accurately enter the destination travel route Lm using the calculated late turning route C2. The initial turning route calculation unit 441 calculates an initial turning route C1 for the initial turning traveling following the traveling along the entry source traveling route Ln. At this time, a value larger than the radius of the late turning route C2 is used as the radius of the initial turning route C1. It is advantageous if the radius of the initial turning path C1 corresponding to the radius of the late turning path C2 is tabulated. Based on the calculated path intervals between the initial turning path C1 and the late turning path C2, and between the approaching travel path Ln and the approaching travel path Lm, the intermediate path calculation unit 445 determines the required length of the linear intermediate path Lmid. Is calculated. Further, the spare route calculation unit 444 calculates the required length of the spare route Lad based on the current harvest width of the combine, the specifications of the traveling device 11, and the radius of the initial turning route C1.

In the calculation of the turning route by the turning route calculation unit 44, if the required length of the intermediate route Lmid and the spare route Lad is zero, the turning route as shown in FIG. 7 is calculated. If only the required length of the spare route Lad is zero, a turning route as shown in FIG. 8 is calculated. If only the required length of the intermediate route Lmid is zero, a turning route as shown in FIG. 9 is calculated. If the required length of the intermediate route Lmid and the spare route Lad is not zero, the turning route as shown in FIG. 10 is calculated.

The control device 5 includes a host vehicle position calculation unit 50, a manual travel control unit 51, an automatic travel control unit 52, a travel route setting unit 53, a work control unit 54, and a notification unit 59.

The own vehicle position calculation unit 50 calculates the own vehicle position in the form of map coordinates (or field coordinates) based on the positioning data sequentially transmitted from the satellite positioning unit 81. The own vehicle position calculation unit 50 can also calculate the own vehicle position using the position vector from the inertial navigation unit 82 and the travel distance. The host vehicle position calculation unit 50 can also calculate the host vehicle position by combining signals from the satellite positioning unit 81 and the inertial navigation unit 82. Further, the own-vehicle position calculating unit 50 can also calculate the direction of the body 10 that is the traveling direction of the body 10 from the own-vehicle position over time.

The notification unit 59 generates notification data based on a command or the like from each functional unit of the control device 5 and provides the notification data to the notification device 62. When the traveling mode is switched to the automatic traveling mode by the mode changeover switch 93, the control device 5 determines whether or not the automatic traveling is permitted based on a preset automatic traveling permission condition, and the result of this determination is permission. In this case, an automatic traveling start command is given to the automatic traveling control unit 52.

The manual traveling control unit 51 and the automatic traveling control unit 52 have an engine control function, a steering control function, a vehicle speed control function, and the like, and provide a traveling control signal to the traveling equipment group 71. The work control unit 54 provides a work control signal to the work equipment group 72 to control the movement of the harvesting work device.

This combine can run in both automatic operation, in which harvesting is performed by automatic running, and manual operation, in which harvesting is performed by manual running. When the automatic traveling mode is set, the traveling route setting unit 53 receives the traveling route calculated by the traveling route calculating unit 43 and the turning route calculated by the turning route calculating unit 44 from the general-purpose terminal 4, and Are set as a traveling route and a turning route that are targets of automatic steering. In order to perform automatic steering, the automatic traveling control unit 52 performs an azimuth shift between the traveling route and the turning route set by the traveling route setting unit 53 and the own vehicle position calculated by the own vehicle position calculating unit 50. A steering control signal is generated so as to eliminate the displacement. Further, the automatic traveling control unit 52 generates a control signal relating to a change in the vehicle speed based on the vehicle speed value set in advance.

When the manual traveling mode is selected, when a manual operation signal is sent to the manual traveling control unit 51 based on an operation by the driver, the manual traveling control unit 51 generates a control signal and controls the traveling device group 71. Thus, manual operation is realized. The traveling route and the turning route set by the traveling route setting unit 53 can be used for guidance for the combine to travel along the traveling route and the turning route even in manual operation.

[Another Embodiment of the First Embodiment]
(1) In the above-described embodiment, the turning route calculation unit 44 calculates the initial turning route C1, the late turning route C2, the intermediate route Lmid, and the spare route Lad when the entry source driving route Ln and the destination driving route Lm are determined. Was configured to be. Instead, the calculation functions of the initial turning route C1, the late turning route C2, the intermediate route Lmid, and the backup route Lad are tabulated, and the data of the determined entry-source travel route Ln and the determined destination travel route Lm are input. A configuration may be adopted in which data of the initial turning route C1, the late turning route C2, the intermediate route Lmid, and the preliminary route Lad are derived.

