JP2820252B2 - Automatic direction control method for agricultural work machine - Google Patents

Description

Description: TECHNICAL FIELD [0001] The present invention relates to an automatic direction control method in a farm working machine that controls the steering of the machine using a direction sensor provided on the machine body of the farm working machine. [Prior Art] In many agricultural working machines, work is performed while traveling linearly in a field, and it has been desired to automate this linear traveling. Therefore, conventionally, a technology has been attempted in which an orientation sensor is provided on the body of an agricultural work machine, and the steering control is performed so that the traveling direction of the aircraft follows a preset orientation. Incidentally, Japanese Patent Application Laid-Open No. 55-28184 discloses a conventional technique in which an azimuth sensor detects a deviation angle of a traveling direction of an aircraft with respect to a set direction. Japanese Patent Application Laid-Open No. 58-214917 does not have a direction sensor, and detects an angle of deviation of the aircraft with respect to a boundary between an uncut area and a cut area when entering an uncut area with an optical sensor. And
A configuration is described in which a steering output is performed based on the detection result and then a reverse steering output is performed. [Problem to be Solved by the Invention] As described above, the azimuth sensor provided on the fuselage
In the technology of steering control to follow a preset azimuth, once the advancing direction of the aircraft deviates from the set azimuth in the left-right direction, not only does the aircraft deviate in its attitude (orientation) from the set azimuth, but also A position shift will occur in the left-right direction with respect to the course traveled up to that time. Therefore, if the steering control is performed again at the position where the positional deviation has occurred so as to follow the set direction, the traveling direction of the aircraft can be corrected to the set direction, but the lateral deviation of the course cannot be corrected. Thereby, for example, in the harvesting work by the combine, uncut culm of the grain stem occurs,
In addition, in the tillage operation using the tractor, troubles such as the inability to reliably till the entire field scene occur. Incidentally, the former known example relates to a so-called circling control in which a traveling direction of a machine body is changed at a mowing work end portion, and with this technique, linear steering control during mowing traveling can be accurately performed. Not something. In the latter known example, since the front wheels of a four-wheel vehicle are steered, when a steering output is made, the front wheels maintain this steering state (turning angle), and thereafter, reversely. The vehicle continues to turn in the same direction until the steering output in the direction is made, and linear steering control cannot be realized by a simple control method. [Means for Solving the Problems] The present invention employs the following technical means to solve the problems as described above. That is, the detection result of the traveling direction detection sensor-8 for detecting the traveling direction A of the body 1 and the azimuth sensor -4 for detecting the direction of the work setting path B set to make the body 1 work.
Based on the detection result of the
At the point P where the body 1 is displaced in the left-right direction from the work setting path B, the body 1 is moved in the direction opposite to the displacement direction by an amount corresponding to twice the displacement angle θ. The aircraft 1 is steered straight ahead, and the aircraft 1
When the vehicle arrives at the intersection S with the work setting route B, the vehicle is steered to swing back by the shift angle β with respect to the work setting path B to correct the traveling direction of the machine body 1 to provide an automatic direction control method in the agricultural work machine. As a result, the traveling direction A of the body 1 is detected by the traveling direction detection sensor -8, while the azimuth of the work setting route B set to cause the body 1 to perform the traveling is determined by the azimuth sensor -4.
Is detected by Then, based on the detection result of the traveling direction detection sensor-8 and the detection result of the azimuth sensor A, the deviation angle θ of the traveling direction A of the body 1 with respect to the work setting path B is obtained. As a result, at the point P at which the body 1 is displaced in the left-right direction from the work setting path B, first, the body 1 is steered in a direction opposite to the displacement direction by an amount corresponding to twice the displacement angle θ, and goes straight. Is done. Then, when the aircraft 1 reaches the intersection S with the work setting path B, the aircraft 1 is steered to swing back by the shift angle β with respect to the work setting path B, and the traveling direction of the aircraft 1 follows the work setting path B. Will be modified. [Effects of the Invention] Thus, it is possible to cause the body 1 to travel along the work setting path B while correcting the positional deviation in the left-right direction. In addition, in the tilling work by the tractor, the steering control with high working efficiency can be accurately performed such that the entire field scene can be efficiently tilled. [Embodiment of the invention] The automatic direction control method of the present invention will be described in detail. In Figs.
Is a motor fixed in a mounting case 3 mounted on the body 1, and 4 is an azimuth sensor fixed to a rotating shaft 5 of the motor 2.
The azimuth sensor-4 outputs an "H" pulse when detecting "east" while repeatedly rotating the motor-2 in the order of east → south → west → north, and outputs a "H" pulse when detecting "west". An "L" pulse is output (FIGS. 3A, 4A and 5A). Reference numeral 6 denotes a rotating blade provided on a rotating body 7 fixed to the direction sensor 4. When the direction sensor 4 is correctly oriented to the east, the rotating blade 6 is also provided so as to correctly project to the east. Reference numeral 8 denotes a forward position detection sensor ("a traveling direction detection sensor" in the claims) for detecting the actual traveling direction A of the body 1, which is located in front of the body 1 and within the rotation range of the rotary blade 6. When the rotating blade 6 rotates and overlaps with the front position detection sensor-8, "H '" is displayed.
