JP2021007335A - Work vehicle - Google Patents

Abstract

To predict simply a work time, in a work vehicle capable of performing manual steering and automatic steering.SOLUTION: A work vehicle includes a vehicle body travelable by either of manual steering by a steering wheel and automatic steering of the steering wheel based on a travel reference line, a connection part for connecting a work device, and a work time prediction unit for predicting a work time for performing a work on a field by the work device, based on achievements of both manual steering and automatic steering.SELECTED DRAWING: Figure 1

Description

The present invention relates to, for example, a work vehicle such as a tractor.

Conventionally, Patent Document 1 is known as an agricultural work machine. The agricultural work machine of Patent Document 1 is a traveling machine capable of switching between manual traveling by manual steering and automatic traveling by automatic steering along a set traveling line set parallel to a traveling reference line, and manual traveling and automatic traveling. It is equipped with a changeover switch that can be switched between running and running. In addition, the agricultural work machine sets the start point of the travel reference line after pressing the right instruction button while traveling along the ridge, and sets the end point of the travel reference line by pressing the left instruction button during travel. That is, the traveling reference line is set before the automatic steering.

JP-A-2017-123803

In the agricultural work machine of Patent Document 1, after setting the running reference line, by setting the running schedule line parallel to the running reference line, the work is performed while the farm work machine is running along the running schedule line in the field. Can be done. However, in the field, the actual situation is that it is not possible to grasp the time required to perform the work along the scheduled travel line.
Therefore, in view of the above problems, it is an object of the present invention to provide a work vehicle capable of performing manual steering and automatic steering, in which the working time can be easily predicted.

The technical means of the present invention for solving this technical problem is characterized by the following points.
The work vehicle is a vehicle body capable of traveling by either manual steering by a steering handle or automatic steering of the steering handle based on a travel reference line, a connecting portion connecting the work devices, and a field using the work device. It is provided with a work time prediction unit that predicts the work time for performing the work in the above based on the results of both the manual steering and the automatic steering.

The work vehicle includes a registration switch that sets the travel reference line when the manual steering is being performed, and a steering selector switch that switches between the start and end of the automatic steering after the travel reference line is set. The work time prediction unit is based on the time required to set the travel reference line and the time from the start to the end of the automatic steering by the operation of the steering changeover switch. Predict the time.

The work time prediction unit predicts the work time based on the time from the end to the start of the automatic steering by the operation of the steering changeover switch.
When the start of the automatic steering is set by the steering changeover switch, a planned traveling line in which the traveling reference line is shifted in a predetermined direction is set, and the vehicle body moves along the planned traveling line. Is provided with a control device for performing the automatic steering, and the working time prediction unit predicts the working time based on the time of the automatic steering in which the vehicle body moves along the scheduled travel line.

The work vehicle is provided with a positioning device capable of detecting the position of the vehicle body, and the control device sets the position of the vehicle body positioned by the positioning device when the registration switch is operated in the manual steering as a starting point. The position of the vehicle body positioned by the positioning device when the registration switch is operated next to the start point is set as the end point, and the straight line connecting the start point and the end point is set as the travel reference line.

According to the present invention, the traveling reference line can be set appropriately.

It is a figure which shows the structure of the tractor and the control block diagram. It is explanatory drawing explaining the automatic steering. It is explanatory drawing explaining the correction amount in a push switch. It is explanatory drawing explaining the correction amount in a slide switch. It is a figure which shows the 1st correction part and the 2nd correction part in a push switch. It is a figure which shows the 1st correction part and the 2nd correction part in a slide switch. It shows the state when the calculated vehicle body position shifts to the right while driving straight during automatic steering. It shows the state when the calculated vehicle body position shifts to the left while driving straight during automatic steering. It is the figure which looked at the cover in front of the driver's seat from the driver's seat side. It is explanatory drawing explaining the automatic steering. It is a figure which shows the straight traveling part and the turning part at the time of performing automatic steering. It is a figure which shows the flow which predicts the working time WT. It is a figure which shows an example of the operation screen M1. It is an overall view of a tractor.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 11 is a side view showing one embodiment of the work vehicle 1, and FIG. 11 is a plan view showing one embodiment of the work vehicle 1. In the case of this embodiment, the work vehicle 1 is a tractor. However, the work vehicle 1 is not limited to the tractor, and may be an agricultural machine (agricultural vehicle) such as a combine harvester or a transplanter, or a construction machine (construction vehicle) such as a loader work machine.

Hereinafter, the front side (direction of arrow A1 in FIG. 11) of the driver seated in the driver's seat 10 of the tractor (work vehicle) 1 is forward, the rear side of the driver (direction of arrow A2 in FIG. 11) is rear, and the left side of the driver. Will be described as the left side, and the driver's right side as the right side. Further, the horizontal direction, which is a direction orthogonal to the front-rear direction of the work vehicle 1, will be described as the vehicle body width direction.
As shown in FIG. 11, the tractor 1 includes a vehicle body 3, a prime mover 4, and a transmission 5. The vehicle body 3 has a traveling device 7 and can travel. The traveling device 7 is a device having front wheels 7F and rear wheels 7R. The front wheel 7F may be a tire type or a crawler type. Further, the rear wheel 7R may also be a tire type or a crawler type.

The prime mover 4 is a diesel engine, an electric motor, or the like, and is composed of a diesel engine in this embodiment. The transmission 5 can switch the propulsive force of the traveling device 7 by shifting, and can also switch the traveling device 7 forward and backward. The vehicle body 3 is provided with a driver's seat 10.
Further, a connecting portion 8 composed of a three-point link mechanism or the like is provided at the rear portion of the vehicle body 3. The work device 2 can be attached to and detached from the connecting portion 8. By connecting the work device 2 to the connecting portion 8, the work device 2 can be towed by the vehicle body 3. The work device 2 includes a cultivating device for cultivating, a fertilizer spraying device for spraying fertilizer, a pesticide spraying device for spraying pesticides, a harvesting device for harvesting, a cutting device for cutting grass and the like, and a spreading device for spreading grass and the like. A grass collecting device for collecting grass and the like, a molding device for molding grass and the like, and the like.

