JP2020031593A - Automatic steering system for field work vehicle - Google Patents

Abstract

To provide a proper automatic steering method for performing turning travel using two arcs, in a small space as possible, and without damaging a ground surface.SOLUTION: An automatic steering system for a field work vehicle which enters an approach destination travel route Lm from an approach source travel path Ln through turning travel by automatic travel, comprises; an initial turning route calculation part for calculating an initial turning route C1 for initial turning travel subsequent to travel which is along the approach source travel route Ln; a latter period turning route calculation part for calculating a latter period turning route C2 for latter period turning travel subsequent to travel which is along the initial turning route; and an approach route calculation part for calculating an approach route Lin which connects the latter period turning route C2 and the approach destination travel route Lm, in which a turning radius R of the initial turning route C1 is set to be larger than that of the latter period turning route C2.SELECTED DRAWING: Figure 10

Description

  The present invention relates to 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.

  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.

  In the combine according to Patent Literature 1, work is performed in an unworked area by sequentially traveling a traveling route set as a plurality of parallel lines 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).

JP 2017-055673 A JP 2018-068284 A

  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.

  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.

  The field work vehicle makes the field rather rough at the time of turning for the body turning. 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.

It is a side view of a normal type 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.

  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, “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) 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. 1) and “down” (in the direction of arrow D shown in FIG. 1) are positional relationships in the vertical direction (vertical direction) of the airframe 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 part 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 discharging device 18 is connected to a lower rear portion of the grain tank 14. The host vehicle position detection module 80 is mounted on 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 behind 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.

  The harvested stalks harvested by the cutting mechanism 15 a 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.

  Further, a general-purpose terminal 4 is arranged 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. .

  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 azimuth sensor, and outputs a signal 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.

  The procedure for performing a harvesting operation in a 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 by the surrounding mowing travel is set as the outer peripheral area (worked 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.

  Also, at this time, in order to secure the width of the outer peripheral area SA to some extent, the driver makes the combine run two or three times. 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. After the completion of the two or three rounds of travel, the width of the outer peripheral area SA becomes about two to three times the working width of the combine.

  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 transport vehicle CV shown in FIG. 2 can collect and transport the grains discharged from the grain discharge device 18 by 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.

  A traveling route (consisting of a U-turn turning route and a straight traveling route) used for automatically traveling in the non-work 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.

  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 this peripheral mowing travel has a size that enables the alpha turn of the combine, 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 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).

  FIG. 7 to FIG. 10 exemplify turning paths used when entering from the approaching travel path Ln to the approaching travel path Lm. 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 travel route Lm. The approach route Lin may be an extension route of the approach 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 exemplified here, the intermediate path Lmid is a tangent to the initial turning path C1 and the late turning path C2. The initial turning route C1 and the approaching traveling route Ln are arcs of 90 degrees. In the example of FIG. 9 and FIG. 10, the spare route Lad is interposed between the initial turning route C1 and the end of the approaching traveling route Ln. The preliminary route Lad may be regarded as an extension extending in the extending direction of the approaching traveling route Ln. 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.

  The late turning path C2 used for turning to enter the destination traveling 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 traveling 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 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), field characteristics (slipperiness and unevenness level), and the space available for turning traveling.

  In the example of FIG. 7, the initial turning route C1 is directly connected to the late turning route C2 and the approaching 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.

  In the case where 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 FIGS. 8 and 10, a linear intermediate path Lmid connected to the late turning path C2 is calculated at the rear end side of the initial turning path 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 a path interval d, a combine specification (harvest width and turning performance), and a field characteristic (level of slipperiness and unevenness). ), 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 control system of the combine. 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 work 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 traveling 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 notification 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.

  The control device 5 is further 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 path 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 a U-turn type turning path and an alpha-turn type turning path 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 route 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 route 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 route intervals between the initial turning route C1 and the late turning route C2, and between the entry source travel route Ln and the destination travel route Lm, the intermediate route calculation unit 445 determines the required length of the linear intermediate route Lmid. Is calculated. Further, the spare route calculating 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 lengths of the intermediate route Lmid and the spare route Lad are 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, a turning route as shown in FIG. 10 is calculated.

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

  The own vehicle position calculating 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.

  The combine can travel in both an automatic operation in which harvesting is performed by automatic traveling and a manual operation in which harvesting is performed by manual traveling. 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]
(1) In the above-described embodiment, the turning route calculating 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 spare 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 the data of the initial turning path C1, the late turning path C2, the intermediate path Lmid, and the preliminary path 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. .

  INDUSTRIAL APPLICABILITY The present invention can be used not only for a normal combine, but also for a self-contained combine. Further, the present invention can be used for various harvesters such as a corn harvester, a carrot harvester, and a sugarcane harvester.

10: body 11: traveling device 4: general-purpose terminal 40: touch panel 41: input / output control unit 42: work traveling management unit 421: traveling locus calculating unit 422: working area determining unit 43: traveling route calculating unit 44: turning route computing unit 441: initial turning route calculation unit 442: late turning route calculation unit 443: approach route calculation unit 444: backup route calculation unit 445: intermediate route calculation unit 5: control device 50: own vehicle position calculation unit 51: manual travel 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: Non-work area Lad: Preliminary route Lin: Approaching route Lm: Approaching traveling route Lmid: Intermediate Route Ln: Approaching traveling route r: Radius R: Radius

Claims (4)

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.

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