(2) Each functional unit shown in FIG. 11 is divided mainly for the purpose of explanation. In practice, each functional unit may be integrated with another functional unit, or may be divided into a plurality of functional units. For example, the functional units constructed in the general-purpose terminal 4 may be partially or wholly incorporated in the control device 5.

(3) In the above-described embodiment, the peripheral mowing traveling is performed manually, but in the second and subsequent laps, automatic traveling may be partially used, particularly for linear traveling. .

(4) In the above embodiment, the automatic steering system for the field work vehicle has been described. However, each functional unit in the above-described embodiment can be configured as an automatic steering program. Further, the processing performed by each functional unit in the above-described embodiment can be configured as an automatic steering method.

(5) Further, such an automatic steering program may be configured to be recorded on a recording medium.

(6) In the above-described embodiment, an example in which the present invention is applied to an ordinary combine is shown. However, the present invention can also be used for a self-removing combine. The present invention can also be used for various harvesters such as a corn harvester, a potato harvester, a carrot harvester, and a sugarcane harvester.

[Second embodiment]
Hereinafter, the second embodiment will be described with reference to FIGS.
Next, as an example of a harvester capable of automatic operation and manual operation according to the present invention, a general-type combiner will be described. In this specification, “front” (direction of arrow F shown in FIG. 12) means forward with respect to the longitudinal direction of the aircraft (running direction), and “rear” (arrow B shown in FIG. 12) unless otherwise specified. Direction) means backward with respect to the longitudinal direction of the aircraft (running direction). In addition, the left-right direction or the lateral direction means a cross-machine direction (machine body width direction) orthogonal to the machine body front-rear direction. “Up” (in the direction of arrow U shown in FIG. 12) and “down” (in the direction of arrow D shown in FIG. 12) are positional relationships in the vertical direction (vertical direction) of the airframe 210, and are related to the ground level. Is shown.

As shown in FIG. 13, the combine includes a body 210, a crawler-type traveling device 211, an operating unit 212, a threshing device 213, a grain tank 214, a harvesting unit 215, a transport device 216, a grain discharging device 218, and a vehicle. A position detection module 280 is provided.

The traveling device 211 is provided below the body 210. The combine is configured to be able to run by the traveling device 211 by itself. The operation unit 212, the threshing device 213, and the grain tank 214 are provided above the traveling device 211 and constitute an upper part of the body 210. The driver that drives the combine and the monitor that monitors the work of the combine can be boarded on the driving unit 212. The observer may monitor the combine operation from outside the combine.

The grain discharge device 218 is provided above the grain tank 214. The vehicle position detection module 280 is mounted on the upper surface of the driving unit 212.

The harvesting unit 215 is provided at the front of the combine. The transport device 216 is provided on the rear side of the harvesting unit 215. The harvesting unit 215 has a cutting mechanism 215a and a reel 215b. The cutting mechanism 215a cuts the planted grain culm in the field. In addition, the reel 215b scrapes the planted grain stem to be harvested while being driven to rotate. With this configuration, the harvesting unit 215 harvests cereals (a kind of agricultural crop) in the field. Then, the combine is capable of traveling by the traveling device 211 while harvesting cereals in the field by the harvesting unit 215.

刈 The harvested culm cut by the cutting mechanism 215a is transported to the threshing device 213 by the transport device 216. In the threshing device 213, the harvested culm is threshed. The grain obtained by the threshing process is stored in the grain tank 214. The grains stored in the grain tank 214 are discharged out of the machine by the grain discharge device 218 as necessary.

The general-purpose terminal 204 is disposed in the operation unit 212. In the present embodiment, the general-purpose terminal 204 is fixed to the driving unit 212. However, the present invention is not limited to this, and the general-purpose terminal 204 may be configured to be detachable from the driving unit 212, or the general-purpose terminal 204 may be able to be taken out of the combine machine. .

よう As shown in FIG. 13, this combine automatically travels along a travel route set in a field. This requires information on the position of the vehicle. The vehicle position detection module 280 includes a satellite positioning unit 281 and an inertial navigation unit 282. The satellite positioning unit 281 receives a GNSS (global navigation satellite system) signal (including a GPS signal), which is position information transmitted from the artificial satellite GS, and outputs positioning data for calculating the position of the own vehicle. The inertial navigation unit 282 incorporates a gyro acceleration sensor and a magnetic direction sensor, and outputs a position vector indicating an instantaneous traveling direction. The inertial navigation unit 282 is used to supplement the own vehicle position calculation by the satellite positioning unit 281. The inertial navigation unit 282 may be located at a different location from the satellite positioning unit 281.

