JP2020099227A - Travel implement - Google Patents

Abstract

To provide a travel implement capable of achieving efficiency of turning travel.SOLUTION: A travel implement comprises: a position detection unit 8 for acquiring positional information of a machine body on the basis of a positioning signal of a navigation satellite; a storage unit 81 for storing positional information; a finish determination unit 76E capable of determining finish of each of a plurality of work travels; a distance calculation unit 76F capable of calculating a clearance between the positional information stored in the storage unit 81 and positional information based on a current position of the machine body; and a display unit 4 capable of displaying information related to turning travel. When the finish determination unit 76E determines finish of the work travel, the distance calculation unit 76F calculates the clearance using work travel position information WP which is positional information based on the work travel for which the finish determination unit 76E determines finish of the work travel, as positional information stored in the storage unit 81, and the display unit 4 can display the work travel position information WP and the clearance.SELECTED DRAWING: Figure 9

Description

The present invention relates to work traveling in which work is performed by a work device while automatically traveling along a preset target direction in a field, and inversion from the end position of the work traveling in a direction opposite to the traveling direction of the work traveling. On the other hand, the present invention relates to a traveling working machine in which the turning traveling of moving to the starting position of the next working traveling in the unworked land of the field is alternately repeated a plurality of times.

For example, in the work vehicle disclosed in Patent Document 1, a position detection unit (“reception device” in the document) that can acquire position information about the body using a satellite positioning system, and the body along a target line set in the field. A steering control unit (“automatic steering control unit” in the document) capable of performing steering control so that the vehicle travels in the document (“traveling vehicle”). In this work vehicle, multiple target lines are lined up in the field, and automatic steering control that controls the aircraft so that it travels along the target line and turning traveling by manual operation to adjacent target lines alternate. To be done.

JP, 2018-148858, A

By the way, when the turning traveling is performed by a manual operation like the work vehicle disclosed in Patent Document 1, when the passenger turns by the manual operation to reach the start position of the next working traveling, Passengers are required to have skills based on a sense of width. Therefore, if the start position when turning is performed can be guided to the passenger, it is possible to easily align the starting position without depending on the skill of the passenger, and improve the efficiency of turning. Planned.

An object of the present invention is to provide a traveling work machine capable of realizing an efficient turning traveling.

In the field, work traveling in which the work device is operated while automatically traveling along a target direction set in advance, and in the field unreversed from the end position of the work traveling in a direction opposite to the traveling direction of the work traveling. The traveling work machine of the present invention, which alternately repeats the turning travel of moving to the starting position of the next work travel in the work area, acquires the position information of the airframe based on the positioning signal of the navigation satellite. A position detection unit, a storage unit that can store the position information, an end determination unit that can determine the end of each of the plurality of work runs, the position information stored in the storage unit, and the current state of the aircraft. The position information based on the position and a distance calculation unit capable of calculating a separation distance between the position information and a display unit capable of displaying information about the turning traveling are provided, and when the end determination unit determines the end of the work traveling. The distance calculation unit uses, as the position information stored in the storage unit, work traveling position information that is the position information based on the work traveling for which the end determination unit has determined the end of the work traveling. It is characterized in that the separation distance is calculated and the display unit is capable of displaying the work traveling position information and the separation distance.

According to the present invention, the separation distance between the work traveling position information and the position information based on the current position of the machine body is calculated by the distance calculation unit, and this separation distance can be displayed on the display unit. Therefore, even when the turning traveling is performed manually, the passenger can grasp the separation distance between the work traveling position information and the current position of the machine body by checking the display unit. From this, even if the passenger does not have a sense of the width of the machine or the working width, the passenger can accurately reach the start position of the next work traveling while checking the display unit. In other words, the position can be easily adjusted to the starting position without depending on the skill of the passenger, and the efficiency of turning traveling can be improved. As a result, a traveling working machine that can realize the efficiency of turning traveling is realized.

In the present invention, it is preferable that the display unit displays the machine body and the periphery of the machine body as a map screen, and the work traveling position information is linearly displayed along the target orientation on the map screen. ..

With this configuration, since the work traveling position information is linearly displayed on the map screen, the passenger can intuitively grasp the distance between the work traveling position information and the current position of the machine body.

In the present invention, it is preferable that the display unit displays a distance of a component of the separation distance that is orthogonal to the target orientation.

When the above-described work traveling and turning traveling are alternately repeated, each work traveling is performed along the target azimuth, so that the routes (or traveling trajectories) of the respective work traveling are parallel to each other (or traveling trajectories). Becomes In this configuration, since only the distance of the component that is orthogonal to the target azimuth in the separation distance is displayed, the passenger can more easily understand the separation distance between the work traveling position information and the current position of the aircraft.

In the present invention, it is preferable that the distance calculation unit calculates the separation distance using the position information when the end determination unit determines the end of the work traveling.

The position information when the end determination unit determines the end of the work traveling is the same as or substantially the same as the position information when the turning traveling is started. Therefore, with this configuration, the distance calculation unit calculates the separation distance based on the end position of the work traveling, and thus the accuracy of the separation distance is further improved.

In the present invention, it is preferable that the display unit starts displaying the separation distance after the turning traveling is started. Further, in the present invention, it is preferable that the display unit finishes displaying the separation distance after the turning traveling is finished.

With this configuration, the separation distance is displayed on the display unit when necessary during turning travel, so that the separation distance displayed on the display unit is easy for the passenger to see.

It is a side view of the tractor as a traveling work machine. It is a figure which shows the panels in the front part of a driver's cab inside. It is a functional block diagram which shows the function of automatic steering control, and the flow of data. It is a top view of the field which shows typically the running route in the tilling work by the tractor. It is a flowchart figure which shows the process which produces|generates a reference|standard path. It is an explanatory view showing guidance information at the time of generating a standard route. It is a flowchart figure which shows the process which displays the guidance information at the time of turning traveling. It is explanatory drawing which shows the guidance information at the time of turning traveling. It is explanatory drawing which shows the guidance information at the time of turning traveling. It is explanatory drawing which shows the guidance information at the time of turning traveling. It is explanatory drawing which shows the guidance information at the time of turning traveling. It is a flowchart figure which shows the process which displays the guidance information before the start of automatic steering control. It is explanatory drawing which shows the guidance information before the start of automatic steering control.

[Basic configuration of traveling work equipment]
One of the embodiments of the traveling work machine according to the present invention will be described. FIG. 1 shows a side view of a tractor which is an example of a traveling work machine. In this tractor, a riding section 15 is provided at the center of the machine body 1 supported by front wheels 11 and rear wheels 12 as a traveling device. The rear part of the machine body 1 is equipped with a rotary type tiller 3 as a working device via a hydraulic lifting mechanism. The front wheels 11 function as steering wheels, and the traveling direction of the tractor is changed by changing the steering angle. The steering angle of the front wheels 11 is changed by the operation of the steering mechanism 13. The steering mechanism 13 includes a steering motor 14 for automatic steering control. A panel assembly 17 is provided in a front portion inside the riding section 15, and a steering wheel 16 as a steering operation tool is arranged in a state of being adjacent to the rear of the panel assembly 17. Although not described in detail, a recessed portion is provided in a central portion on the left and right of a rear portion of the panel assembly 17, and the recessed portion is recessed on the front side of the machine body with respect to the left and right side portions of the panel assembly 17. The steering wheel 16 is supported by a steering post 22 as a support member, and the front portion of the body of the steering post 22 is located in the recessed portion. During manual traveling, the steering operation of the front wheels 11 is performed by an artificial operation of the steering wheel 16.

The "steering operation" in the present invention means changing the direction of the machine body 1 by changing the direction of the front wheels 11. However, when the traveling device is a crawler type, it may depend on the speed difference between the left and right crawlers. Changing the orientation of the machine body 1 is also included in the "steering operation".