Output pulse. FIGS. 3 to 5 show front position detection sensors.
8 is a diagram showing the relationship between the actual traveling direction A of the aircraft 1 detected at 8 and the accurate north, south, east and west detected by the direction sensor 4. FIG. 3 (a) and (b) show a state in which the aircraft 1 is proceeding correctly in the "east direction", and the forward position detection sensor -8.
Is correctly oriented to the east, so that when the rotating blade 6 overlaps with the front position detection sensor-8, an "H '" pulse is output. Since it is oriented, it also outputs an "H" pulse. FIGS. 3A and 3B show this state. FIG. 4 (a) and (b) show a state in which the aircraft is slightly shifted leftward by the θ angle. Then, the front position detecting sensor shown in FIG.
8 is shifted to the vicinity of the arrow a, so that when the rotary blade 6 passes near the arrow a, it overlaps with the front position detecting sensor 8 and outputs an "H '" pulse as shown in FIG. Thereafter, the azimuth sensor-4 is correctly positioned at "East", and outputs an "H" pulse when the rotary blade 6 passes therethrough. FIG. 5 (a) and (b) show a state where the fuselage is slightly shifted rightward by an angle θ. Then, the front position detecting sensor shown in FIG.
8 shifts to the vicinity of the arrow b, as shown in FIG. 5A, first, the azimuth sensor-4 is correctly positioned at "east", and outputs the "H" pulse when the rotary blade 6 passes therethrough. Then, when the rotary blade 6 passes near the arrow b, it overlaps with the front position detecting sensor 8 shifted to the position b, and outputs an "H '" pulse as shown in FIG. The deviation angle θ (θ in FIGS. 4 and 5) between the actual traveling direction A and the set direction B of the fuselage 1 is determined by the azimuth sensor-4, the front position detection sensor-8, and the rotating blades. 6, T = one rotation time of the azimuth sensor-4, t = displacement time from detection of the set azimuth to detection of the forward azimuth, and when 1 / 2T ≦ t θ = 360 degrees × (t −T) / T 1 / 2T> t It can be obtained by each equation of θ = 360 degrees × t / T. The deviation angle θ is calculated by inputting it to the CPU 10 via the digital input circuit 9 in the block diagram of FIG. It should be noted that the airframe 1 is simply obtained from the deviation angle θ thus obtained.
Is determined, as described above, even at the same turning time C, the turning angle increases when the vehicle speed is high (reference numeral C in FIG. 7), and conversely, when the vehicle speed is low, the turning angle decreases ( In FIG. 7, reference numeral d), accurate control cannot be performed. Therefore, the vehicle speed sensor provided on the body 1
11 and measure this via digital input circuit 12
And the turning time C from the speed data and the deviation angle θ.
Is calculated. The turning time C obtained by this calculation is the time required to turn the body 1 to the opposite side by twice the deviation angle θ regardless of the vehicle speed of the body 1, and the turning time C is K = reference speed. The time required to change the angle by 1 degree α = 0 at the reference speed, a negative variable when it exceeds the reference speed,
When the vehicle speed is equal to or less than the reference speed, a positive variable is obtained as follows: C = 2 (deviation angle θ × K) + α. When the vehicle speed increases, the turning time C decreases, and when the vehicle speed decreases, the turning time C increases. However, when the deviation angle θ is measured as a positive value, the aircraft 1 is displaced from “east” to “south” as shown in FIG. 5, and is driven by the CPU 10 to turn the aircraft 1 to the left. The vehicle 1 is output to the right solenoid 14 via the circuit 13 for the turning time C, and the airframe 1 is turned to the left by twice the deviation angle θ. Conversely, when the deviation angle θ is measured with a negative value, the aircraft 1 is displaced from “east” to “north” as shown in FIG. The aircraft 1 is output to the east solenoid 15 via the drive circuit 13 for the turning time C.
Is turned right by twice the deviation angle θ. FIG. 7 shows a state of left turn, and a constant return angle can be obtained regardless of the vehicle speed. Therefore, when the body 1 is returned in this way, the body 1 is shifted to the left by an extra angle θ with respect to the set path B.
You can put it back on the line. That is, as shown in FIG.