First, the driver / monitor manually operates the combine, and harvests the outer peripheral portion in the field while cutting around the boundary of the field as shown in FIG. The area that has been cut (the already-worked area) by the peripheral cutting is set as the outer peripheral area SA. Then, the inner area left uncut on the uncut area (unworked area) inside the outer peripheral area SA is the unworked area CA, which is set as a work target area in the future. In this embodiment, the surrounding mowing travel is performed so that the unworked area CA becomes a square. Of course, a triangular or pentagonal or larger polygonal unworked area CA may be employed.

Note that the transport vehicle CV shown in FIG. 13 can collect and transport the grains discharged from the grain discharge device 218 by the combine. At the time of discharging the grains, the combine moves to the vicinity of the transport vehicle CV, and then discharges the grains to the transport vehicle CV by the grain discharging device 218.

When the inside map data indicating the shape of the unworked area CA is created, automatic traveling along a linear (straight or curved) work traveling route calculated based on the inside map data, The harvested vegetation in the unworked area CA is cut off by the harvest traveling by the turning transition traveling for transition to the next work traveling route. The traveling route for the turning transition traveling is referred to as a turning transition route. The traveling pattern used in the harvesting traveling includes a reciprocating traveling pattern (shown in FIG. 14) in which a plurality of parallel work traveling paths are connected by a U-turn, and a spiral pattern along the outer edge of the unworked area CA. Fig. 16 is a running spiral running pattern (shown in Fig. 15).

In the reciprocating traveling pattern shown in FIG. 14, the combine travels such that a traveling path parallel to one side of the unworked area CA is connected by a U-turn traveling as a turning traveling. The U-turn traveling includes a normal U-turn that extends over one or more traveling routes and a switchback turn that connects adjacent traveling routes. The normal U-turn is a 180-degree turn including two forward 90-degree turns and a straight-ahead run, and the straight-ahead run may be omitted. The switchback turn is a 180-degree turning using a 90-degree forward turn, a reverse, and a 90-degree forward turn.

In the spiral running pattern shown in FIG. 15, in the combine, the orbital traveling that is performed while connecting the working traveling route similar to the outer shape of the unworked area CA by the turning traveling route is performed like a spiral toward the center. . A turn called an alpha turn using a straight turn, a reverse turn, and a forward turn is used for turning at a corner in each round trip. It is also possible to change from the spiral running pattern to the reciprocating running pattern or from the reciprocating running pattern to the spiral running pattern during the work.

The travel route used for automatically traveling the unworked area CA using the reciprocating travel pattern is calculated as follows based on the inside map data. As shown in FIGS. 16 and 17, a quadrangular unworked area CA including a first side S1, a second side S2, a third side S3, and a fourth side S4 is defined from the inside map data. The first side S1, which is the long side of the unworked area CA, is selected as the reference side S1. A line parallel to the reference side S1 and passing inside the reference side S1 by half of the working width (cutting width) is calculated as the initial reference line L1. This initial reference line L1 corresponds to a traveling route that travels first. Note that, first, when a harvesting travel that divides the unworked area CA is adopted, as the initial reference line L1, a distance parallel to the reference side S1 and further away from the reference side S1 (half the working width + A line passing through (an integral multiple of the working width) is calculated as the initial reference line L1.

When a switchback turn that requires a small space to make a 180-degree turn (U-turn) is adopted as the turning transition running, as shown in FIG. 16, the initial reference line L1 is sequentially turned to the U-turn. The connected reference lines L2, L3,... Are calculated at intervals of the working width in parallel with the initial reference line L1. These reference lines L1, L2, L3,... Correspond to work traveling routes for straight traveling.

When a normal U-turn in which the space required for making a U-turn is larger than the switchback turn is adopted as the turning transition traveling, the next reference line L2 connected from the initial reference line L1 via the U-turn is the initial reference line. It is calculated at intervals of a plurality of times (three times in FIG. 6) the work width in parallel with L1. As shown in FIG. 17, the next reference line L3 is calculated in a similar manner. In this manner, the reference lines are sequentially calculated in consideration of the space required for the normal U-turn. These reference lines L1, L2, L3,... Correspond to work traveling routes for straight traveling.

In FIGS. 16 and 17, the unworked area CA has a quadrangular shape. However, even if the unworked area CA is another polygon such as a triangle or a pentagon, if the reference side S1 is selected, the vehicle travels sequentially in the same manner. A route can be calculated.

場合 When the spiral running pattern is selected, the work traveling route used for automatic traveling is calculated as follows based on the inside map data. As shown in FIG. 18, the first side S1 which is the long side of the unworked area CA (or the short side in the spiral running pattern) is selected as the reference side S1. A line that is parallel to the reference side S1 and passes inside the reference side S1 by half of the working width (cutting width) is calculated as the reference line L1. This reference line L1 is an initial reference line that is the first work traveling route of the automatic traveling. Further, a line parallel to the second side S2 adjacent to the reference side S1 in the traveling direction of the combine and passing inside the second side S2 by half of the working width (cutting width) is calculated as the next reference line L2. Is the next work travel route which is the target of the next automatic travel of the work travel route. The first work travel route and the next work travel route are connected by an alpha turn (special turn) that implements a body turn at an angle formed by the reference side S1 and the second side S2. Similarly, the next reference line L3 is also sequentially calculated. These reference lines L1, L2, L3,... Correspond to work traveling routes for straight traveling.