As shown in FIG. 2, the panel assembly 17 is provided with a meter panel 20 and a side panel 21 arranged vertically, and the side panel 21 is arranged above the meter panel 20. The meter panel 20 displays information about the drive of the machine body 1, such as the engine speed and the remaining fuel amount. The side panel 21 displays guidance information for automatic steering control, which will be described later. The meter panel 20 and the side panel 21 are configured as a part of the display unit 4 in the automatic steering control configuration.

A dial switch 23 is arranged on the upper surface of the steering post 22. The side panel 21 can be operated by a dial switch 23 as an operation tool, and the dial switch 23 is arranged above the steering post 22 and directly below the steering wheel 16. The dial switch 23 is configured to be rotatable about an axis in the up-down direction (or a direction in which the body tilts backward and upward), and when a passenger turns the dial switch 23, guidance information displayed on the side panel 21 is displayed. Items can be switched. Further, the dial switch 23 is configured to be able to be pressed downward (or in a direction in which it tilts forward and downward in the longitudinal direction of the body). By pressing the dial switch 23, the passenger can perform an operation of determining setting items and selection items regarding the guidance information displayed on the side panel 21. The dial switch 23 is also used as a trigger switch 49, which will be described later with reference to FIG. 3 and the like. When the passenger presses the dial switch 23, the operation as the trigger switch 49 is performed. Hereinafter, this dial switch 23 will be referred to as a "trigger switch 49".

[Structure of automatic steering control]
Next, a configuration for performing automatic steering control will be described. As shown in FIG. 3, the machine body 1 is provided with a control device 75 including a large number of electronic control units called ECUs (electronic control units). The control device 75 is configured to be able to switch the control mode between an automatic steering mode in which the automatic steering control is executed and a manual steering mode in which the automatic steering control is not executed.

GPS (Global Positioning System), which is a well-known technique, is an example of a satellite positioning system (GNSS: Global Navigation Satellite System) that receives radio waves from satellites and detects the position of the aircraft 1 on the aircraft 1. ) Is used to provide a satellite positioning unit 8a that measures the position of the airframe 1. In the present embodiment, the satellite positioning unit 8a uses DGPS (Differential GPS: Relative Positioning System), but it is also possible to use RTK-GPS (Real Time Kinematic GPS: Interference Positioning System).

Specifically, the satellite positioning unit 8a, which is a component of the position detection unit 8, is provided in the airframe 1 that is the object of positioning. The satellite positioning unit 8a receives, with an antenna, radio waves transmitted from a plurality of GPS satellites that orbit the earth. The position of the satellite positioning unit 8a is measured based on the information on the radio waves received from the navigation satellite.

In addition to the satellite positioning unit 8a, an inertial measurement unit 8b having, for example, an IMU (Internal Measurement Unit) as an azimuth detecting unit for detecting the azimuth of the airframe 1 is provided in the airframe 1. The inertial measurement unit 8b may be configured to include a triaxial gyro sensor and a triaxial acceleration sensor. Although not shown, the inertial measurement unit 8b is provided, for example, at a low position at the center of the machine body 1 in the lateral width direction. The inertial measurement unit 8b can detect the angular velocity of the turning angle of the machine body 1, and can calculate the change in the azimuth angle of the machine body 1 by integrating the angular velocity. Therefore, the measurement information measured by the inertial measurement unit 8b includes the orientation information of the machine body 1. Although not described in detail, the inertial measurement unit 8b can measure not only the angular velocity of the turning angle of the machine body 1, but also the lateral inclination angle of the machine body 1, the angular velocity of the longitudinal tilt angle of the machine body 1, and the like.

The control device 75 includes a route setting unit 76, a bearing deviation calculation unit 77, a traveling locus acquisition unit 78, a control unit 79, and a steering control unit 80. The route setting unit 76 sets a target traveling route LM (see FIG. 4, FIG. 8 and the like) on which the machine body 1 should travel. The azimuth deviation calculation unit 77 is configured to be able to calculate an angular deviation, that is, an azimuth deviation between the traveling azimuth of the aircraft 1 and the target azimuth LA. The control unit 79 calculates and outputs the operation amount so that the machine body 1 travels along the target travel route LM based on the information on the bearing deviation. The control unit 79 is based on the position information of the airframe 1 measured by the satellite positioning unit 8a and the azimuth information of the airframe 1 measured by the inertial measurement unit 8b, in addition to the information on the azimuth deviation. It is also possible to calculate and output the operation amount. The steering control unit 80 controls the steering motor 14 based on the operation amount. The control unit 79 and the steering control unit 80 may be integrally configured.

A trigger switch 49 is provided as an operation tool for setting a target travel route LM used for automatic steering control (see FIG. 4, FIG. 8, etc.) and starting automatic steering control. Although details will be described later, the target traveling route LM is set based on the target orientation LA (see FIG. 4), and the target orientation LA is calculated based on the traveling locus of the aircraft 1 traveling in the field in advance. The setting of the starting point position Ts (see FIG. 4) and the setting of the ending point position Tf (see FIG. 4) in the traveling for obtaining the traveling locus are performed by operating the trigger switch 49. Note that the trigger switch 49 does not have to be configured by a single switch, and has a configuration in which a switch for setting the start point position Ts and a switch for setting the end point position Tf are arranged side by side. May be.

The control device 75 includes a satellite positioning unit 8a, an inertial measurement unit 8b, a trigger switch 49 as an operating tool, a steering angle sensor 60 as steering operation detecting means, a torque sensor 61, a vehicle speed sensor 62, an obstacle detecting section 63, and the like. Information is input. The vehicle speed sensor 62 is configured to detect the vehicle speed based on, for example, the rotation speed of the transmission shaft in the transmission mechanism for the rear wheel 12. The vehicle speed may be detected not only by the vehicle speed sensor 62 but also by the positioning signal of the satellite positioning unit 8a. The obstacle detection unit 63 is provided on the front and left and right sides of the machine body 1, and is, for example, a distance measuring type distance sensor or an image sensor, and is used as a ridge on a field or a steel tower in a field. Etc. can be detected. When an obstacle is detected by the obstacle detection unit 63, an occupant is informed of the alarm by an alarm unit 64 such as a buzzer or voice guidance. Further, the control device 75 is connected to the notification unit 59, and the notification unit 59 is configured to notify a state such as a vehicle speed or an engine speed. The notification unit 59 is configured to be displayed on the display unit 4, for example. Further, the alarm unit 64 may be configured to display an alarm on the display unit 4 via the notification unit 59. In this case, for example, an alarm for edge detection is displayed on the display unit 4. The alarm unit 64 may be configured as a part of the notification unit 59. The display unit 4 is configured to be able to display various information on the screen based on signal input from the notification unit 59 and the alarm unit 64. Further, the display unit 4 is configured to be able to display various types of guidance information according to the situation of straight traveling of the machine body 1, the situation of turning traveling, and the like.

The azimuth deviation calculation unit 77 calculates an angular deviation between the detected azimuth of the vehicle body 1 detected by the satellite positioning unit 8a and the inertial measurement unit 8b and the target azimuth LA on the target travel route LM, that is, an azimuth deviation. Then, when the control device 75 is set to the automatic steering mode, the control unit 79 calculates and outputs the operation amount for controlling the steering motor 14 so that the angle deviation becomes small. In this way, the steering control unit 80 is configured to be able to control the steering of the machine body 1 along the target azimuth LA.