As shown in FIG. 1, the transmission 5 includes a main shaft (propulsion shaft) 5a, a main transmission 5b, an auxiliary transmission 5c, a shuttle 5d, a PTO power transmission unit 5e, a front transmission 5f, and the like. It has. The propulsion shaft 5a is rotatably supported by a housing case (mission case) of the transmission 5, and power from the crankshaft of the prime mover 4 is transmitted to the propulsion shaft 5a. The main transmission 5b has a plurality of gears and a shifter for changing the connection of the gears. The main transmission 5b changes the rotation input from the propulsion shaft 5a and outputs (shifts) by appropriately changing the connection (meshing) of a plurality of gears with a shifter.

Like the main transmission 5b, the auxiliary transmission 5c has a plurality of gears and a shifter for changing the connection of the gears. The auxiliary transmission 5c changes the rotation input from the main transmission 5b and outputs (shifts) by appropriately changing the connection (meshing) of a plurality of gears with a shifter.
The shuttle unit 5d has a shuttle shaft 12 and a forward / backward switching unit 13. The power output from the auxiliary transmission 5c is transmitted to the shuttle shaft 12 via gears and the like. The forward / backward switching unit 13 is composed of, for example, a hydraulic clutch or the like, and switches the rotation direction of the shuttle shaft 12, that is, the forward movement and reverse movement of the tractor 1 by turning on / off the hydraulic clutch. The shuttle shaft 12 is connected to the rear wheel differential device 20R. The rear wheel differential device 20R rotatably supports the rear axle 21R to which the rear wheel 7R is attached.

The PTO power transmission unit 5e has a PTO propulsion shaft 14 and a PTO clutch 15. The PTO propulsion shaft 14 is rotatably supported and can transmit power from the propulsion shaft 5a. The PTO propulsion shaft 14 is connected to the PTO shaft 16 via a gear or the like. The PTO clutch 15 is composed of, for example, a hydraulic clutch, and is in a state where the power of the propulsion shaft 5a is transmitted to the PTO propulsion shaft 14 and the power of the propulsion shaft 5a is not transmitted to the PTO propulsion shaft 14 when the hydraulic clutch is turned on and off. Switch to the state.

The front transmission unit 5f has a first clutch 17 and a second clutch 18. The power from the propulsion shaft 5a can be transmitted to the first clutch 17 and the second clutch 18, for example, the power of the shuttle shaft 12 is transmitted via the gear and the transmission shaft. The power from the first clutch 17 and the second clutch 18 can be transmitted to the front axle 21F via the front transmission shaft 22. Specifically, the front transmission shaft 22 is connected to the front wheel differential device 20F, and the front wheel differential device 20F rotatably supports the front axle 21F to which the front wheels 7F are attached.

The first clutch 17 and the second clutch 18 are composed of a hydraulic clutch or the like. An oil passage is connected to the first clutch 17, and the oil passage is connected to a first operating valve 25 to which hydraulic oil discharged from the hydraulic pump 33 is supplied. The first clutch 17 switches between a connected state and a disconnected state depending on the opening degree of the first operating valve 25. An oil passage is connected to the second clutch 18, and the oil passage is connected to a second operating valve 26. The second clutch 18 switches between a connected state and a disconnected state depending on the opening degree of the second operating valve 26. The first operating valve 25 and the second operating valve 26 are, for example, two-position switching valves with a solenoid valve, and are switched to a connected state or a disconnected state by exciting or degaussing the solenoid of the solenoid valve.

When the first clutch 17 is in the disengaged state and the second clutch 18 is in the connected state, the power of the shuttle shaft 12 is transmitted to the front wheels 7F through the second clutch 18. As a result, the front wheels 7F and the rear wheels 7R are four-wheel drive (4WD) driven by power, and the rotation speeds of the front wheels 7F and the rear wheels 7R are substantially the same (4WD constant velocity state). On the other hand, when the first clutch 17 is connected and the second clutch 18 is disconnected, four-wheel drive is performed and the rotation speed of the front wheels 7F is faster than the rotation speed of the rear wheels 7R (4WD acceleration state). ). Further, when the first clutch 17 and the second clutch 18 are in the disengaged state, the power of the shuttle shaft 12 is not transmitted to the front wheels 7F, so that the rear wheels 7R are two-wheel drive (2WD) driven by the power.

The tractor 1 includes a positioning device 40. The positioning device 40 can detect its own position (positioning information including latitude and longitude) by a satellite positioning system (positioning satellite) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, and Michibiki. That is, the positioning device 40 receives the satellite signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellite, and detects the position (for example, latitude, longitude) based on the satellite signal. The positioning device 40 includes a receiving device 41 and an inertial measurement unit (IMU) 42. The receiving device 41 is a device having an antenna or the like and receiving a satellite signal transmitted from a positioning satellite, and is attached to the vehicle body 3 separately from the inertial measurement unit 42. In this embodiment, the receiving device 41 is attached to a lops provided on the vehicle body 3. The mounting location of the receiving device 41 is not limited to the embodiment.

The inertial measurement unit 42 includes an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The vehicle body 3, for example, provided below the driver's seat 10, can detect the roll angle, pitch angle, yaw angle, etc. of the vehicle body 3 by the inertial measurement unit 42.
As shown in FIG. 1, the tractor 1 includes a steering device 11. The steering device 11 is a device capable of performing manual steering in which the vehicle body 3 is steered by the driver's operation and automatic steering in which the vehicle body 3 is automatically steered without the driver's operation.