In a harvesting operation in an actual field, a reciprocating traveling pattern and a spiral traveling pattern are often mixed as shown in FIG. In the example of FIG. 19, when the combine enters the field (#a), the surrounding mowing is performed by manual steering, and an outer peripheral area SA, which is a work area, is formed on the outermost peripheral side of the field (#b). When the outer peripheral area SA formed by this peripheral mowing traveling has a size that enables the direction change in the alpha turn, the spiral traveling pattern is set for the unworked area CA, and the spiral traveling is performed (#c). In this spiral running, automatic running by automatic steering is possible at least in straight running. The spiral running is performed until the unworked area CA becomes large enough to enable the turning transition running (normal U-turn, switchback turn) in the reciprocating running pattern (#d). Next, a work travel route that covers the unworked area CA in a reciprocating travel pattern is set for the unworked area CA (#e). By repeating the reciprocation along the set work travel route, the field harvesting work is completed (#f).

This combine automatically travels along the traveling route while overlapping the ends of the harvest width. For this reason, as schematically shown in FIG. 20, the path interval between the parallel running paths is set so that the remaining width of the harvesting unit 215 and the error of the automatic steering are absorbed so that uncut leaves do not occur. Is determined on the basis of the overlap value set in (1). Assuming that the harvest width is W and the overlap value is OL, the path interval D is W-OL. When the overlap value is set, the allowable position shift range in which the position shift of the harvesting unit 215 in the left-right direction is allowed is half of the overlap value in each of the left-right direction.

(4) When the predetermined overlap value is set, the allowable displacement range is determined. As schematically shown in FIG. 21, the allowable displacement range increases as the overlap value increases. If the allowable position shift range becomes large, the accuracy of the steering control can be reduced. For this reason, in this embodiment, the deviation dead zone is changed based on the overlap value so that the larger the overlap value, the wider the deviation dead zone. The deviation dead zone is a range in which the lateral position deviation (lateral position deviation) in each of the left and right directions is invalidated and steering control for eliminating the position deviation is not performed. Therefore, the deviation dead zone width: Z is obtained by the function F of the overlap value OL, and can be expressed as Z = F (OL). This function: F is preferably tabulated in advance. This function: F need not be a continuous function, but may be a step-like function.

As shown in FIG. 22, when the vehicle travels from the turning transition traveling to the approach target travel route TL, which is the next travel route, when the approach deviation between the own vehicle position and the approach target travel route TL is large, Cancel the approach, move backward, change the position of the vehicle, and try to enter again. This approach deviation includes lateral displacement of the body 210 with respect to the approach target travel path TL when the body 210 enters within a predetermined distance from the starting point of the approach target travel path TL, the direction of the traveling direction of the combine, and the approach target travel path TL. And the approach angle θ, which is the azimuth deviation between. When the vehicle body 210 is within a predetermined distance from the start point of the approach target travel route TL, the lateral deviation does not become so large, and therefore, in this embodiment, only the approach angle θ is treated as the approach deviation. Of course, both the lateral displacement and the approach angle θ may be handled as the approach deviation.

If the approach angle θ exceeds the limit angle θL as a prohibition deviation that inhibits the approach even though the body 210 is approaching the beginning of the travel route of the approach destination, the approach is stopped and the approach of the approach is stopped. A retry is performed. In this retry, the vehicle 210 moves backward so that the orientation of the body 210 matches the direction of the travel route of the approach destination, then switches to forward travel, and the approach travel to the approach target travel route TL is performed.

In the present embodiment, the limit angle θL is configured to increase as the allowable displacement range increases due to an increase in the overlap value OL. That is, the limit angle θL is obtained by the function G of the overlap value OL and can be expressed as θL = G (OL). This function: G need not be a continuous number, but may be a step-like function.

FIG. 23 shows a combine control system. The control system of the combine is composed of a control device 205 composed of a number of electronic control units called ECUs connected via an in-vehicle LAN, and various input / output devices for performing signal communication and data communication with the control device 205. I have.