The traveling locus acquisition unit 78 of the aircraft 1 based on the positioning signal measured by the satellite positioning unit 8a, the azimuth of the aircraft 1 calculated by the azimuth deviation calculator 77, and the vehicle speed detected by the vehicle speed sensor 62. The position, that is, the own position NM is calculated. The storage unit 81 is configured to be able to store the own machine position NM as position information. The traveling locus acquisition unit 78 stores the own position NM in the storage unit 81 formed of, for example, a RAM (random access memory) over time. Further, the traveling locus acquisition unit 78 is configured so that the traveling locus can be acquired based on the set of the own-machine positions NM stored in the storage unit 81. In short, the traveling locus acquisition unit 78 is configured to be able to acquire the traveling locus of the machine body 1 based on the temporal detection of the own-machine position NM as position information.

The operation amount is calculated by the control unit 79 based on the information on the bearing deviation. The steering control unit 80 executes the automatic steering control based on the operation amount output by the control unit 79 during the automatic steering control of the machine body 1. That is, the steering motor 14 is operated so that the detected position (the own position NM) of the machine body 1 detected by the satellite positioning unit 8a and the inertial measurement unit 8b becomes the position on the target travel route LM.

The control signal in the present embodiment may be an operation amount output by the control unit 79, or may be a voltage value or a current value for the steering control unit 80 to operate the steering motor 14.

The route setting unit 76 includes a reference route setting unit 76A, a target azimuth calculation unit 76B, and a target traveling route setting unit 76C. As shown in FIG. 3, the reference route setting process based on the operation of the trigger switch 49 sets the reference route corresponding to the target route to be automatically steered by the reference route setting unit 76A. The target azimuth calculation unit 76B calculates the target azimuth LA based on the azimuth along the longitudinal direction of the reference route. Then, the target travel route setting unit 76C is configured to be able to generate the target travel route LM along the target azimuth LA with reference to the reference route and the target azimuth LA. In order to generate the target travel route LM, the route setting unit 76 includes a start position calculation unit 76D, an end determination unit 76E, and a distance calculation unit 76F. The start position calculation unit 76D, the end determination unit 76E, and the distance calculation unit 76F will be described later. The reference route setting unit 76A and the target azimuth calculation unit 76B may be integrally configured.

[Target travel route]
FIG. 4 schematically shows an example of the tilling work by the tractor. In this plowing work, work traveling that advances along a linear work route with actual plowing work and turning traveling that turns to move to the next straight work route are performed multiple times. Repeated alternately. At that time, the first linear work route is a reference route that is manually steered, and the subsequent linear routes are sequentially set by the route setting unit 76 so as to be parallel to each other along the reference route. .. These routes are target traveling routes LM for automatic steering control, and a plurality of target traveling routes LM1 to LM6 are shown in FIG. Work traveling with automatic steering control is performed in each of the target traveling routes LM1 to LM6. When the machine body 1 travels between the target travel routes LM1 to LM6, the start position of the next work travel on the unworked land in the field while reversing from the end position Lf of the work travel in the direction opposite to the traveling direction of the work travel. Move to Ls.

First, the reference path is generated. The passenger manually moves the machine body 1 to the edge of a corner in the field. When the aircraft 1 reaches the edge of a corner, the passenger operates the trigger switch 49. The position when the passenger operates the trigger switch 49 is registered as the starting point position Ts by the reference route setting unit 76A. After the registration of the starting point position Ts, the passenger moves the aircraft 1 straight (or substantially straight) from the starting point position Ts along the edge of one side in the field by manual operation. During this time, the traveling locus acquisition unit 78 calculates the own position NM over time and stores it in the storage unit 81. Then, after the machine body 1 goes straight (or substantially straight) from one end to the other end of the edge of the one side, the passenger stops the machine body 1 and operates the trigger switch 49 again. Then, the position when the passenger operates the trigger switch 49 again is registered as the end point position Tf by the reference route setting unit 76A. The traveling locus acquisition unit 78 acquires the traveling locus based on the set of the vehicle position NM between the start point position Ts and the end point position Tf, and the reference route setting unit 76A determines the starting point position Ts based on this traveling locus. A reference route across the end point position Tf is calculated. When the machine body 1 travels along the target travel route LM, the direction along the reference route becomes the target azimuth LA.

The traveling of the machine body 1 between the start point position Ts and the end point position Tf may be a work traveling involving a plowing work, or may be a non-working traveling. When the position coordinates of the reference route are set, it is also possible to perform automatic steering control on at least a part of this reference route.

After completing the setting of the reference route, the passenger moves the machine body 1 to the start position Ls of the target area for the first work traveling in the field. In the embodiment shown in FIG. 4, since the target area for the first work traveling is adjacent to the reference route, the passenger reverses the traveling direction of the machine body 1 by 180 degrees in order to move the machine body 1 to the start position Ls. Make a turning run. At this time, the control unit 79 can determine that the body 1 is turned by reversing the orientation of the body 1. The reversal of the direction of the body 1 can be detected by the satellite positioning unit 8a and the inertial measurement unit 8b. The turning of the machine body 1 may be determined by the operation of various devices other than the reversal of the direction of the machine body 1. The operation of various devices may be, for example, a configuration in which a PTO shaft clutch is turned on and off. The arrival of the aircraft 1 at the start position Ls may be determined by the satellite positioning unit 8a.

After this turning traveling is completed, the manual steering mode of the control device 75 continues, and the passenger manually runs the aircraft 1 along the target direction LA. During this time, the control device 75 confirms the azimuth deviation of the machine body 1 calculated by the azimuth deviation calculation unit 77, the direction of the front wheels 11, the steering angle of the steering wheel 16, and other determination conditions, and the state of the machine body 1 is the Determine if it is suitable for the work. Whether or not the state of the machine body 1 is suitable for cultivating work is determined, for example, with respect to the reference position with a position, which is an integer multiple of the working width, in a direction orthogonal to the target direction LA from the position before turning traveling as a reference position. It is determined based on whether or not the running deviation of the machine body 1 in the left-right direction is within the allowable range. If the traveling deviation is outside the allowable range, the passenger manually steers the aircraft 1 so that the traveling deviation of the machine body 1 falls within the allowable range.

When the vehicle is not suitable for tilling work, the heading of the machine body 1 with respect to the target direction LA is remarkably large, the steering wheel 16 is continuously steered left and right, and the position of the steering wheel 16 is not stable, and the vehicle speed of the machine body 1 is high. Is too fast or too slow, for example. Further, the fact that the detection accuracy of the position detection unit 8 is lower than a preset threshold value is also exemplified as a state not suitable for tilling work.

When the control device 75 determines that the state of the machine body 1 is suitable for the next tillage work, the automatic steering control can be performed by operating the trigger switch 49. That is, when the passenger operates the trigger switch 49, the target traveling route LM1 is set by the target traveling route setting unit 76C, and the work traveling is started. When work traveling is started, automatic steering control is performed so that the machine body 1 travels along the target traveling route LM1. The target travel route LM1 is a target travel route LM that is set in a direction along the target direction LA and in which the machine body 1 first performs work travel after setting the reference route. While the automatic steering control is performed, the automatic steering is performed by the operation of the steering mechanism 13, and the vehicle speed of the machine body 1 is automatically adjusted. The vehicle speed of the machine body 1 may be adjusted by a passenger's manual operation even while the automatic steering control is being performed.

When the automatic steering control along the target travel route LM1 ends, the occupant continues the manual steering until the state of the machine body 1 becomes a state suitable for the next tillage work through the turning traveling described above. When the operation of the trigger switch 49 is permitted, the passenger operates the trigger switch 49, and the target travel route setting unit 76C sets the next target travel route LM2 to the direction along the target direction LA. Then, automatic steering control is performed so that the machine body 1 travels along the target travel route LM2. After that, in the above-described process, turning traveling, setting of the target traveling route LM, and working traveling are repeated in the order of the target traveling routes LM3, LM4, LM5, LM6.