The steering device 11 has a steering handle (steering wheel) 30 and a steering shaft (rotating shaft) 31 that rotatably supports the steering handle 30. Further, the steering device 11 has an auxiliary mechanism (power steering device) 32. The auxiliary mechanism 32 assists the rotation of the steering shaft 31 (steering handle 30) by hydraulic pressure or the like. The auxiliary mechanism 32 includes a hydraulic pump 33, a control valve 34 to which hydraulic oil discharged from the hydraulic pump 33 is supplied, and a steering cylinder 35 operated by the control valve 34. The control valve 34 is, for example, a three-position switching valve that can be switched by moving the spool or the like, and switches according to the steering direction (rotational direction) of the steering shaft 31. The steering cylinder 35 is connected to an arm (knuckle arm) that changes the direction of the front wheels 7F.

Therefore, when the driver grips the steering handle 30 and operates it in one direction or the other direction, the switching position and opening degree of the control valve 34 are switched according to the rotation direction of the steering handle 30, and the control valve 34 is switched. The steering direction of the front wheels 7F can be changed by expanding and contracting the steering cylinder 35 to the left or right according to the switching position and opening degree of. That is, the vehicle body 3 can change the traveling direction to the left or right by manually steering the steering handle 30.

Next, automatic steering will be described.
As shown in FIG. 2, when performing automatic steering, first, the traveling reference line L1 is set before performing automatic steering. After setting the travel reference line L1, automatic steering can be performed by setting the travel schedule line L2 parallel to the travel reference line L1. In the automatic steering, the tractor 1 (vehicle body 3) is automatically steered in the traveling direction so that the vehicle body position measured by the positioning device 40 and the planned travel line coincide with L2.

Specifically, the tractor 1 (vehicle body 3) is moved to a predetermined position in the field (S1) before the automatic steering is performed, and the driver is provided with a steering changeover switch (registration switch) on the tractor 1 at the predetermined position. When the operation of 52 is performed (S2), the vehicle body position measured by the positioning device 40 is set at the start point P10 of the traveling reference line L1 (S3). Further, when the tractor 1 (vehicle body 3) is moved from the starting point P10 of the traveling reference line L1 (S4) and the driver operates the steering changeover switch 52 at a predetermined position (S5), the measurement is performed by the positioning device 40. The vehicle body position is set at the end point P11 of the traveling reference line L1 (S6). Therefore, the straight line connecting the start point P10 and the end point P11 is set as the travel reference line L1.

After setting the driving reference line L1 (after S6), for example, the tractor 1 (vehicle body 3) is moved to a place different from the place where the driving reference line L1 is set (S7), and the driver operates the steering selector switch 52. (S8), the scheduled travel line L2, which is a straight line parallel to the travel reference line L1, is set (S9). After setting the scheduled travel line L2, automatic steering is started, and the traveling direction of the tractor 1 (vehicle body 3) is changed so as to be along the scheduled travel line L2. For example, if the current vehicle body position is on the left side of the planned travel line L2, the front wheels 7F are steered to the right, and if the current vehicle body position is on the right side of the planned travel line L2, the front wheels 7F Is steered to the left. During automatic steering, the traveling speed (vehicle speed) of the tractor 1 (vehicle body 3) can be changed by the driver manually changing the operation amount of the accelerator (accelerator pedal, accelerator lever) 210 provided on the tractor 1. It can be changed by changing the shift stage of the transmission 5 by the transmission member (shift lever, shift switch) 211.

Further, after the start of automatic steering, when the driver operates the steering changeover switch 52 at an arbitrary position, the automatic steering can be ended. That is, the end point of the scheduled travel line L2 can be set by the end of automatic steering by operating the steering changeover switch 52. That is, the length from the start point to the end point of the scheduled travel line L2 can be set longer or shorter than the travel reference line L1. In other words, the planned travel line L2 is not associated with the length of the travel reference line L1, and the scheduled travel line L2 can automatically steer a distance longer than the length of the travel reference line L1.

As shown in FIG. 1, the steering device 11 has an automatic steering mechanism 37. The automatic steering mechanism 37 is a mechanism for automatically steering the vehicle body 3, and the position of the vehicle body 3 detected by the positioning device 40 (
The vehicle body 3 is automatically steered based on the vehicle body position). The automatic steering mechanism 37 includes a steering motor 38 and a gear mechanism 39. The steering motor 38 is a motor whose rotation direction, rotation speed, rotation angle, and the like can be controlled based on the vehicle body position. The gear mechanism 39 includes a gear provided on the steering shaft 31 and rotating around the steering shaft 31, and a gear provided on the rotating shaft of the steering motor 38 and rotating around the rotating shaft. When the rotation shaft of the steering motor 38 rotates, the steering shaft 31 automatically rotates (rotates) via the gear mechanism 39, and the steering direction of the front wheels 7F is adjusted so that the vehicle body position coincides with the planned traveling line L2. Can be changed.

As shown in FIG. 1, the tractor 1 includes a display device 45. The display device 45 is a device capable of displaying various information regarding the tractor 1, and can display at least the operation information of the tractor 1. The display device 45 is provided in front of the driver's seat 10.
As shown in FIG. 1, the tractor 1 includes a setting switch 51. The setting switch 51 is a switch for switching to a setting mode for setting at least before the start of automatic steering. The setting mode is a mode in which various settings related to the automatic steering are performed before the automatic steering is started. For example, a mode in which the start point and the end point of the traveling reference line L1 are set.