The control device 205 includes an output processing unit 258 and an input processing unit 257 as input / output interfaces. The output processing unit 258 is connected to various operating devices 270 via the device driver 265. The operating devices 270 include a traveling device group 271 that is a traveling-related device and a working device group 272 that is a working-related device. The traveling equipment group 271 includes, for example, engine equipment, transmission equipment, braking equipment, steering equipment, and the like. The working equipment group 272 includes control equipment in a harvesting work device (the harvesting unit 215, the threshing device 213, the transport device 216, the grain discharging device 218, and the like illustrated in FIG. 12).

The input processing unit 257 is connected to a traveling state sensor group 263, a work state sensor group 264, a traveling operation unit 290, and the like. The traveling state sensor group 263 includes a vehicle speed sensor, an engine speed sensor, a parking brake 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 a driving state and a posture of the harvesting work device, and a sensor that detects a state of a grain culm or a grain.

The traveling operation unit 290 is a general term for operating tools that are manually operated by a driver and whose operation signals are input to the control device 205. The traveling operation unit 290 includes a main transmission lever 291 as a transmission lever, a steering lever 292, a mode operation tool configured as a mode switch 293, an automatic traveling operation tool 294, and the like. The mode changeover switch 293 has a function of sending a command for switching between automatic operation and manual operation to the control device 205. The automatic traveling operation tool 294 outputs an automatic traveling transition request through an operation by the driver.

The notifying device 262 is a device for notifying a driver or the like of a warning regarding a working state or a running state, and is a buzzer, a lamp, or the like. The general-purpose terminal 204 also functions as a device that notifies a driver or the like of a work state, a running state, and various information through display on the touch panel 240.

制御 The control device 205 is further connected to a general-purpose terminal 204 via an in-vehicle LAN. The general-purpose terminal 204 is a tablet computer having a touch panel 240. The general-purpose terminal 204 includes an input / output control unit 241, a work traveling management unit 242, a harvest traveling mode selection unit 243, a traveling route calculation unit 244, and an overlap value setting unit 245. The input / output control unit 241 also has a function of constructing a graphic interface using the touch panel 240 and a function of exchanging data with a remote computer via a wireless line or the Internet.

The work traveling management unit 242 includes a traveling locus calculation unit 2421, a work area determination unit 2422, and a discharge position setting unit 2423. The travel locus calculation unit 2421 calculates a travel locus based on the own vehicle position given from the control device 205. As shown in FIG. 13, the work area determination unit 2422 divides the field into the outer area SA and the unworked area CA based on the traveling trajectory obtained by cutting the outer circumference area SA several times around the field. And is divided into The outermost line of the outer peripheral area SA is used to calculate the boundary with the shore of the field, and the innermost line of the outer peripheral area SA is used to calculate the unworked area CA in which automatic traveling is performed. When the grain tank 214 is full, the discharge position setting unit 2423 sets a combine discharge stop position when the grains in the grain tank 214 are discharged to the transport vehicle CV by the grain discharge device 218. The discharge stop position is set in an outer peripheral area SA formed on the outer peripheral side of the field by peripheral mowing traveling, and at a location other than a corner portion of the polygonal outer peripheral area SA.

The harvest travel mode selection unit 243 selects a harvest travel mode artificially by a driver or a work manager or automatically based on input data. The harvest travel mode includes the type of travel pattern (reciprocal travel pattern or spiral travel pattern) and the type of turning transition travel (normal U-turn, switchback turn, alpha-turn). Further, data considered in determining the detailed control parameters of the harvest running mode include field attribute data (area, soil hardness, slope, slippage, etc.), harvested crop data (rice, wheat, barley, etc.) ), Working device data (harvest width, harvest vehicle speed, etc.), and machine data (minimum turning radius, etc.). These data are displayed on the touch panel 240, and the driver or the like can manually select a desired harvesting traveling mode while viewing the data. Further, the harvesting traveling mode selection unit 243 may automatically select an appropriate harvesting traveling mode based on these data. The selection of the harvest travel mode is possible not only at the start of the work but also during the work.

The traveling route calculation unit 244 calculates a traveling route for the automatic traveling with respect to the non-work area CA determined by the work area determination unit 2422. When the driver inputs that the manual traveling in the outer peripheral area SA has been completed, the route calculation in the selected traveling pattern is automatically performed.

The traveling route calculation unit 244 determines the interval between adjacent traveling routes (path interval) based on the harvest width (work width) of the harvesting unit 215 and the overlap value set by the overlap value setting unit 245. Further, the travel route calculation unit 244 calculates the travel route using the algorithm described with reference to FIGS.

The overlap value setting unit 245 has a function of determining and setting an overlap value in accordance with the harvest travel mode selected by the harvest travel mode selection unit 243, and an overlap value artificially input by a driver or a manager. And a function of setting a lap value.

The control device 205 includes a vehicle position calculation unit 250, a manual travel control unit 251, an automatic travel control unit 252, a travel route setting unit 253, a control command generation unit 254, an approach deviation calculation unit 255, a work control unit 256, and a notification unit. 259 are provided.