[Display of guidance information regarding reference route generation]
The display of guidance information regarding reference route generation will be described based on FIGS. 3, 5, and 6. The reference route setting unit 76A generates the reference route based on the flowchart shown in FIG. Before generating the reference route, the route setting unit 76 determines whether the position detection unit 8 can detect the position information of the machine body 1 (step #01). If the position information of the machine body 1 is not detected (step #01: No), a message indicating that the position cannot be detected is displayed on the display unit 4 (step #02), and the reference route is not generated. In this way, the reference path setting unit 76A sets the starting point position Ts by operating the trigger switch 49 as the operation tool when the accuracy of the position information acquisition by the position detection unit 8 is equal to or higher than the preset accuracy. It will be possible.

When the position information of the machine body 1 is detected (step #01: Yes), the guide information of the starting point position Ts as shown in 6-A of FIG. 6 is displayed on the display unit 4 (step #03), and the starting point is set. The position Ts can be registered. The guide information shown in 6-A, 6-B, and 6-C of FIG. 6 is displayed on the side panel 21 shown in FIG. Note that these pieces of guidance information may be displayed on the meter panel 20 shown in FIG. In the guidance information of the starting point position Ts shown in 6-A of FIG. 6, the starting point position Ts is displayed as “starting point A”. With the guidance information of the starting point position Ts displayed on the display unit 4, the operation of the trigger switch 49 is awaited (step #04). When the trigger switch 49 is operated (step #04: Yes), the reference path setting unit 76A registers the start point position Ts (start point A) (step #05).

After registering the start point position Ts, the passenger moves the machine body 1 straight by manual operation. Then, the reference route setting unit 76A determines whether or not the machine body 1 has traveled the preset distance or more by calculating the distance between the starting point position Ts and the own machine position NM over time (step # 06). If the travel distance of the aircraft 1 has not reached the set distance (step #06: No), even if the passenger operates the trigger switch 49, the display unit 4 indicates that the travel distance has not reached the set distance. Guide information is displayed. As the guide information indicating that the traveling distance has not reached the set distance, for example, a message "The straight traveling distance is insufficient" is displayed as shown in 6-B of FIG. As described above, the reference path setting unit 76A sets the starting point position Ts (starting point A) by operating the trigger switch 49 as an operating tool, and the machine body 1 travels a preset distance after setting the starting point position Ts. After that, the end point position Tf (end point B) can be set by operating the trigger switch 49.

While the machine body 1 is moving straight by manual operation, the reference path setting unit 76A also determines whether the machine body 1 is turning (step #07). The steering angle sensor 60 detects the amount of change in the steering operation based on the operation of the steering wheel 16. The turning of the machine body 1 is configured to be determined by detecting a change amount of the steering operation based on the detection of the steering angle sensor 60 exceeding a preset range. Further, the heading deviation calculation unit 77 can calculate the turning heading of the airframe 1 based on the positioning signal of the satellite positioning unit 8a and the inertial signal of the inertial measurement unit 8b. When the turning of the machine body 1 is determined by the reference route setting unit 76A (step #07: Yes), the registration of the start point position Ts is canceled and the generation of the reference route is stopped (step #12). At this time, the guide information indicating that the generation of the reference route has been stopped is displayed on the display unit 4, for example, the message "The turning of the reference route has been detected and the generation of the reference route will be terminated. Please try again to generate the reference route". To be done. As described above, after the start point position Ts (start point A) is set by the operation of the trigger switch 49 as the operation tool, the change amount of the steering operation is detected beyond the preset range without operating the trigger switch 49. Then, the setting of the starting point position Ts is canceled.

If the travel distance of the aircraft 1 has reached the set distance (step #06: Yes), the guide information of the end point position Tf as shown in 6-C of FIG. 6 is displayed on the display unit 4 (step # 08), the end point position Tf can be registered. In the guidance information of the end point position Tf shown in 6-C of FIG. 6, the end point position Tf is displayed as “end point B”. With the guidance information of the end point position Tf displayed on the display unit 4, the operation of the trigger switch 49 is awaited (step #09). In this way, when the end point position Tf (end point B) can be set by operating the trigger switch 49 as the operation tool, the display unit 4 displays that the end point position Tf can be set.

When the trigger switch 49 is operated (step #09: Yes), the reference path setting unit 76A registers the end point position Tf (step #11). Through the above steps, the reference route is generated and the target direction LA is calculated. In this way, the reference route setting unit 76A sets the reference route based on the traveling locus of the machine body 1. Further, the trigger switch 49 as an operation tool is configured to be able to set both the start point position Ts (start point A) and the end point position Tf (end point B) when setting the reference path.

While waiting for the operation of the trigger switch 49 (step #09: No), the reference route setting unit 76A determines whether or not the machine body 1 is turning by the same method as in step #07 (step #11). When the turning of the machine body 1 is determined (step #11: Yes), as described above, the registration of the starting point position Ts is canceled and the generation of the reference route is stopped (step #12), and the reference route is displayed on the display unit 4. The guide information indicating that the generation of has been stopped is displayed.

[Display of guidance information during turning]
The display of guidance information during turning will be described with reference to FIGS. 7 and 11. As shown in FIG. 8, when the turning traveling is performed after the completion of the automatic steering control along the target traveling route LM, the guide information regarding the turning traveling is displayed on the display unit 4. The left turn guide information shown in 8-A of FIGS. 8 and 9 is displayed on the display unit 4 after the automatic travel control is performed along the target travel route LM[n-1]. The guide information for right turn shown in 8-B of FIGS. 8 and 9 is displayed on the display unit 4 after the automatic travel control is performed along the target travel route LM[n]. The guide information includes a map screen that displays the aircraft 1 and the surrounding area of the aircraft 1. Further, although these pieces of guidance information are displayed on the side panel 21 shown in FIG. 2, they may be displayed on the meter panel 20 shown in FIG.

As shown in FIG. 3, the route setting unit 76 includes a start position calculation unit 76D, an end determination unit 76E, and a distance calculation unit 76F. FIG. 7 shows a flowchart relating to the display of guidance information regarding turning, and the control device 75 performs the processing based on this flowchart.

The end determination unit 76E determines whether or not the automatic steering control for traveling along the target travel route LM has been completed (step #21). The end of the automatic steering control is determined by, for example, whether a PTO clutch lever (not shown) or a pumper lever (not shown) has been operated. When the end determination unit 76E determines that the automatic steering control has ended (step #21: Yes), the own position NM at the time when the end of the automatic steering control is determined is stored in the storage unit 81 as the end position Lf. (Step #22). The end position Lf is used as the work traveling position information WP for the start position calculating unit 76D to calculate the start position Ls2 for the next work traveling. Of the end positions Lf shown in FIGS. 8 to 11, the end position Lf of the target travel route LM[n] is also shown as work travel position information WP for calculating the start position Ls2 of the next work travel. Be done. In addition, in the present specification, the start position Ls2 is described as being calculated by the start position calculation unit 76D from the start position Ls.

The storage unit 81 stores information regarding the previous turning travel. The start position calculation unit 76D is configured so that it is possible to determine whether the previous turning travel was a right turn or a left turn by reading the data regarding the turning travel from the storage unit 81. As shown in FIG. 4, when the aircraft 1 repeats the automatic steering control along the target direction LA, generally, in the turning traveling on the edge of the field, the right turning and the left turning are alternately repeated. .. Therefore, the start position calculation unit 76D determines whether the previous turning travel was a right turn or a left turn (step #23). The determination in step #23 may be performed by a module other than the start position calculation unit 76D. If the previous turning run was a right turn (step #23: right turn), the start position calculating unit 76D determines the left turn side based on the previous turning run before the turning of the machine body 1 is started. Then, the next start position Ls2 is calculated (step #25-1). Then, the left turn guide information is displayed on the display unit 4 (step #25-2), and the display line L2 based on the start position Ls2 is also displayed in this guide information. If the previous turning travel was a left turn (step #23: left turn), the start position calculation unit 76D turns the right turn based on the previous turning travel before the turning of the machine body 1 is started. Then, the next start position Ls2 is calculated (step #24-1). Then, the guide information for the right turn is displayed on the display unit 4 (step #24-2), and the display line L2 based on the start position Ls2 is also displayed in the guide information.

