JP6983734B2 - Harvester - Google Patents

Description

The present invention relates to a harvester that automatically travels along a travel path set in a field while overlapping the ends of the harvest width.

Patent Document 1 discloses a work vehicle that automatically travels on a travel route including a plurality of straight roads generated based on the size of the work area, the work width, and the overlap value (overlapping set width). When generating a travel route that covers the work area with a work width that includes a predetermined overlap value, if an unworked area with a width less than the harvest width occurs, work is performed by expanding the predetermined overlap value. A travel path is generated that avoids the last remaining unworked area with a width less than the width.

Japanese Unexamined Patent Publication No. 2017-134527

In the work vehicle according to Patent Document 1, by adjusting the overlap value, it is possible to work in the unworked area on the traveling path set in the unworked area. Since the overlap value of the travel route creation algorithm mounted on the work vehicle is variable, the work vehicle can work and travel on travel routes having substantially various work widths. However, since the difference in the overlap value is not taken into consideration in the steering control in the automatic driving, the traveling path generated by the small overlap value or the traveling path generated by the large overlap value. The same steering control is performed.

An object of the present invention is to provide a harvester in which control is performed in consideration of the difference in overlap values when automatically traveling along travel paths generated with different overlap values.

The harvester according to the present invention, which automatically travels along a travel path set in the field while overlapping the ends of the harvest width, has a harvesting travel mode selection unit that selects a harvesting travel mode and the overlap. The travel route is calculated according to the harvest travel mode so as to cover the work target area with the overlap value setting unit that sets the overlap value and the route interval determined from the harvest width and the overlap value. A control command generation unit that generates a control command based on a travel route calculation unit, a vehicle position calculation unit that calculates the vehicle position, a deviation between the travel route and the vehicle position, and an overlap value. And an automatic traveling control unit that performs steering control based on the control command.

In the case of a harvester such as a combine, the layout of the driving route (driving pattern) in the harvesting run is based on the shape and size of the field, the type and condition of the harvest, the working width of the harvester, the intentions of the driver and the farmer, etc. ), Harvest width, harvest speed, control parameters, etc. are determined. The various types of traveling in which the traveling pattern, the harvest width, the harvesting speed, the control parameters, and the like are different are collectively referred to as a harvesting traveling mode here. In the harvester having the above configuration according to the present invention, when the overlap value in the travel path calculated according to the harvest travel mode is set, the overlap value and the deviation between the travel path and the own vehicle position are used. Since the control command is generated, it is possible to execute different steering controls for traveling paths having different overlap values. As a result, harvesting work by automatic running using more appropriate steering control becomes possible.

In one of the preferred embodiments of the present invention, the overlap value setting unit changes the overlap value according to the harvesting running mode. In this configuration, the optimum overlap value for the selected harvesting running mode can be set, and automatic running can be performed with the overlapping value.

In one of the preferred embodiments of the present invention, the width of the deviation dead zone that nullifies the deviation is modified to widen in response to the increase in the overlap value. If the overlap value becomes large, it is less likely that an unharvested area (harvesting work leakage area) will occur due to unstable automatic driving control. Further, if the width of the deviation insensitive zone is increased, the steering correction is not performed with a slight deviation, so that the control sensitivity becomes insensitive. Therefore, as a result of the steering correction due to the slight deviation, the aircraft swings finely. The problem of getting rid of it is avoided. In this configuration, when the overlap value is large, the width of the deviation dead zone is widened to suppress fine rocking of the airframe.

As a harvester running pattern for harvesting while running agricultural products in the field, a reciprocating running pattern in which multiple parallel running paths are connected by a U-turn and a running pattern inward in a spiral along the outer edge of the work area. The swirl running pattern is well known. In the reciprocating travel pattern, travel routes sequentially selected from a plurality of parallel travel route groups are connected by U-turn turning travel. In the spiral traveling pattern path, traveling paths parallel to each side of the polygonal work target area are sequentially connected by a turning traveling with reverse movement called an alpha turn. At that time, if the deviation (deviation) of the position of the own vehicle from the target traveling route to be entered next becomes large at the end of the turning traveling, there will be an area where the harvesting work cannot be performed. In order to avoid this, it is necessary to temporarily stop the approaching run, move backward, and restart the approaching run. However, if the overlap value becomes large, the allowable range of the deviation of the position of the own vehicle becomes large, so that the condition for re-approaching can be relaxed. From this, in one of the preferred embodiments of the present invention, an approach deviation calculation unit that calculates an approach deviation between the approach target travel path, which is the travel route to be entered through turning travel, and the position of the own vehicle. The control command includes an approach stop command for stopping the approach to the approach target traveling route when the approach deviation exceeds the prohibition deviation, and the prohibition deviation is changed by the overlap value. Will be done.