The setting switch 51 can be switched to ON or OFF, and when it is ON, it outputs a signal in which the setting mode is valid, and when it is OFF, it outputs a signal in which the setting mode is invalid. Further, the setting switch 51 outputs a signal in which the setting mode is valid to the display device 45 when it is ON, and outputs a signal in which the setting mode is invalid to the display device 45 when it is OFF.

The tractor 1 includes a steering changeover switch 52. The steering changeover switch 52 is a switch for switching the start or end of automatic steering. Specifically, the steering changeover switch 52 can be switched from the neutral position up, down, front, and rear, and when the setting mode is enabled and the steering switch 52 is switched down from the neutral position, automatic steering is started. Output, and when the setting mode is enabled and the position is switched upward from the neutral position, the end of automatic steering is output. Further, the steering changeover switch 52 outputs that the start point P10 of the traveling reference line L1 is set when the setting mode is effectively switched from the neutral position, and the steering changeover switch 52 sets the setting mode. When the neutral position is switched forward in the state where is valid, it is output that the end point P11 of the traveling reference line L1 is set. That is, the steering changeover switch 52 also serves as a registration switch for setting the start position (start point P10) and end position (end point P11) of the travel reference line L1 and a switch for switching the start or end of automatic steering. The registration switch may be configured separately from the steering changeover switch 52.

The tractor 1 includes a correction switch 53. The correction switch 53 is a switch that corrects the vehicle body position (latitude, longitude) measured by the positioning device 40. That is, the correction switch 53 is a vehicle body position (referred to as an calculated vehicle body position) calculated by satellite signals (position of positioning satellite, transmission time, correction information, etc.) and measurement information (acceleration, angular velocity) measured by the inertial measurement unit 42. ) Is a switch to correct.

The correction switch 53 is composed of a push switch that can be pressed or a slide switch that can be slid. Hereinafter, a case where the correction switch 53 is a push switch and a slide switch will be described.
When the correction switch 53 is a push switch, the correction amount is set based on the number of operations of the push switch. The correction amount is determined by the correction amount = the number of operations × the amount of correction per number of operations. For example, as shown in FIG. 3A, the correction amount increases by several centimeters or several tens of centimeters each time the push switch is operated. The number of operations of the push switch is input to the first control device 60A, and the first control device 60A sets (calculates) the correction amount based on the number of operations.

When the correction switch 53 is a slide switch, the correction amount is set based on the operation amount (displacement amount) of the slide switch. For example, the correction amount is determined by the correction amount = the amount of displacement from a predetermined position. For example, as shown in FIG. 3B, every time the displacement amount of the slide switch increases by 5 mm, the correction amount increases by several centimeters or several tens of centimeters. The operation amount (displacement amount) of the slide switch is input to the first control device 60A, and the first control device 60A sets (calculates) the correction amount based on the displacement amount. The method of increasing the correction amount and the rate of increase described above are not limited to the above-mentioned numerical values.

More specifically, as shown in FIGS. 4A and 4B, the correction switch 53 includes a first correction unit 53A and a second correction unit 53B. The first correction unit 53A is a portion that commands correction of the vehicle body position corresponding to one side in the width direction of the vehicle body 3, that is, the left side. The second correction unit 53B is a portion that commands correction of the vehicle body position corresponding to the other side in the width direction of the vehicle body 3, that is, the right side.

As shown in FIG. 4A, when the correction switch 53 is a push switch, the first correction unit 53A and the second correction unit 53B are ON or OFF switches that automatically return each time an operation is performed. The switch constituting the first correction unit 53A and the switch constituting the second correction unit 53B are integrated. The switch constituting the first correction unit 53A and the switch constituting the second correction unit 53B may be arranged apart from each other. As shown in FIG. 3A, each time the first correction unit 53A is pressed, the correction amount (left correction amount) corresponding to the left side of the vehicle body 3 increases. Further, each time the second correction unit 53B is pressed, the correction amount (right correction amount) corresponding to the right side of the vehicle body 3 increases.

As shown in FIG. 4B, when the correction switch 53 is a slide switch, the first correction unit 53A and the second correction unit 53B include a knob portion 55 that moves to the left or right along the longitudinal direction of the elongated hole. There is. When the correction switch 53 is a slide switch, the first correction unit 53A and the second correction unit 53B are arranged apart from each other in the width direction. As shown in FIG. 3B, when the knob portion 55 is gradually displaced to the left from a predetermined reference position, the left correction amount increases according to the displacement amount. Further, when the knob portion 55 is gradually displaced to the right from a predetermined reference position, the right correction amount increases according to the displacement amount. As shown in FIG. 4B, in the case of a slide switch, the first correction unit 53A and the second correction unit 53B are integrally formed, the reference position of the knob portion 55 is set to the central portion, and the reference position is set. The left correction amount may be set when the knob 55 is moved to the left side, and the right correction amount may be set when the knob 55 is moved from the intermediate position to the right side.

Next, the relationship between the correction amount (left correction amount, right correction amount) by the correction switch 53, the planned traveling line L2, and the behavior (traveling locus) of the tractor 1 (vehicle body 3) will be described.
FIG. 5A shows a state in which the calculated vehicle body position W1 shifts to the right during automatic steering and going straight. As shown in FIG. 5A, in the state where the automatic steering is started, the actual position (actual position W2) of the tractor 1 (vehicle body 3) and the calculated vehicle body position W1 match, and the actual position W2 and the planned travel line If it matches L2, the tractor 1 travels along the scheduled travel line L2. That is, in the section P1 in which there is no error in the positioning of the positioning device 40 and the vehicle body position (calculated vehicle body position W1) detected by the positioning device 40 is the same as the actual position W2, the tractor 1 travels along the scheduled travel line L2. .. If there is no error in the positioning of the positioning device 40 and no correction is performed, the calculated vehicle body position W1 and the corrected vehicle body position (corrected vehicle body position) W3 corrected by the correction amount are the same values. The corrected vehicle body position W3 is the corrected vehicle body position W3 = calculated vehicle body position W1-correction amount.