In this way, when the end determination unit 76E determines the end of the work traveling, the start position calculation unit 76D determines either the left or right with respect to the traveling direction of the machine body 1 in the work traveling based on the work traveling position information WP as the position information. The start position Ls2 is calculated and the display unit 4 displays guidance information for guiding the turning traveling to the start position Ls2. At that time, when the start position calculation unit 76D calculates the start position Ls in the turning direction on one of the left and right sides with respect to the traveling direction in the previous turning travel, the start position calculating unit 76D detects the position on the other side of the traveling direction in the present turning travel The start position Ls2 is calculated in the turning direction, and the display unit 4 displays the display line L2 based on the start position Ls2 on the other left and right sides of the machine body 1 on the map screen.

After the guide information is displayed on the display unit 4 by the process of step #24-2 or step #25-2, the passenger operates the steering wheel 16 to turn the machine body 1. The control device 75 is configured so that the turning direction at this time can be determined by the steering angle sensor 60 as the steering operation detecting means (step #24-3, step #25-3). The turning direction determination means is not limited to the determination by the steering angle sensor 60, and for example, determination based on a set of position information of the airframe 1 measured by the satellite positioning unit 8a or measurement by the inertial measurement unit 8b. The determination may be based on the orientation information of the aircraft 1. That is, the steering operation detecting means may be configured to detect the steering operation by detecting the turning by, for example, the satellite positioning unit 8a or the inertial measurement unit 8b.

When the actual turning direction of the machine body 1 is different from the guide information displayed on the display unit 4, the guide information displayed on the display unit 4 is changed to the guide information that matches the actual turning direction of the machine body 1. When the right turning guidance information is displayed on the display unit 4 (step #24-2) and the actual turning direction of the machine body 1 is left turning (step #24-3: left turning), start The position calculation unit 76D calculates the next start position Ls2 on the left turn side (step #24-4). Then, the guide information on the display unit 4 is changed to the left turn guide information (step #24-5). If the actual turning direction of the machine body 1 is rightward while the guide information for leftward turning is displayed on the display unit 4 (step #25-2) (step #25-3: rightward turning). ), the start position calculation unit 76D calculates the next start position Ls2 on the right turn side (step #25-4). Then, the guide information on the display unit 4 is changed to the guide information for right turn (step #25-5). As described above, when the steering wheel 16 (steering operation tool) is operated in the turning direction on the side opposite to the side on which the start position calculation unit 76D calculates the start position Ls2 during turning, the start position calculation unit 76D The start position Ls2 is calculated again in the turning direction on the side where the steering wheel 16 is operated, and the display unit 4 displays the start position Ls2 on the map screen in the turning direction on the side where the steering wheel 16 is operated rather than the body 1. Display again.

Before the description of step #26 and subsequent steps, a method of calculating the start position Ls2 by the start position calculation unit 76D will be described. In the embodiment shown in FIG. 8, after the automatic travel control is performed along the target travel route LM[n], the time point at which the end of the automatic steering control is determined based on step #22 of FIG. The own machine position NM of is stored in the storage unit 81 as the end position Lf (working travel position information WP) of the target travel route LM[n]. Before the automatic steering control on the target travel route LM[n], a left turn is made over the terminal position Lf of the target travel route LM[n-1] and the start position Ls of the target travel route LM[n]. It was conducted. Therefore, before the machine body 1 turns based on the end position Lf of the target travel route LM[n], that is, the work travel position information WP, the right turn determination is performed in step #23 of FIG. 7.

In the embodiment shown in FIG. 8, the end position Lf of the target travel route LM[n-1] and the start position Ls of the target travel route LM[n] are separated by the first separation distance P1. .. The area for work travel based on the target travel route LM[n-1] and the area for work travel based on the target travel route LM[n] are areas adjacent to each other. From this, the first separation distance P1 is the same as the working width of the tiller 3 mounted on the tractor via the PTO shaft, or is, for example, about 10% smaller than the working width of the tiller 3. .. 9 and 11, which will be described later, the first separation distance P1 is as described based on FIG. When the first separation distance P1 is smaller than the work width of the tilling device 3, the work width of the work travel based on the target travel route LM[n-1] and the work travel based on the target travel route LM[n]. The work width overlaps with a predetermined width (for example, less than 10% of the work width).

The end position Lf of the target travel route LM[n-1] is the position where the previous turning travel was started. The starting position Ls of the target travel route LM[n] is the position where the previous turning travel has ended. Further, the end position Lf of the target travel route LM[n-1] and the start position Ls of the target travel route LM[n] are separated by the first separation distance P1. From this, the start position calculation unit 76D performs the next automatic steering control in the lateral direction (direction orthogonal to the target azimuth LA, the same applies hereinafter) by the first separation distance P1 with respect to the target travel route LM[n]. It is presumed to be performed at a remote location. Then, the start position calculation unit 76D is in the lateral direction on the side opposite to the side on which the target travel route LM[n-1] is located with respect to the work travel position information WP, and the first separation distance from the work travel position information WP. A start position Ls2 for new work traveling is calculated at a position separated by P1 (step #25-1). The target travel route LM[n+1] shown in FIG. 8 is a target travel route LM that is set after the aircraft 1 reaches the start position Ls2.

Then, based on the processing of step #25-2, the guide information for right turn shown in 8-B of FIG. 8 is displayed on the display unit 4 as a map screen. In this way, the display unit 4 displays the periphery of the machine body 1 including the machine body 1 as a map screen. On this map screen, the work traveling position information WP and the start position Ls2 of the next work traveling are displayed as linear display lines L1 and L2 along the target direction LA.

In this way, the start position calculation unit 76D calculates the start position Ls2 based on the separation distance between the position where the previous turning travel was started and the position where the previous turning travel was completed, and the display unit 4 The start position Ls2 calculated based on the distance is displayed in the guide information.

On the map screen of the guide information displayed on the display unit 4, the machine body symbol SY as shown in FIGS. 8 and 9 and the turning path of the broken line are schematically shown. While the vehicle body 1 is turning, the vehicle body symbol SY indicating the position of the vehicle body 1 moves along the dashed turning route, as indicated by the guidance information 8-B and 8-C in FIG. 9. To do. The display unit 4 displays the turning route of the turning travel on the map screen, but in the present embodiment, the turning route is not preset, and the turning route indicated by the broken line is used as a guide for reaching the start position Ls2. Is displayed on the map screen. Based on the own machine position NM calculated by the traveling locus acquisition unit 78, the machine body symbol SY is displayed as a guide at an arbitrary position on the turning path indicated by the broken line. Further, the orientation of the aircraft symbol SY changes in the map screen in the guidance information based on the turning azimuth calculated by the azimuth deviation calculator 77 (see FIG. 3 ).