It is a side view of a normal type combine as an example of a harvester. It is explanatory drawing which shows the peripheral mowing running of a combine. It is explanatory drawing which shows the running pattern which repeats the reciprocating running connected by a U-turn. It is explanatory drawing which shows the running pattern which runs toward the center in a spiral shape. It is explanatory drawing explaining the calculation of the travel path in the reciprocating travel pattern using a switchback. It is explanatory drawing explaining the calculation of the travel path in the reciprocating travel pattern using a normal U-turn. It is explanatory drawing explaining the calculation of the traveling path in a spiral traveling pattern. It is explanatory drawing explaining the flow of the harvesting work by a combine performed by using manual running and automatic running. It is explanatory drawing which shows the relationship between a harvest width, an overlap value, and a path interval. It is explanatory drawing which shows the relationship between the increase / decrease of the overlap value, and the deviation insensitivity band width. It is explanatory drawing which shows the relationship between the increase / decrease of the overlap value, and the limit angle at the time of approach running. It is a functional block diagram which shows the structure of the control system of a combine.

Next, as an example of a harvester capable of automatic operation and manual operation according to the present invention, a normal combine will be described. In the present specification, unless otherwise specified, "front" (direction of arrow F shown in FIG. 1) means forward in the front-rear direction (traveling direction) of the aircraft, and "rear" (arrow B shown in FIG. 1). Direction) means the rear in the front-rear direction (traveling direction) of the aircraft. Further, the left-right direction or the lateral direction means the aircraft crossing direction (airframe width direction) orthogonal to the aircraft front-rear direction. "Up" (direction of arrow U shown in FIG. 1) and "down" (direction of arrow D shown in FIG. 1) are positional relationships of the aircraft 10 in the vertical direction (vertical direction), and are related to the ground height. Is shown.

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

The traveling device 11 is provided in the lower part of the machine body 10. The combine is configured to be self-propelled by the traveling device 11. The driving unit 12, the threshing device 13, and the grain tank 14 are provided on the upper side of the traveling device 11 and form the upper part of the machine body 10. The driver who drives the combine harvester and the observer who monitors the work of the combine harvester can be boarded in the driver unit 12. The observer may monitor the work of the combine from outside the combine.

The grain discharge device 18 is connected to the rear lower portion of the grain tank 14. Further, the own vehicle position detection module 80 is attached to the upper surface of the driving unit 12.

The harvesting section 15 is provided at the front portion of the combine. The transport device 16 is provided behind the harvesting section 15. Further, the harvesting unit 15 has a cutting mechanism 15a and a reel 15b. The cutting mechanism 15a cuts the planted culm in the field. Further, the reel 15b is driven to rotate and scrapes the planted grain culm to be harvested. With this configuration, the harvesting unit 15 harvests grains (a type of agricultural product) in the field. Then, the combine can be run by the traveling device 11 while harvesting the grains in the field by the harvesting unit 15.

The cut grain culm cut by the cutting mechanism 15a is conveyed to the threshing device 13 by the conveying device 16. In the threshing device 13, the harvested grain culm is threshed. The grains obtained by the threshing treatment are stored in the grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by the grain discharging device 18 as needed.

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

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

The procedure for harvesting in the field with this combine is as described below.

First, the driver / observer manually operates the combine harvester, and as shown in FIG. 2, harvests while cutting the surrounding area along the boundary line of the field in the outer peripheral portion of the field. The area that has become the already mowed area (already worked area) due to the surrounding mowing run is set as the already worked area SA or the outer peripheral area SA. The internal area left inside the outer peripheral area SA as an uncut area (unworked area) is an unworked area CA, and is set as a future work target area. In this embodiment, the peripheral cutting run is performed so that the unworked area CA becomes a quadrangle. Of course, the unworked area CA of a polygon having a triangle or a pentagon or more may be adopted.