The body 1 travels in the traveling direction A while being shifted to the right by a shift angle θ from the set path B line, and the direction control of the body 1 is performed at the position of the point P. This time, the vehicle travels shifted to the left by the deviation angle θ, and reaches the original set route B line after a predetermined time. Therefore, when the aircraft 1 approaches the intersection S between the traveling direction A and the set route B line, the intersection angle β is measured, and the aircraft 1 is turned rightward by the intersection angle β to move the aircraft 1 on the set route B line. You can go back. What is important in the control at this time is that when the aircraft 1 travels from the point P to the intersection S,
Position. Therefore, when the position of the intersection S is obtained from the relationship between the deviation angle θ and the turning time C, the following equation is obtained after the aircraft 1 starts turning: corrected traveling time = displacement angle θ × h + turning time C (where h = 1 (The time required to return to the set route B when the degree angle is changed.) When the corrected travel time calculated by the following formula has elapsed, the vehicle is located at the intersection S. This is because, as shown in FIG. 7, when the vehicle speed is high, the return distance is long, and when the vehicle speed is low, the return distance is short. Therefore, the time required for the intersection S is the same regardless of the vehicle speed, so that the return angle This is because it suffices to drive for a certain time h at one time. The above-described direction control will be described with reference to the flowchart of FIG. 9. The aircraft 1 enters the field, the traveling direction A of the aircraft 1 is directed to the set route B, and the direction of the traveling direction A is detected by the direction sensor-4. After inputting, the work is started by the body 1. The deviation of the traveling direction A of the aircraft 1 from the set path B is measured by the azimuth sensor-4 and the front position detection sensor-8 as needed. When the traveling direction A deviates from the set path B, the deviation angle θ is obtained by the CPU 10, When the deviation angle θ becomes larger than the allowable range, the CPU 10 reads the vehicle speed measured by the vehicle speed sensor 11, obtains the turning time C and the corrected travel time from the deviation angle θ and the vehicle speed, and obtains a positive value for the deviation angle θ. In this case, since the vehicle 1 is deviated to the right, the CPU 10 for turning the aircraft 1 to the left is output to the right solenoid 14 via the drive circuit 13 for the revolution time C, and the aircraft 1 is displaced by the angle θ.
Turn left twice as much as Then, the aircraft 1 moves to the set route B
When the vehicle travels with a shift angle θ to the left and travels for the corrected travel time, the body 1 reaches the position of the intersection S.
Therefore, the intersection angle β and the speed at the intersection S are obtained in the same manner as described above, the turning time C is calculated, the aircraft 1 is turned right by the angle β, and the aircraft 1 is returned on the original set route B line. As described above, as shown in FIG. 8, the shift angle θ at the shifted point P can be easily measured, and the aircraft 1 is turned in a direction opposite to the shift direction by an amount corresponding to twice the obtained shift angle θ. Since the vehicle is moved forward and returned by the deviation angle β at the intersection S with the work setting path B, it can be easily and accurately controlled in the body 1 of the agricultural work machine that outputs to the left and right solenoids 14 and 15 to turn and run straight. effective.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view of an azimuth sensor, FIG. 2 is a sectional view of the same, FIG. 3A is an output diagram when the aircraft is running normally, FIG.
4B is an azimuth diagram when the aircraft is traveling normally, FIG. 4A is an output diagram when the aircraft is traveling to the left, and FIG. 4B is an output diagram when the aircraft is traveling to the left. 5A is an output diagram when the aircraft is traveling rightward, FIG. 5B is an orientation diagram when the aircraft is traveling rightward, and FIG. FIG. 7 is a block diagram, FIG. 7 and FIG. 8 are explanatory diagrams of the turning state of the fuselage, and FIG. 9 is a flowchart. DESCRIPTION OF SYMBOLS 1 ... body, 2 ... motor, 3 ... mounting case, 4 ... direction sensor, 5 ... rotating shaft, 6 ... rotating blade, 7 ... rotating body, 8 ...
Front position detection sensor (traveling direction detection sensor), 9 ...
Digital input circuit, 10 CPU, 11 Vehicle speed sensor, 12
Digital input circuit, 13… Drive circuit, 14… Right solenoid,
15… Left solenoid, A… Progress direction, B… Set route, C…
Turning time, D: conventional traveling direction, θ: deviation angle, β: intersection angle, P: end point of deviation, S: intersection of set route and return line.

Claims (1)

(57) [Claims] Based on the detection result of the traveling direction detection sensor-8 for detecting the traveling direction A of the aircraft 1 and the detection result of the azimuth sensor-4 for detecting the orientation of the work setting path B set to cause the aircraft 1 to work. The deviation angle θ of the traveling direction A of the machine 1 with respect to the setting route B is obtained, and the machine 1
At a point P shifted in the left-right direction from the vehicle, the aircraft 1 is steered in the direction opposite to the offset direction by an amount corresponding to twice the offset angle θ and moved straight ahead, and the aircraft 1 intersects with the work setting path B. An automatic directional control method for an agricultural work machine that corrects the traveling direction of the machine body 1 by steering the vehicle body back by the shift angle β with respect to the work setting path B when S is reached.