The vehicle position calculation unit 250 calculates the vehicle position in the form of map coordinates (or field coordinates) based on the positioning data sequentially transmitted from the satellite positioning unit 281. The host vehicle position calculation unit 250 can also calculate the host vehicle position using the position vector from the inertial navigation unit 282 and the travel distance. The host vehicle position calculating unit 250 can also calculate the host vehicle position by combining signals from the satellite positioning unit 281 and the inertial navigation unit 282. Further, the own vehicle position calculating unit 250 can also calculate the direction of the body 210, which is the traveling direction of the body 210, from the own vehicle position over time.

The notification unit 259 generates notification data based on a command or the like from each functional unit of the control device 205 and provides the notification data to the notification device 262. When the driving mode is switched to the automatic driving mode by the mode changeover switch 293, the control device 205 determines whether to permit the automatic driving based on the preset automatic driving permission condition, and the result of the determination is permission. In this case, an automatic traveling start command is given to the automatic traveling control unit 252.

The manual traveling control unit 251 and the automatic traveling control unit 252 have an engine control function, a steering control function, a vehicle speed control function, and the like, and provide a traveling control signal to the traveling equipment group 271. The work control unit 256 provides a work control signal to the work equipment group 272 to control the movement of the harvesting work device.

This combine can run in both automatic operation, in which harvesting is performed by automatic running, and manual operation, in which harvesting is performed by manual running. When the automatic traveling mode is set, the traveling route setting unit 253 receives the traveling route calculated by the traveling route calculating unit 244 from the general-purpose terminal 204, and sets the traveling route as a traveling route to be a target of automatic steering in a timely manner. I do. The automatic traveling control unit 252 calculates the azimuth deviation and the positional deviation between the traveling route set by the traveling route setting unit 253 and the own vehicle position calculated by the own vehicle position calculating unit 250 in order to perform automatic steering. A steering control signal is generated so as to cancel the operation. Further, the automatic traveling control unit 252 generates a control signal related to vehicle speed change based on a vehicle speed value set in advance. At this time, the deviation dead zone described with reference to FIG. 21 is set in the automatic traveling control unit 252, and if the calculated displacement is within the width of the deviation dead zone, the control for correcting the displacement is not performed. I can't. The width of the deviation dead zone is changed according to the increase or decrease of the overlap value.

The approach deviation calculation unit 255 calculates the approach angle θ described with reference to FIG. 22 as the approach deviation between the approach target travel path TL, which is the next travel path to be approached through the turning travel, and the direction of the body 210. , Based on the vehicle direction sent from the vehicle position calculation unit 250.

The control command generation unit 254 generates a control command based on a deviation between the travel route and the position of the vehicle and an overlap value. In the control command generator 254, the limit angle θL, which is the prohibited deviation described with reference to FIG. 22, is set. In this embodiment, the following two control commands are generated by the control command generator 254.
(1) The one control command is a command for changing the width of the deviation dead zone set in the automatic traveling control unit 252 in accordance with the increase or decrease of the overlap value, and is given to the automatic traveling control unit 252. According to this control command, if the overlap value increases, the width of the deviation dead zone increases, and if the overlap value decreases, the width of the deviation dead zone decreases.
(2) Another control command is to, when the approach angle θ calculated by the approach deviation calculator 255 exceeds the limit angle θL, enter the approach target travel path TL that is the next travel path. The command is a command to stop (entry stop command) and a retry command to restart this approach, and is given to the automatic traveling control unit 252.

When the manual traveling mode is selected, when a manual operation signal is sent to the manual traveling control unit 251 based on an operation by the driver, the manual traveling control unit 251 generates a control signal and controls the traveling device group 271. Thus, manual operation is realized. Note that the traveling route set by the traveling route setting unit 253 can be used for guidance for the combine to travel along the traveling route even in manual operation. Further, the control command generated by the control command generation unit 254 may be used for steering control by the manual traveling control unit 251.

[Another Embodiment of Second Embodiment]
(1) The overlap value is not set for each field, but is set after completing the harvesting operation on a part of the field, that is, after completing the local harvesting operation along a predetermined traveling route group. May be changed. At this time, the traveling route set in the non-work area CA at that time is shifted based on the new overlap value.

(2) Each functional unit shown in FIG. 23 is divided mainly for the purpose of explanation. In practice, each functional unit may be integrated with another functional unit, or may be divided into a plurality of functional units. For example, some or all of the functional units constructed in the general-purpose terminal 204 may be incorporated in the control device 205.