Here, in the vicinity of the position P20, although the actual position W2 does not deviate from the scheduled travel line L2, an error occurs in the positioning of the positioning device 40 due to various influences, and the positioning device 40 detects it. Assuming that the vehicle body position W1 is displaced to the right with respect to the planned traveling line L2 (actual position W2) and the deviation amount W4 is maintained, the tractor 1 is displaced between the calculated vehicle body position W1 and the planned traveling line L2. It is determined that the tractor 1 has occurred, and the tractor 1 is steered to the left so as to eliminate the deviation amount W4 between the calculated vehicle body position W1 and the planned traveling line L2. Then, the actual position W2 of the tractor 1 is shifted to the scheduled travel line L2 by steering to the left. After that, it is assumed that the driver notices that the tractor 1 is deviated from the scheduled traveling line L2 and steers the second correction unit 53B at the position P21 to increase the right correction amount from zero. The right correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be substantially the same as the actual position W2. That is, by setting the right correction amount by the second correction unit 53B, the vehicle body position of the positioning device 40 can be corrected in the direction of eliminating the deviation amount W4 generated in the vicinity of the position P20. As shown in position P21 of FIG. 5A, if the actual position W2 of the tractor 1 is separated from the scheduled traveling line L2 to the left after the vehicle body position is corrected, the tractor 1 is steered to the right and the tractor 1 is steered to the right. The actual position W2 can be matched with the planned travel line L2.

FIG. 5B shows a state in which the calculated vehicle body position W1 is shifted to the left during automatic steering and going straight. As shown in FIG. 5B, when the actual position W2 and the calculated vehicle body position W1 match, and the actual position W2 and the planned traveling line L2 match in the state where the automatic steering is started, the actual position W2 and the planned traveling line L2 match. Similarly, the tractor 1 travels along the scheduled travel line L2. That is, as in FIG. 5A, the tractor 1 travels along the scheduled travel line L2 in the section P2 where there is no error in the positioning of the positioning device 40. Further, similarly to FIG. 5A, the calculated vehicle body position W1 and the corrected vehicle body position W3 have the same values.

Here, at the position P22, an error occurs in the positioning of the positioning device 40 due to various influences, the vehicle body position W1 detected by the positioning device 40 shifts to the left side with respect to the actual position W2, and the shift amount W5 is maintained. If so, the tractor 1 steers the tractor 1 to the right so as to eliminate the deviation amount W5 between the calculated vehicle body position W1 and the planned traveling line L2. After that, it is assumed that the driver notices that the tractor 1 is deviated from the scheduled traveling line L2, and the driver steers the first correction unit 53A at the position P23 to increase the left correction amount from zero. Then, the left correction amount is added to the calculated vehicle body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be substantially the same as the actual position W2. That is, by setting the left correction amount by the first correction unit 53A, the vehicle body position of the positioning device 40 can be corrected in the direction of eliminating the deviation amount W5 generated in the vicinity of the position P22. As shown in position P23 of FIG. 5B, when the actual position W2 of the tractor 1 is separated from the scheduled traveling line L2 to the right after the correction of the vehicle body position, the tractor 1 is steered to the left and the tractor 1 is steered to the left. The actual position W2 can be matched with the planned travel line L2.

Next, the setting switch 51 and the correction switch 53 will be described.
As shown in FIG. 6, the outer circumference of the steering shaft 31 is covered with the steering post 180. The outer circumference of the steering post 180 is covered with a cover 177. The cover 177 is provided in front of the driver's seat 10. The cover 177 includes a panel cover 178 and a column cover 179. A display device 45, a setting switch 51, a correction switch 53, and a shuttle lever 181 are attached to the panel cover 178. By operating (swinging) the shuttle lever 181 forward, the forward / backward switching unit 13 is in a state of outputting forward power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the forward direction. Further, by operating (swinging) the shuttle lever 181 rearward, the forward / backward switching unit 13 is in a state of outputting the reverse power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the reverse direction. When the shuttle lever 181 is in the neutral position, no power is output to the traveling device 7.

As shown in FIG. 1, the tractor 1 includes a plurality of control devices 60. The plurality of control devices 60 are devices that control the traveling system, control the working system, calculate the vehicle body position, and the like in the tractor 1. The plurality of control devices 60 are a first control device 60A, a second control device 60B, and a third control device 60C.
The first control device 60A receives the satellite signal (received information) received by the receiving device 41 and the measurement information (acceleration, angular velocity, etc.) measured by the inertial measurement unit 42, and the vehicle body position is based on the received information and the measurement information. Ask for. For example, in the first control device 60A, when the correction amount by the correction switch 53 is zero, that is, when the correction of the vehicle body position by the correction switch 53 is not commanded, the calculated vehicle body calculated by the received information and the measurement information. The calculated vehicle body position W1 is determined to be the vehicle body position used during automatic steering without correcting the position W1. On the other hand, when the correction switch 53 is instructed to correct the vehicle body position, the first control device 60A determines the vehicle body position based on either the number of operations of the correction switch 53 or the operation amount (displacement amount) of the correction switch 53. The correction amount is set, and the corrected vehicle body position W3 obtained by correcting the calculated vehicle body position W1 with the correction amount is determined as the vehicle body position to be used during automatic steering.