Further, at this time, in order to secure a certain width of the outer peripheral region SA, the driver makes the combine travel two or three laps. In this traveling, the width of the outer peripheral region SA is expanded by the working width of the combine every time the combine makes one round. After the running of 2 to 3 laps, the width of the outer peripheral region SA becomes about 2 to 3 times the working width of the combine.

The outer peripheral region SA is used as a space for the combine to change direction when harvesting is performed in the unworked region CA, which is the work target region. Further, the outer peripheral region SA is also used as a space for movement such as when moving to a grain discharge place or when moving to a refueling place after the harvesting run is finished.

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

When the inner map data showing the shape of the unworked area CA is created, the automatic running along the linear (straight or curved) working running path calculated based on the inner map data and the one working running path are used. The planted grain culm of the unworked area CA is cut by the harvesting run by the turning shift run for shifting to the next work run path. The traveling route for turning transition traveling is referred to as a turning transition route. The running patterns used in the harvesting run are a reciprocating running pattern (shown in FIG. 3) in which a plurality of parallel working running paths are connected by a U-turn and a spiral running along the outer edge of the unworked area CA. It is a traveling swirl traveling pattern (shown in FIG. 4).

In the reciprocating traveling pattern shown in FIG. 3, the combine travels so as to connect a traveling path parallel to one side of the unworked area CA by a U-turn traveling which is a turning traveling. U-turn travel includes a normal U-turn that straddles one or more travel routes and a switchback turn that connects adjacent travel routes. The normal U-turn is a 180-degree turn including two forward 90-degree turns and a straight-ahead turn, and the straight-ahead may be omitted. The switchback turn is a 180 degree turn using a forward 90 degree turn and a reverse and forward 90 degree turn.

In the swirl travel pattern shown in FIG. 4, the combine performs a circular traveling toward the center like a swirl while connecting a work travel path similar to the outer shape of the unworked area CA with a swirl travel path. .. For turning at the corner in each lap run, a turn called an alpha turn using straight, reverse and forward turns is used. It is also possible to change from the swirl traveling pattern to the reciprocating traveling pattern or from the reciprocating traveling pattern to the spiral traveling pattern during the work.

The travel route used for automatically traveling in the unworked area CA using the reciprocating travel pattern is calculated as follows based on the inner map data. As shown in FIGS. 5 and 6, from the inner map data, a quadrangular unworked area CA including the first side S1, the second side S2, the third side S3, and the fourth side S4 is defined. The first side S1 which is the long side of the unworked area CA is selected as the reference side S1. A line parallel to the reference side S1 and passing from the reference side S1 to the inside by half of the working width (cutting width) is calculated as the initial reference line L1. This initial reference line L1 corresponds to the first travel path. First, when a harvesting run that divides the unworked area CA in the middle is adopted, the initial reference line L1 is parallel to the reference side S1 and further away from the reference side S1 (half the working width +). A line passing through (an integral multiple of the working width) is calculated as the initial reference line L1.

When a switchback turn, which requires less space to make a 180 degree turn (U-turn), is adopted as a turn transition run, for example, from the initial reference line L1 via the U-turn, as shown in FIG. The reference lines L2, L3 ... Sequentially connected to each other are calculated in a state parallel to the initial reference line L1 and with a working width interval. These reference lines L1, L2, L3 ... Are used when calculating a work travel route for straight travel.

When a normal U-turn, in which the space required to make a U-turn is larger than the switchback turn, is adopted as a turning transition run, the next reference line L2 connected from the initial reference line L1 via the U-turn is the initial reference line. It is calculated at intervals parallel to L1 and at intervals of multiple times the working width (three times in FIG. 6). As shown in FIG. 6, the next reference line L3 is calculated by the same method. In this way, the reference line is sequentially calculated in consideration of the space required for a normal U-turn. These reference lines L1, L2, L3 ... Are used when calculating a work travel route for straight travel.