(4) In the above-described embodiment, the harvester that automatically travels along the travel route set in the field while overlapping the ends of the harvest width has been described. However, each functional unit in the above-described embodiment can be configured as an automatic steering program for the harvester. Further, the processing performed by each functional unit in the above-described embodiment can be configured as an automatic steering method.

10: Airframe 11: Traveling device 4: General-purpose terminal 40: Touch panel 41: Input / output control unit 42: Work travel management unit 421: Travel locus calculation unit 422: Work area determination unit 43: Travel route calculation unit 44: Turning route calculation unit 441: Initial turning route calculation unit 442: Late turning route calculation unit 443: Entry route calculation unit 444: Preparatory route calculation unit 445: Intermediate route calculation unit 5: Control device 50: Own vehicle position calculation unit 51: Manual traveling control unit 52 : Automatic traveling control unit 53: Traveling route setting unit 80: Own vehicle position detection module C1: Initial turning route C2: Late turning route CA: Unworked area Lad: Preliminary route Lin: Approach route Lm: Approach destination running route Lmid: Intermediate Route Ln: Entry travel route r: Radius R: Radius 204: General-purpose end 205: Control device 210: Airframe 242: Work travel management unit 2421: Travel locus calculation unit 2422: Work area determination unit 2423: Discharge position setting unit 243: Harvest travel mode selection unit 244: Travel route calculation unit 245: Overlap value setting Unit 250: own vehicle position calculating unit 251: manual traveling control unit 252: automatic traveling control unit 253: traveling route setting unit 254: control command generating unit 255: approach deviation calculating unit 280: own vehicle position detecting module 281: satellite positioning unit CA: unworked area CV: transport vehicle D: arrow F: arrow GS: satellite TL: entry target travel route (travel route)
θ: Approach angle θL: Limit angle