The first control device 60A sets a control signal based on the vehicle body position (calculated vehicle body position W1, corrected vehicle body position W3) and the scheduled traveling line L2, and outputs the control signal to the second control device 60B. The second control device 60B has an automatic steering control unit 200. The automatic steering control unit 200 is composed of an electric / electronic circuit provided in the second control device 60B, a program stored in a CPU, and the like. The automatic steering control unit 200 controls the steering motor 38 of the automatic steering mechanism 37 so that the vehicle body 3 travels along the scheduled travel line L2 based on the control signal output from the first control device 60A.

Further, as described above, the first control device 60A controls the operation related to the setting (registration) of the start point P10 and the end point P11 of the travel reference line L1. That is, when the registration switch (steering changeover switch 52) is operated to the start point setting side, the first control device 60A sets the vehicle body position to the start point P10 of the traveling reference line L1 and sets the registration switch (steering changeover switch 52) to the end point. When operated to the side, the vehicle body position is set at the end point P11 of the traveling reference line L1.

As shown in FIG. 7, when the deviation between the vehicle body position and the planned traveling line L2 is less than the threshold value, the automatic steering control unit 200 maintains the rotation angle of the rotation shaft of the steering motor 38. When the deviation (positional deviation) between the vehicle body position and the scheduled travel line L2 is equal to or greater than the threshold value and the tractor 1 is located on the left side of the scheduled travel line L2, the automatic steering control unit 200 of the tractor 1 The rotation axis of the steering motor 38 is rotated so that the steering direction is to the right. That is, the automatic steering control unit 200 sets the steering angle in the right direction so that the position deviation becomes zero. When the deviation between the vehicle body position and the scheduled travel line L2 is equal to or greater than the threshold value and the tractor 1 is located on the right side with respect to the scheduled travel line L2, the automatic steering control unit 200 sets the steering direction of the tractor 1 to the left. The rotation axis of the steering motor 38 is rotated so as to be in the direction. That is, the automatic steering control unit 200 sets the steering angle in the left direction so that the position deviation becomes zero.

In the above-described embodiment, the steering angle of the steering device 11 is changed based on the deviation between the vehicle body position and the planned traveling line L2, but the direction of the planned traveling line L2 and the traveling direction of the tractor 1 (vehicle body 3). When the direction (vehicle body direction) F1 of the (traveling direction) is different, that is, when the angle θg of the vehicle body direction F1 with respect to the planned traveling line L2 is equal to or greater than the threshold value, the automatic steering control unit 200 sets the angle θg to zero ( The steering angle may be set so that the vehicle body direction F1 matches the direction of the planned traveling line L2). Further, the automatic steering control unit 200 sets the final steering angle in automatic steering based on the steering angle obtained based on the deviation (positional deviation) and the steering angle obtained based on the direction (direction deviation). You may. The setting of the steering angle in the automatic steering in the above-described embodiment is an example and is not limited.

Further, in the second control device 60B, when the accelerator 210 is operated when the automatic steering control unit 200 is performing automatic steering, the rotation speed of the prime mover 4 (motor) is determined according to the amount of operation of the accelerator 210. (Rotation speed) is changed. Further, the second control device 60B changes the shift stage of the transmission device 5 when the transmission member 211 is operated while the automatic steering control unit 200 is performing automatic steering.

The third control device 60C raises and lowers the connecting portion 8 in response to the operation of the operating member provided around the driver's seat 10. The first control device 60A, the second control device 60B, and the third control device 60C may be integrated. Further, the above-mentioned control of the traveling system, control of the working system, and calculation of the vehicle body position are not limited. As described above, the control device 60 can automatically steer the tractor 1 (vehicle body 3).

When the work (ground work) is performed in the field H1, the work device 2 corresponding to the work is connected to the tractor 1, and the tractor 1 to which the work device 2 is connected is driven in the field H1. As shown in FIG. 8, for example, when performing ground work in the field H1, as shown in the scheduled travel line L2, the work is performed while repeating straight ahead and turning. That is, when the tractor 1 approaches the ridge, it makes a turn and then goes straight, and when it approaches the opposite shore, it makes a turn again and then goes straight. At the time of turning, the working device 2 which is the working posture is raised, and the turning portion does not perform the work.

In this way, when the work is performed while repeating the turns, the automatic steering is performed at the straight portion SLn (n = 1, 2, 3, ...) Of the planned traveling line L2. For example, in the first straight portion SL1, the driver operates the steering changeover switch 52 to start automatic steering at the start position ST1 (STn: n = 1), and then the driver steers while observing the working state. By operating the changeover switch 52, the automatic steering is ended at the end position EN1 (ENn: n = 1). Further, the driver fine-tunes the vehicle body position of the tractor 1 by operating the correction switch 53 according to the situation where the automatic steering is performed in the first straight portion SL1, or depending on the work situation. The vehicle speed of the tractor 1 is adjusted by operating the accelerator 210 and the speed change member 211.

Further, the driver makes a turn by manually steering the tractor 1 after finishing the automatic steering at the end position EN1, and operates the steering changeover switch 52 at the second straight-ahead portion SL2 at the start position ST2. By starting the automatic steering and operating the steering changeover switch 52, the automatic steering is ended at the end position EN2. That is, in the field H1, the tractor 1 travels on the swivel portion RLn connected by the straight portion SLn while manually steering.

By the way, as described above, in the field H1, the tractor 1 can properly grasp the working time in the field H1 when performing the work while repeating the manual steering and the automatic steering of the tractor 1. ..
As shown in FIG. 1, the tractor 1 includes a work time prediction unit 75. It is composed of an electric / electronic circuit provided in any one of the first control device 60A, the second control device 60B, and the third control device 60C, a program stored in a CPU, and the like. The work time prediction unit 75 may be composed of an electric / electronic circuit provided in the display device 45, a program stored in a CPU, or the like. In this embodiment, the work time prediction unit 75 will be described as being provided in the first control device 60A, but when it is provided in any of the second control device 60B, the third control device 60C, and the display device 45. Even if there is, the operation is the same.