The description of the flowchart of FIG. 7 will be resumed. The distance calculation unit 76F (see FIG. 3) is configured to be able to calculate the distance between the position information stored in the storage unit 81 and the position information based on the current position of the machine body 1. While the vehicle body 1 is turning, the distance calculation unit 76F calculates the distance between the work traveling position information WP and the own machine position NM over time (step #26). In other words, the distance calculation unit 76F calculates the separation distance using the position information when the end determination unit 76E (see FIG. 3) determines the end of the work traveling. The distance calculation unit 76F starts calculation of the separation distance after the turning traveling is started. Then, as shown in the guidance information of 8-B and 8-C in FIG. 9, a separation distance display DF that is a distance of a component of the separation distance that is orthogonal to the target azimuth LA is displayed on the display unit 4. (Step #27). In this way, when the end determination unit 76E determines the end of the work traveling, the distance calculation unit 76F uses the position information stored in the storage unit 81 based on the work traveling for which the end determination unit 76E determines the end of the work traveling. The separation distance is calculated using the work traveling position information WP which is the position information. Further, the display unit 4 is configured to be able to display the work traveling position information WP and the separation distance display DF. The display unit 4 starts displaying the separation distance after the turning traveling is started.

While the vehicle body 1 is turning, the control device 75 causes the vehicle body 1 to cross the starting position Ls2 of the next work traveling laterally based on the position information of the vehicle body 1 measured by the satellite positioning unit 8a. It is determined whether or not the vehicle is turning far away (step #28). In FIG. 9, the vehicle body 1 laterally travels a distance longer than the first separation distance P1 from the work travel position information WP during turning travel, and the start position Ls2 of the next work travel (in FIG. 9, the planned start position Ls2′ is (Shown) is shown. The planned start position Ls2' shown in FIG. 9 is the initially set start position Ls2 for the next work traveling, but the planned start position Ls2' is not used as the start position Ls2 for the next work traveling. In this case, Yes is determined in step #28 of FIG. When the determination of Yes is made in step #28, the start position calculation unit 76D separates from the planned start position Ls2′ by the first separation distance P1 in the lateral direction on the side opposite to the side on which the work traveling position information WP is located. A new starting position Ls2 for running the work is calculated at this position (step #29). The target travel route LM[n+2] shown in FIG. 9 is a target travel route LM that is set after the aircraft 1 reaches the start position Ls2.

In FIG. 9, the second traveling distance P2, which is the distance between the work traveling position information WP and the new work traveling start position Ls2, is shown. The second distance P2 is twice the distance of the first distance P1. From this, between the area of the work travel based on the target travel route LM[n] and the area of the work travel to be performed based on the start position Ls2 of the new work travel, the lateral movement of the tiller 3 is performed. An unworked area having a width corresponding to the working width is left. The width of this unworked land is a width that allows plowing work without gaps over the existing working areas on both sides when plowing work is performed. Also in FIGS. 10 and 11 which will be described later, the second separation distance P2 is as described based on FIG.

Further, when the start position calculation unit 76D calculates the new start position Ls2 of the work traveling, based on the process of step #30, the guide information for the right turn shown in 8-C of FIG. 9 is displayed as a map screen. Displayed in part 4. On the map screen shown in 8-C, the work traveling position information WP, the scheduled start position Ls2′, and the new starting position Ls2 of the traveling work are respectively linear display lines L1 and L2 along the target orientation LA. Displayed as', L2. The display line L2' based on the scheduled start position Ls2' is located between the display line L1 based on the work traveling position information WP and the display line L2 based on the new work traveling start position Ls2. Then, as a guideline for reaching the new work traveling start position Ls2, the dashed turning path includes a display line L1 based on the work traveling position information WP and a display line L2 based on the new work traveling start position Ls2. , Are displayed. The display of the machine symbol SY and the display of the separation distance display DF in the guidance information shown in 8-C of FIG. 9 have already been described based on the guidance information shown in 8-B of FIG. As I did.

While the aircraft 1 is turning, the azimuth offset between the turning azimuth of the aircraft 1 calculated by the azimuth offset calculator 77 (see FIG. 3) and the target azimuth LA is within a preset allowable range. It is determined whether it is within the range (step #31). If the azimuth deviation is outside the allowable range (step #31: No), the determination process of step #28 and the processes of step #29 and step #30 when the determination of Yes is made in step #28. , Are repeated. When the bearing deviation is within the allowable range (step #31: Yes), the distance between the work traveling position information WP and the start position Ls2 of the next work traveling is stored in the storage unit 81 (see FIG. 3). (Step #32), the process moves to the process of the flowchart shown in FIG. 12 described later. Further, the display unit 4 ends the display of the separation distance display DF after the turning traveling is completed.

In the determination in step #31, the lateral distance between the work traveling position information WP and the own position NM calculated by the traveling trajectory acquisition unit 78 is the reference distance based on the work width of the work traveling. Whether it is within the range may be added as a determination item. In this case, in addition to the working width of the working run, a value that is an integral multiple of this working width may be used as the reference distance, or the amount of overlap described above may be subtracted from the value that is an integral multiple of this working width. The value may be used as the reference distance.

Further, the distance stored in the storage unit 81 in step #32 may be the actual distance between the work traveling position information WP and the start position Ls2 of the next work traveling, or the work width of the work traveling may be calculated. Of the integral multiples of the reference distance, which is the reference, the distance may be closer to the actual distance. The distances thus stored in the storage unit 81 are, for example, the first separation distance P1 and the second separation distance P2.

When the turning travel is performed such that an unworked land having a width corresponding to the working width of the tiller 3 in the lateral direction is left between the work travel position information WP and the start position Ls2 of the next work travel. (See FIG. 9) Then, in the subsequent turning traveling, the guide information as shown in FIG. 10 is displayed on the display unit 4. The target travel route LM[n-1] in FIG. 10 may be considered to be the same as the target travel route LM[n+2] set after the vehicle body 1 reaches the start position Ls2 in FIG. 9.

In FIG. 10, before the automatic steering control on the target travel route LM[n], the end position Lf of the target travel route LM[n-1] and the start position Ls of the target travel route LM[n] are spanned. Turned left. The left turn guide information shown in 10-A of FIGS. 10 and 11 is displayed on the display unit 4 after the automatic travel control is performed along the target travel route LM[n-1]. The guide information for the right turn shown in 10-B of FIGS. 10 and 11 is obtained after the automatic travel control is performed along the target travel route LM[n] and before the turning of the machine body 1 is actually started. Is displayed on the display unit 4 based on the process of step #24-2 shown in FIG. The guide information includes a map screen that displays the aircraft 1 and the surrounding area of the aircraft 1. Further, although these pieces of guidance information are displayed on the side panel 21 shown in FIG. 2, they may be displayed on the meter panel 20 shown in FIG.

The end position Lf of the target travel route LM[n-1] and the start position Ls of the target travel route LM[n] are separated by a second separation distance P2, and the second separation distance P2 is equal to that of the tiller 3. It has a distance of twice (or almost twice and less than twice) the working width. From this, in FIG. 10, the tilling device 3 is arranged in the lateral direction between the region for work traveling based on the target traveling route LM[n-1] and the region for working traveling based on the target traveling route LM[n]. The unworked land having a width corresponding to the working width of is left. When plowing work is performed in this unworked area, it extends over between the region of work travel based on the target travel route LM[n-1] and the region of work travel based on the target travel route LM[n]. Plowing work is done without gaps.

In the embodiment shown in FIG. 10, in the previous turning traveling, the second separation is made between the end position Lf of the target traveling route LM[n-1] and the starting position Ls of the target traveling route LM[n]. It is separated by a distance P2. From this, the start position calculation unit 76D estimates that the next automatic steering control is performed at a position laterally separated from the target travel route LM[n] by the second separation distance P2. Then, the start position calculation unit 76D moves to the lateral direction on the side opposite to the side where the target travel route LM[n-1] is located, and at the position separated from the work travel position information WP by the second separation distance P2. The start position Ls2 of the work traveling of is calculated. The target travel route LM[n+1] shown in FIG. 10 is a target travel route LM that is scheduled to be set after the aircraft 1 reaches the start position Ls2.