In FIGS. 5 and 6, the shape of the unworked area CA was a quadrangle, but even if it is another polygon such as a triangle or a pentagon, if the reference side S1 is selected, the unworked area CA is sequentially traveled in the same manner. The route can be calculated.

When the swirl travel pattern is selected, the work travel route used for automatic travel is calculated as follows based on the inner map data. As shown in FIG. 7, the first side S1 which is the long side (may be the short side in the spiral traveling pattern) of the unworked area CA is selected as the reference side S1. A line parallel to the reference side S1 and passing from the reference side S1 to the inside by half of the working width (cutting width) is calculated as the reference line L1. This reference line L1 is an initial reference line that is the first work travel route for automatic driving. Further, a line parallel to the second side S2 adjacent to the reference side S1 in the traveling direction of the combine and passing from the second side S2 to the inside by half of the working width (cutting width) is calculated as the next reference line L2. It becomes the next work travel route that is the target of the next automatic travel of the work travel route. The first work travel path and the next work travel route are connected by an alpha turn (special turn) that realizes an aircraft turn at an angle formed by the reference side S1 and the second side S2. Similarly, the next reference line L3 is also calculated sequentially. These reference lines L1, L2, L3 ... Correspond to the work travel route for straight travel.

In the actual harvesting work in the field, as shown in FIG. 8, the reciprocating running pattern and the swirling running pattern are often mixed. In the example of FIG. 8, when the combine enters the field (# a), the peripheral harvester is manually mowed to form an outer peripheral region SA which is a working region on the outermost peripheral side of the field (# b). When the outer peripheral region SA formed by this peripheral mowing run becomes a size that enables the direction change in the alpha turn, the swirl running pattern is set for the unworked region CA, and the swirl running is performed (# c). ). In this swirl running, automatic running is possible at least in a straight line. The spiral running is performed until the unworked area CA becomes large enough to enable turning transition running (normal U-turn, switchback turn) in the reciprocating running pattern (# d). Next, a work travel route is set for the unworked area CA so as to cover the unworked area CA with a reciprocating travel pattern (#e). By repeating the reciprocating run along the set work run route, the harvesting work of the field is completed (# f).

This combine automatically travels along the travel path while overlapping the ends of the harvest width. Therefore, as schematically shown in FIG. 9, the path spacing of the traveling paths arranged in parallel is such that the harvest width of the harvesting section 15 and the error of the automatic steering are absorbed so that uncut parts do not occur. Determined based on the overlap value set in. If the harvest width is W and the overlap value is OL, the route interval: D is W-OL. When the overlap value is set, the allowable position shift range in which the position shift in the left-right direction of the harvesting portion 15 is allowed becomes half of the overlap value in each of the left-right directions.

When a predetermined overlap value is set, the allowable misalignment range is determined. As shown schematically in FIG. 10, the allowable misalignment range increases as the overlap value increases. If the allowable position shift range becomes large, the accuracy of steering control can be reduced. Therefore, in this embodiment, the deviation dead zone is changed based on the overlap value so that the deviation dead zone becomes wider as the overlap value becomes larger. The deviation dead zone is a range in which the lateral position deviation (lateral position deviation) in each of the left-right directions is invalidated and the steering control for eliminating the position deviation is not performed. Therefore, the deviation insensitive band width: Z is obtained by the function of the overlap value: OL: F, and can be expressed as Z = F (OL). This function: F is preferably tabulated in advance. This function: F does not have to be a continuous function, it may be a stepped function.

As shown in FIG. 11, when the vehicle enters the approach target travel route TL, which is the next travel route, when the approach deviation between the own vehicle position and the approach target travel route TL is large, the approach deviation is large. Cancel the approach, move backward, change the position of your vehicle, and then try to re-enter. This approach deviation includes lateral deviation of the aircraft 10 with respect to the approach target travel route TL when the aircraft 10 enters within a predetermined distance from the start point of the approach target travel route TL, the direction of the combine traveling direction, and the approach target travel route TL. Includes the approach angle θ, which is the orientation deviation between and. When the aircraft 10 is within a predetermined distance from the start point of the approach target travel path TL, the lateral displacement does not become so large. Therefore, in this embodiment, only the approach angle θ is treated as the approach deviation. Of course, both the lateral displacement and the approach angle θ may be treated as the approach deviation.