Claims

An automatic steering system for a field work vehicle that enters an entry destination travel route via a turning travel from an entry source travel route by automatic travel,
An initial turning path calculation unit that calculates an initial turning path for an initial turning traveling following the traveling along the approaching source driving path,
A late turning path calculation unit that calculates a late turning path for a late turning travel following the travel along the initial turning path,
An approach route calculation unit that calculates an approach route connecting the late turning route and the approach destination travel route,
The automatic steering system wherein a turning radius of the initial turning path is set to be larger than a turning radius of the late turning path.
The preliminary route extending along the extending direction of the approaching traveling route is calculated on a starting end side of the initial turning route in order to prevent the field work vehicle from stepping on a crop when turning. Automatic steering system.
The late turning path is an arc,
3. The automatic steering system according to claim 1, wherein the initial turning path calculation unit calculates the initial turning path as an arc of a circle that is in contact with an extension of the approaching traveling path and a tangent of the late turning path. 4.
The late turning path is an arc,
On the rear end side of the initial turning path, a linear intermediate path leading to the latter turning path is calculated,
3. The automatic steering system according to claim 1, wherein the initial turning path calculation unit calculates the initial turning path as an arc of a circle that is in contact with an extension of the approaching traveling path and the intermediate path. 4.
An automatic steering method for a field work vehicle that enters an entry destination travel route via a turning travel from an entry source travel route by automatic travel,
An initial turning path calculation step of calculating an initial turning path for an initial turning traveling following the traveling along the approaching source driving path,
A late turning path calculation step of calculating a late turning path for the late turning traveling following the traveling along the initial turning path,
An approach route calculating step of calculating an approach route connecting the late turning route and the approach destination travel route,
The automatic steering method, wherein a turning radius of the initial turning path is set to be larger than a turning radius of the late turning path.
The preliminary route extending along the extending direction of the approaching traveling route is calculated on a starting end side of the initial turning route in order to prevent the field work vehicle from stepping on a crop when turning. Automatic steering method.
The late turning path is an arc,
7. The automatic steering method according to claim 5, wherein in the initial turning path calculation step, the initial turning path is calculated as an arc of a circle that is tangent to an extension of the approaching traveling path and a tangent to the late turning path.
The late turning path is an arc,
On the rear end side of the initial turning path, a linear intermediate path leading to the latter turning path is calculated,
7. The automatic steering method according to claim 5, wherein in the initial turning path calculation step, the initial turning path is calculated as an arc of a circle that is in contact with an extension of the approaching traveling path and the intermediate path. 8.
An automatic steering program for a field work vehicle that enters an entry destination travel route via a turning travel from an entry source travel route by automatic travel,
An initial turning path calculation function for calculating an initial turning path for an initial turning traveling following the traveling along the approaching source driving path,
A late turning path calculation function for calculating a late turning path for a late turning travel following the traveling along the initial turning path,
An entry path calculation function for calculating an entry path connecting the late turning path and the entry destination travel path is realized by a computer,
An automatic steering program in which a turning radius of the initial turning path is set to be larger than a turning radius of the late turning path.
10. A preliminary route extending along an extending direction of the approaching traveling route is calculated on a starting end side of the initial turning route in order to prevent the field work vehicle from stepping on a crop when turning. Automatic steering program.
The late turning path is an arc,
The automatic steering program according to claim 9, wherein the initial turning path calculation function calculates the initial turning path as an arc of a circle that is in contact with an extension of the approaching traveling path and a tangent to the late turning path.
The late turning path is an arc,
On the rear end side of the initial turning path, a linear intermediate path leading to the latter turning path is calculated,
The automatic steering program according to claim 9, wherein the initial turning path calculation function calculates the initial turning path as an arc of a circle that is in contact with an extension of the approaching traveling path and the intermediate path.
A computer-readable recording medium on which the automatic steering program according to any one of claims 9 to 12 is recorded.
A harvester that automatically travels along a travel route set in a field while overlapping the ends of a harvest width,
A harvest travel mode selection unit that selects a harvest travel mode,
An overlap value setting unit that sets an overlap value of the overlap,
A travel route calculation unit that calculates the travel route according to the harvest travel mode, so as to cover the work target area at a route interval determined from the harvest width and the overlap value.
An own-vehicle position calculating unit that calculates an own-vehicle position;
A control command generation unit that generates a control command based on the deviation between the travel route and the position of the vehicle and the overlap value,
An automatic traveling control unit that performs steering control based on the control command,
Harvester equipped with.
The harvester according to claim 14, wherein the overlap value setting unit changes the overlap value according to the harvest travel mode.
The harvester according to claim 14 or 15, wherein the width of the deviation dead zone that invalidates the deviation is changed so as to increase in accordance with the increase in the overlap value.
An entry deviation calculation unit for calculating an entry deviation between an entry target traveling route to be approached through the turning traveling and the host vehicle position; and when the entry deviation exceeds a prohibition deviation, the vehicle enters the entry target traveling route. The harvester according to any one of claims 14 to 16, wherein an approach stop command for stopping the approach is included in the control command, and the prohibition deviation is changed by the overlap value.
An automatic steering method for a harvester that automatically travels along a travel route set in a field while overlapping an end of a harvest width,
A harvest travel mode selection step of selecting a harvest travel mode,
An overlap value setting step of setting an overlap value of the overlap;
A travel route calculation step of calculating the travel route according to the harvest travel mode so as to cover the work target area at a route interval determined from the harvest width and the overlap value,
Own vehicle position calculating step of calculating the own vehicle position,
A control command generation step of generating a control command based on the deviation between the travel route and the position of the vehicle and the overlap value;
An automatic driving control step of performing steering control based on the control command,
Automatic steering method including.
19. The automatic steering method according to claim 18, wherein, in the overlap value setting step, the overlap value is changed according to the harvest travel mode.
20. The automatic steering method according to claim 18 or 19, wherein the width of the deviation dead zone for invalidating the deviation is changed so as to increase in accordance with the increase in the overlap value.
An entry deviation calculation step of calculating an entry deviation between the entry target traveling route to be entered through the turning travel and the position of the own vehicle; and when the entry deviation exceeds a prohibition deviation, the vehicle enters the entry target traveling route. 21. The automatic steering method according to claim 18, wherein an approach stop command for stopping the approach of the vehicle is included in the control command, and the prohibition deviation is changed by the overlap value.
An automatic steering program for a harvester that automatically travels along a travel route set in a field while overlapping the ends of a harvest width,
A harvest travel mode selection function for selecting a harvest travel mode,
An overlap value setting function for setting an overlap value of the overlap;
A travel route calculation function that calculates the travel route according to the harvest travel mode so as to cover the work target area at a route interval determined from the harvest width and the overlap value,
A vehicle position calculation function for calculating the vehicle position,
A control command generation function of generating a control command based on a deviation between the travel route and the position of the vehicle and the overlap value;
An automatic cruise control function for performing steering control based on the control command;
Automatic steering program that makes a computer realize
23. The automatic steering program according to claim 22, wherein the overlap value setting function changes the overlap value according to the harvest travel mode.
24. The automatic steering program according to claim 22, wherein the width of the deviation dead zone that invalidates the deviation is changed so as to increase in accordance with the increase in the overlap value.
An entry deviation calculating function for calculating an entry deviation between an entry target traveling route to be approached through turning traveling and the position of the host vehicle; and when the entry deviation exceeds a prohibition deviation, the vehicle enters the entry target traveling route. The automatic steering program according to any one of claims 22 to 24, wherein an approach stop command for stopping the approach is included in the control command, and the inhibition deviation is changed by the overlap value.
A computer-readable recording medium on which the automatic steering program according to any one of claims 22 to 25 is recorded.