A guide line L1 based on the work traveling position information WP and a display line L2 based on the start position Ls2 of the next work traveling are shown in the guide information shown in 10-B of FIGS. 10 and 11. In the embodiment shown in FIG. 10, an unworked land having a width corresponding to the working width of the tiller 3 in the lateral direction is left between the work traveling position information WP and the start position Ls2 of the next work traveling. ing. Therefore, between the display line L1 based on the work traveling position information WP and the display line L2 based on the start position Ls2 of the next work traveling, a display line L3 indicating this unworked place is shown. The width of the unworked land is such a width that the plowing work can be performed without gaps over the existing working areas on both sides when the plowing work is performed.

As described above, the guidance information for the right turn shown in 10-B of FIGS. 10 and 11 is the one after the automatic travel control is performed along the target travel route LM[n] and actually. 7 is displayed on the display unit 4 based on the process of step #24-2 shown in FIG. However, for example, when the target travel route LM[n] is approaching a ridge on one side of the ridge of the field along the target direction LA, the machine body 1 actually moves to the right of the work traveling position information WP. It is possible that you cannot turn. When the aircraft 1 is actually turned to the left as shown in FIG. 11, the left turn is determined in step #24-3 of FIG. 7, and the determination is made based on the process of step #24-5 in FIG. 10-C is changed to the left turn guidance information. The start position Ls2 shown in FIG. 10 is shown as the planned start position Ls2' in FIG. 11, and the planned start position Ls2' is not used as the start position Ls2 for generating the next target travel route LM.

In step #24-4 shown in FIG. 7, the start position calculation unit 76D calculates the start position Ls2 for generating the next target travel route LM based on the previous turning travel. Therefore, in principle, the start position calculation unit 76D calculates the start position Ls2 for generating the next target travel route LM at a position separated from the work travel position information WP by the second separation distance P2. However, in FIG. 11, the work traveling area based on the target travel route LM[n-1] has been already traveled. Therefore, when the vehicle body 1 turns left, if the start position Ls2 is calculated to be a position separated from the work traveling position information WP by the second separation distance P2, this work traveling completed region and the next work are completed. The traveling start position Ls2 will overlap. In order to avoid this inconvenience, the start position calculation unit 76D preferentially searches for the start position Ls2 in the left turn side area of the unworked area. In the embodiment shown in FIG. 11, as described above with reference to FIG. 10, the region of work traveling based on the target traveling route LM[n−1] and the work traveling based on the target traveling route LM[n]. An unworked area is left between the area and. The lateral width of this unworked land corresponds to the working width of the tiller 3. Therefore, the start position calculation unit 76D replaces the scheduled start position Ls2′ shown in FIG. 11 with the start position Ls2 for generating the next target travel route LM from the work travel position information WP as the first separation position. The calculation is performed at a position separated by the distance P1. The target travel route LM[n+2] shown in FIG. 11 is a target travel route LM that is scheduled to be set after the aircraft 1 reaches the start position Ls2.

[Display of guidance information before starting automatic steering control]
After the above-described turning traveling is completed, the manual steering mode of the control device 75 is continued, and the straight traveling traveling by human operation is continued. During this period, the control device 75 confirms the direction deviation of the airframe 1 with respect to the target direction LA, the direction of the front wheels 11, and the determination conditions of the steering state of the steering wheel 16 to determine whether or not the automatic steering mode can be switched to. judge. If the control device 75 can switch to the automatic steering mode, the passenger operates the trigger switch 49 to start the automatic steering control. At this time, whether or not the control device 75 can be switched to the automatic steering mode is configured to be visible to the passenger by the display unit 4. At the same time, the display unit 4 displays guidance information for assisting the steering operation by the passenger.

While the traveling of the working machine by the manual operation continues, the screen of the guide information shown in 13-A to 13-D of FIG. 13 is displayed on the display unit 4. The guide information includes a map screen that displays the aircraft 1 and the surrounding area of the aircraft 1. The guidance information is displayed on the side panel 21 shown in FIG. 2, but may be displayed on the meter panel 20 shown in FIG. At the right end of the guide information screen, a steering display 82 of the steering wheel 16 and an azimuth deviation display 83 of the airframe 1 calculated by the azimuth deviation calculation unit 77 are shown vertically side by side. Further, a map screen including the airframe symbol SY is displayed on the left side of the steering display 82 and the direction deviation display 83, and a color drawing WA is displayed in the already-worked area of the map screen where the plowing work has already been completed. .. The color drawing WA is calculated by the set of the own machine positions NM stored in the storage unit 81 and the working width of the tiller 3. As a result, the already-worked area and the unworked area are visually clearly distinguished. In the area where the color drawing WA is displayed, the area where the work traveling is performed three times or more, the area where the work traveling is performed twice, and the area where the work traveling is performed only once, respectively. It may be configured to be color-coded. That is, the color drawing WA may be color-coded according to the number of times of work travel, and the already-worked area in the guidance information may be displayed by the different color drawing WA. Further, the color drawing WA may be dot drawing or pattern drawing.

The determination of the start of the automatic steering control is executed based on the flowchart shown in FIG. The control device 75 is configured to use the determination counter Ctr so that the control device 75 determines whether or not the state can be switched to the automatic steering mode. The value of the counter Ctr immediately after the turning traveling is set to zero (step #40). First, it is determined whether or not the heading deviation of the machine body 1 is within the allowable range with respect to the target heading LA (step #41). When the azimuth of the machine body 1 is tilted rightward with respect to the target azimuth LA (step #41: tilted to the right), the display information of the left turn shown in 13-A of FIG. 13 is displayed on the display unit 4. (Step #43-1). Then, the value of the counter Ctr is reset to zero (step #43-2). In the left turn guidance information shown in 13-A of FIG. 13, information prompting the passenger to operate the steering wheel 16 counterclockwise is displayed. When the azimuth of the aircraft 1 is tilted leftward with respect to the target azimuth LA (step #41: tilted left), the display unit 4 displays the guidance information for the right turn shown in 13-B of FIG. (Step #42-1). Then, the value of the counter Ctr is reset to zero (step #42-2). In the right turn guidance information shown in 13-B of FIG. 13, information prompting the passenger to operate the steering wheel 16 in the clockwise direction is displayed.

When the machine body 1 is traveling straight in the direction along the target azimuth LA (step #41: straight traveling), the counter Ctr is incremented (step #44), and the value of the counter Ctr is increased. Then, it is determined whether the aircraft 1 has traveled a certain distance or more (step #45). Here, the “fixed distance” may be a preset distance from the start position Ls2 (see FIG. 8 to FIG. 11), or may be changed in advance from a state where the machine body 1 goes straight in a direction along the target direction LA. It may be a set distance. When the machine body 1 has not traveled over a certain distance (step #45: No), the process returns to step #41.

When the machine body 1 is traveling over a certain distance (step #45: Yes), it is determined whether the change in the steering angle of the steering wheel 16 is kept within the allowable range (step #46). The steering angle of the steering wheel 16 when the automatic steering control is permitted is, for example, the steering wheel 16 is not operated in the right turning direction or the left turning direction, and the orientation of the front wheel 11 and the orientation of the rear wheel 12 are determined. A state in which and are parallel is illustrated, but the state is not limited to this. For example, when the traveling area of the vehicle body 1 is the ground that is inclined in the lateral direction, the vehicle body 1 may gradually shift to the lowland side in the left-right direction if the vehicle body 1 goes straight as it is. In such a case, the state in which the direction of the front wheels 11 is steered to the highland side in the left-right direction is maintained, and as a result, the airframe 1 easily advances along the target direction LA. Therefore, the turning angle of the steering wheel 16 when the automatic steering control is permitted includes, for example, a state in which the steering wheel 16 is steered in the right turning direction or the left turning direction. That is, the control device 75 is configured to permit the automatic steering control when the turning angle of the steering wheel 16 is continuously maintained within a certain range. If the change in the turning angle of the steering wheel 16 is not kept within the allowable range (step #46: No), the value of the counter Ctr is reset to zero (step #47). In the process of step #47, the value of the counter Ctr may not be reset to zero and the counter Ctr may be decremented to decrease the value of the counter Ctr.