When performing the work of the field H1 in the tractor 1, the work time prediction unit 75 uses both the actual results when the manual steering is performed in the field H1 and the actual results when the automatic steering is performed, and the working time is used. Predict WT. Specifically, the work time prediction unit 75 determines the time (set time) WT1 required to register (set) the traveling reference line L1 while performing manual steering, and from the start to the end of automatic steering. The working time WT is predicted based on the time (automatic steering time WT2). Further, the working time prediction unit 75 predicts the working time WT based on the time (turning time) WT3 from the end of the automatic steering to the start.

FIG. 9 shows a flow of predicting the work time WT by the work time prediction unit 75.
As shown in FIG. 9, for example, the working time prediction unit 75 sets the set time WT1 from the time when the registration switch (steering changeover switch 52) is operated to the start point setting side (when the start point P10 of the traveling reference line L1 is registered). The calculation is started (S30).
Further, the work time prediction unit 75 ends the calculation of the set time WT1 from the time when the registration switch (steering changeover switch 52) is operated to the end point setting side (when the end point P11 of the traveling reference line L1 is registered) (S31). .. That is, in S30 and S31, the work time prediction unit 75 starts counting the timer when the registration switch is operated to the start point setting side, and ends counting the timer when the registration switch is operated to the end point setting side. The time counted by the timer (elapsed time) is set to the set time WT1.

Further, when the steering changeover switch 52 is operated to command the start of automatic steering after the traveling reference line L1 is set, the working time prediction unit 75 starts calculating the automatic steering time WT2 (S32). After the start of automatic steering, the working time prediction unit 75 ends the calculation of the automatic steering time WT2 once when the steering changeover switch 52 is operated to command the end of automatic steering (S33). That is, in S32 and S33, the working time prediction unit 75 adds the counter time (elapsed time) from the start of the automatic steering to the end of the automatic steering to the automatic steering time WT2 in the straight-ahead portion SLn. In other words, the working time prediction unit 75 obtains the total time required for automatic steering in the automatic steering time WT2 = straight-ahead portion SLn.

Further, the working time prediction unit 75 starts calculating the turning time WT3 when the end of the automatic steering is commanded (S34). After the automatic steering is completed, the working time prediction unit 75 ends the calculation of the turning time WT3 once when the steering changeover switch 52 is operated to command the start of the automatic steering (S35). That is, in S34 and S35, the working time prediction unit 75 adds the counter time (elapsed time) from the end of the automatic steering to the start of the automatic steering in the turning portion RLn to the turning time WT3. In other words, the working time prediction unit 75 obtains the total time required for manual steering in the turning time WT3 = turning portion RLn.

When the working time prediction unit 75 calculates the automatic steering time WT2 at least once, the required time JT2 per straight portion SLn is obtained from the automatic steering time WT2 (S36). For example, the working time prediction unit 75 obtains the required time JT2 by dividing the number (value of n) of the straight portion SLn that has been automatically steered by the tractor 1 from the automatic steering time WT2 (required time JT2 = automatic steering time). WT2 / n).

Further, when the working time prediction unit 75 calculates the turning time WT3 at least once, the required time JT3 per one turning portion RLn is obtained from the turning time WT3 (S37). For example, the working time prediction unit 75 obtains the required time JT3 by dividing the number of turning portions RLn (value of n) manually steered by the tractor 1 from the turning time WT3 (required time JT3 = turning time WT3 / n).

Further, when the working time prediction unit 75 obtains the required times JT2 and JT3, the total time required for automatic steering in the straight portion SLn (total automatic steering time) KT2 and the total time required for turning in the turning portion RLn (total turning time). ) KT3 and (S38). That is, the working time prediction unit 75 sets the automatic steering total time KT2 and the total turning time KT3 by the automatic steering total time KT2 = required time JT2 × n (number) and turning total time KT3 = required time JT3 × n (number). Ask.

Further, the working time prediction unit 75 predicts the working time WT by adding the set time WT1, the automatic steering total time KT2, and the total turning time KT3 (working time WT = set time WT1 + automatic steering total time KT2 + total turning time). Time KT3, S39).
As described above, in the tractor 1, the working time WT is accurately predicted even when the work is performed in the field H1 while repeating the setting of the traveling reference line L1, the start and end of the automatic steering, and the turning by the manual steering. Can be done.

In the above-described embodiment, the time from setting the travel reference line L1 to starting automatic steering, that is,
The pre-start time WT4 from the end point P11 of the traveling reference line L1 to the start position ST1 was not added to the working time WT, but the pre-start time WT4 may be added to the working time WT. ..

FIG. 10 shows an example of the operation screen M1 displayed by the display device 45 of the tractor 1.
The display device 45 displays the graphic D1 showing the tractor 1 (vehicle body 3) and the planned traveling line L2 (straight-ahead portion SLn, turning portion RLn) on the operation screen M1. The scheduled travel line L2 may be a past line that has already been automatically steered by the tractor 1 (vehicle body 3), or may be a line that is scheduled to be automatically steered by the tractor 1 (vehicle body 3) from now on.

Further, the display device 45 displays the work time WT predicted by the work time prediction unit 75 on the time display unit 78 shown on the operation screen M1. Further, the display device 45 displays the work end time (work end time) on the time display unit 78. The first control device 60A or the display device 45 holds the time (registration start time) at the time when the start point P10 of the travel reference line L1 is registered, and the work is completed by adding the work time WT to the registration start time. Find the time.