The guide information shown in 13-C of FIG. 13 is displayed on the display unit 4 during the determination of step #46 after the determination that the vehicle is going straight in step #41. When the counter Ctr reaches a preset value (step #48: Yes), the guide information shown in 13-D of FIG. 13 is displayed on the display unit 4 and the automatic steering control is permitted. .. When the passenger operates the trigger switch 49, the control mode of the control device 75 is switched from the manual steering mode to the automatic steering mode, and the automatic steering control is executed (step #49). If a steep turn of the steering wheel 16 is detected before the occupant operates the trigger switch 49 after the determination in step #48 is Yes, the value of the counter Ctr is reset to zero or decremented. It may be configured to be performed.

[Another embodiment]
The present invention is not limited to the configurations illustrated in the above-described embodiments, and representative representative embodiments of the present invention will be illustrated below.

(1) In the above-described embodiment, the aircraft symbol SY changes its orientation on the map screen in the guidance information based on the turning azimuth calculated by the azimuth deviation calculating unit 77 as shown in FIG. 9 and the like. However, the present invention is not limited to this embodiment. For example, the body symbol SY is always fixed upward as shown in FIG. 8, and the surroundings of the body symbol SY rotate with a change in the turning direction calculated by the direction deviation calculating unit 77. good.

(2) In the above-described embodiment, the distance calculation unit 76F calculates the separation distance by using the work traveling position information WP, which is the position information when the end determination unit 76E determines the end of the work traveling. It is not limited to the form. For example, the traveling locus acquisition unit 78 acquires the traveling locus based on the set of the vehicle position NM stored in the storage unit 81, and the work traveling position information WP is calculated based on this traveling locus. It may be an approximate line. The distance calculation unit 76F may be configured to calculate the lateral separation distance between the work traveling position information WP and the current position of the machine body 1. That is, when the end determination unit 76E determines the end of the work travel, the distance calculation unit 76F uses the position information stored in the storage unit 81 as the position information based on the work travel determined by the end determination unit 76E to determine the end of the work travel. It is sufficient that the separation distance is calculated using the work traveling position information WP.

(3) In the above-described embodiment, the guide information displayed on the display unit 4 includes the map screen, but the guide information may not include the map screen. For example, the guidance information displayed on the display unit 4 may be guidance information such as symbols such as arrows, numerical values, and messages. Although the turning route is displayed on the map screen, the turning route may not be displayed on the map screen.

(4) In the above-described embodiment, the steering operation is performed by changing the direction of the front wheels 11, but the steering operation may be performed by changing the direction of the rear wheels 12. In short, the steering control unit 80 may have a configuration capable of controlling the steering of the traveling device along the target azimuth LA.

(5) Although the satellite positioning unit 8a is provided in the airframe 1 which is the object of positioning as the position detecting unit 8 described above, it is not limited to the configuration in which the positioning signal of the satellite positioning system is directly received. For example, base stations that receive positioning signals from artificial satellites are provided at a plurality of locations around a work vehicle, and the position information of a traveling work machine is specified by network communication processing with the plurality of base stations. May be. In short, the position detection unit 8 may have a configuration capable of detecting the position information of the airframe 1 based on the positioning signal of the navigation satellite.

(6) Although the target travel routes LM1 to LM6 illustrated in FIG. 4 are linearly formed, the target travel routes LM1 to LM6 may have, for example, a curved curved shape. In this case, the travel locus at the time of generating the reference route may be formed in a curved curve shape, and the target orientation LA may be gradually changed along the curved curve shape.

(7) In the above-described embodiment, the steering wheel 16 is shown as the steering operation tool, but the steering operation tool may be, for example, a stick-type lever or a pair of buttons.

(8) In the above-described embodiment, the display unit 4 displays the distance of the component that is orthogonal to the target azimuth LA in the separation distance, but the present invention is not limited to this embodiment. The display unit 4 may be configured to directly display the separation distance between the work traveling position information WP and the current position of the machine body 1. Further, the display unit 4 may display both the distance between the work traveling position information WP and the current position of the machine body 1 and the distance of the component of the distance that is orthogonal to the target azimuth LA. good.

(9) In the above-described embodiment, the display unit 4 starts displaying the separation distance after the turning travel is started, but starts displaying the separation distance before the turning travel is started. You can have it. Further, in the above-described embodiment, the display unit 4 ends the display of the separation distance after the end of the turning travel, but may be configured to continue the display of the separation distance after the end of the turning travel.

(10) In the above-described embodiment, the work traveling position information WP is displayed on the map screen in a line along the target direction LA, but the present invention is not limited to this embodiment. For example, the work traveling position information WP may be displayed in a dotted line on the map screen, or may be painted and displayed with a width corresponding to the work width of the tiller 3.

(11) Although the tractor has been illustrated as the traveling work machine according to the present invention, the present invention can be applied to a harvester, a rice transplanter, and a seeder other than the tractor.

Note that the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with the configurations disclosed in other embodiments, as long as no contradiction occurs. Further, the embodiments disclosed in the present specification are exemplifications, and the embodiments of the present invention are not limited thereto, and can be appropriately modified within a range not departing from the object of the present invention.

INDUSTRIAL APPLICABILITY The present invention can be applied to a traveling work machine capable of calculating a target azimuth based on a traveling locus and controlling the steering of the machine body along the target azimuth.

1: Airframe 3: Tillage device (working device)
4: Display unit 8: Position detection unit 76E: End determination unit 76F: Distance calculation unit 81: Storage unit LA: Target orientation Ls: Start position Ls2: Start position Lf: End position WP: Work traveling position information

Claims (6)

In the field, work traveling in which the work device is operated while automatically traveling along a target direction set in advance, and in the field unreversed from the end position of the work traveling in a direction opposite to the traveling direction of the work traveling. A traveling working machine that alternately repeats a turning traveling that moves to a start position of the next working traveling in a work site, a plurality of times,
A position detection unit that acquires the position information of the airframe based on the positioning signal of the navigation satellite,
A storage unit capable of storing the position information,
An end determination unit capable of determining the end of each of the plurality of work runs,
A distance calculation unit capable of calculating a separation distance between the position information stored in the storage unit and the position information based on the current position of the machine body;
A display unit capable of displaying information about the turning travel is provided,
When the end determination unit determines the end of the work travel, the distance calculation unit, as the position information stored in the storage unit, based on the work travel that the end determination unit determines the end of the work travel A traveling work machine configured to calculate the separation distance using work traveling position information that is the positional information, and to display the work traveling position information and the separation distance on the display unit. The display unit displays the aircraft and the periphery of the aircraft as a map screen,
The traveling work machine according to claim 1, wherein the work traveling position information is displayed on the map screen in a line along the target direction. The traveling work machine according to claim 1, wherein the display unit displays a distance of a component of the separation distance that is orthogonal to the target azimuth. The traveling work machine according to any one of claims 1 to 3, wherein the distance calculation unit calculates the separation distance by using the position information when the end determination unit determines the end of the work traveling. The traveling work machine according to any one of claims 1 to 4, wherein the display unit starts to display the separation distance after the turning traveling is started. The traveling work machine according to claim 5, wherein the display unit ends the display of the separation distance after the end of the turning travel.

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