In the above-described embodiment, the time from when the registration of the traveling reference line L1 is started until the tractor 1 reaches the last straight portion SLn is predicted as the working time WT, but the tractor 1 is in the field H1. In the situation where the work is being performed, the time from the current position of the tractor 1 to the arrival at the last straight portion SLn may be predicted as the work time WT. In this case, after obtaining the required times JT2 and JT3, the work time prediction unit 75 turns with the total time (total automatic steering time) KT2a required for automatic steering in the remaining straight portion SLn where automatic steering is not performed. The total time (total turning time) KT3a required for turning in the remaining turning portion RLn that has not been turned is obtained. That is, the working time prediction unit 75 automatically sets the automatic steering total time KT2a = required time JT2 × remaining number (n number remaining) and total turning time KT3a = required time JT3 × remaining number (n number remaining). The total steering time KT2a and the total turning time KT3a are obtained. Then, the work time prediction unit 75 obtains the work time WT from the present time until the work is completed by the work time WT = total automatic steering time KT2a + total turning time KT3a. In this case, the first control device 60A or the display device 45 obtains the work end time by adding the work time WT to the current time, and displays the obtained work end time on the time display unit 78.

The working time prediction unit 75 may predict the working time WT based on the past results of manual steering and the results of automatic steering. Specifically, the work time prediction unit 75 completes the work of the tractor 1, that is, when the automatic steering in all the straight parts SLn and the manual steering in all the turning parts RLn are completed.
The total of the set time WT1, the automatic steering time WT2, and the turning time WT3 is stored as the past working time WT. Then, when the work is performed in the same field H1 in the tractor 1, the past working time WT is set as the working time in the field H1.

The work vehicle 1 has a vehicle body 3 capable of traveling by either manual steering by the steering handle 30 or automatic steering of the steering handle 30 based on the travel reference line L1, a connecting portion 8 that connects the work device 2, and work. The device 2 includes a work time prediction unit 75 that predicts the work time for performing work in the field based on the results of both manual steering and automatic steering. According to this, it is possible to appropriately predict the working time even in a complicated case where traveling and working are performed while repeating manual steering and automatic steering. For example, when the working time is longer than planned, the actual working time can be adjusted to the predicted working time depending on the vehicle speed in manual steering, the vehicle speed in automatic steering, and the like.

The work vehicle 1 has a registration switch for setting the travel reference line L1 during manual steering and a steering changeover switch for switching between start and end of automatic steering after setting the travel reference line L1. The work time prediction unit 75 predicts the work time based on the time required to set the travel reference line L1 and the time from the start to the end of the automatic steering by the operation of the steering changeover switch. .. According to this, for example, even when the driver sets the traveling reference line L1 by operating the registration switch while performing manual steering, the working time can be predicted appropriately.

The working time prediction unit 75 predicts the working time based on the time from the end to the start of the automatic steering by the operation of the steering changeover switch. According to this, even in the case where the automatic steering is restarted after the manual steering is performed after the automatic steering is finished, the working time can be predicted appropriately.
When the start of automatic steering is set by the steering changeover switch, the planned travel line L2 in which the travel reference line L1 is shifted in a predetermined direction is set, and the vehicle body 3 moves along the scheduled travel line L2. The work time prediction unit 75 predicts the work time based on the time of the automatic steering in which the vehicle body 3 moves along the scheduled travel line L2. According to this, when the traveling reference line L1 is shifted and the automatic steering is performed along the planned traveling line L2 set, the working time can be predicted appropriately.

The work vehicle 1 includes a positioning device 40 capable of detecting the position of the vehicle body 3, and the control device sets the position of the vehicle body 3 positioned by the positioning device 40 when the registration switch is operated in manual steering as a starting point. The position of the vehicle body 3 positioned by the positioning device when the registration switch is operated next to the start point is set as the end point, and the straight line connecting the start point and the end point is set as the travel reference line L1. According to this, the linear traveling reference line L1 can be easily set by using the position of the vehicle body 3 positioned by the positioning device 40.

It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the above description, and it is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1: Work vehicle 2: Work device 3: Body 8: Connection part 30: Steering handle 40: Positioning device 52: Steering changeover switch 60: Control device 75: Work time prediction unit H1: Field L1: Travel reference line L2: Travel schedule Line P10: Start point P11: End point WT: Working time

Claims (5)

A vehicle body that can be driven by either manual steering with the steering wheel or automatic steering of the steering handle based on the driving reference line.
The connecting part that connects the work equipment and
A work time prediction unit that predicts the work time for performing work in the field with the work device based on the results of both the manual steering and the automatic steering.
A work vehicle equipped with. When the manual steering is performed, the registration switch that sets the driving reference line and
After setting the travel reference line, a steering changeover switch that switches between the start and end of the automatic steering, and
With
The work time prediction unit predicts the work time based on the time required to set the travel reference line and the time from the start to the end of the automatic steering by the operation of the steering changeover switch. The work vehicle according to claim 1. The work vehicle according to claim 2, wherein the work time prediction unit predicts the work time based on the time from the end to the start of the automatic steering by the operation of the steering changeover switch. When the start of the automatic steering is set by the steering changeover switch, a planned traveling line in which the traveling reference line is shifted in a predetermined direction is set, and the vehicle body moves along the planned traveling line. Is equipped with a control device that performs the automatic steering.
The work vehicle according to claim 2 or 3, wherein the work time prediction unit predicts the work time based on the time of automatic steering in which the vehicle body moves along the scheduled travel line. A positioning device capable of detecting the position of the vehicle body is provided.
In the manual steering, the control device sets the position of the vehicle body positioned by the positioning device when the registration switch is operated as a starting point, and the positioning device when the registration switch is operated after the starting point The work vehicle according to any one of claims 1 to 4, wherein the positioned position of the vehicle body is set as an end point, and a straight line connecting the start point and the end point is set as the travel reference line.

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