If the approach angle θ exceeds the limit angle θL as a prohibition deviation prohibiting entry even though the aircraft 10 is approaching the start of the travel path of the approach destination, this approach is stopped and the approach is stopped. A retry will be made. In this retry, the aircraft 10 is once moved backward so as to match the direction of the approach destination travel path, and then switched to forward, and the approach travel to the approach target travel route TL is performed.

In this embodiment, as the overlap value: OL increases, the limit angle θL also increases as the allowable position shift range increases. That is, the limit angle θL is obtained by the function of overlap value: OL: G, and can be expressed as θL = G (OL). This function: G does not have to be a continuous number, it may be a stepped function.

FIG. 12 shows the combine control system. The control system of the combine is composed of a control device 5 composed of a large number of electronic control units called ECUs connected via an in-vehicle LAN, and various input / output devices that perform signal communication and data communication with the control device 5. There is.

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

A traveling state sensor group 63, a working state sensor group 64, a traveling operation unit 90, and the like are connected to the input processing unit 57. The traveling state sensor group 63 includes a vehicle speed sensor, an engine rotation speed sensor, a parking brake detection sensor, a shift position detection sensor, a steering position detection sensor, and the like. The work state sensor group 64 includes a sensor for detecting the driving state and the posture of the harvesting work device, and a sensor for detecting the state of the culm and the grain.

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

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

The control device 5 is also connected to the general-purpose terminal 4 through an in-vehicle LAN. The general-purpose terminal 4 is a tablet computer provided with a touch panel 40. The general-purpose terminal 4 has an input / output control unit 41, a work travel management unit 42, a harvest travel mode selection unit 43, a travel route calculation unit 44, and an overlap value setting unit 45. The input / output control unit 41 also has a function of constructing a graphic interface using the touch panel 40 and a function of exchanging data with a computer at a remote location via a wireless line or the Internet.

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

The harvesting running form selection unit 43 automatically selects the harvesting running form by the driver or the work manager, either artificially or based on the input data. The harvesting running mode includes a running pattern type (reciprocating running pattern or swirl running pattern) and a turning transition running type (normal U-turn, switchback turn, alpha turn). In addition, the data considered to determine the detailed control parameters of the harvesting mode are field attribute data (area, soil hardness, slope, slippage, etc.), harvested crop data (rice, wheat, barley, etc.). ), Work equipment data (harvest width, harvest vehicle speed, etc.), aircraft data (minimum turning radius, etc.). These data are displayed on the touch panel 40, and the driver or the like can manually select a desired harvesting driving mode while viewing these data. Further, the harvesting running form selection unit 43 may automatically select an appropriate harvesting running form based on these data. The selection of this harvesting running mode is possible not only at the start of the work but also during the work.

The travel route calculation unit 44 calculates a travel route for automatic travel with respect to the unworked area CA determined by the work area determination unit 422. When the driver inputs that the manual driving of the outer peripheral region SA is completed, the route calculation according to the selected driving pattern is automatically performed.

The travel route calculation unit 44 determines the interval (route interval) of the adjacent travel routes based on the harvest width (work width) of the harvest unit 15 and the overlap value set by the overlap value setting unit 45. Further, the travel route calculation unit 44 calculates the travel route by using the algorithm as described with reference to FIGS. 5 to 7.

The overlap value setting unit 45 has a function of determining and setting an overlap value according to the harvest travel mode selected by the harvest travel mode selection unit 43, and an overlap artificially input by a driver, a manager, or the like. It has a function to set the lap value.

The control device 5 includes a vehicle position calculation unit 50, a manual travel control unit 51, an automatic travel control unit 52, a travel route setting unit 53, a control command generation unit 54, an approach deviation calculation unit 55, a work control unit 56, and a notification unit. 59 is provided.

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

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

The manual travel control unit 51 and the automatic travel control unit 52 have an engine control function, a steering control function, a vehicle speed control function, and the like, and give a travel control signal to the travel equipment group 71. The work control unit 56 gives a work control signal to the work equipment group 72 in order to control the movement of the harvesting work apparatus.

This combine can be driven by both automatic driving in which harvesting work is performed by automatic driving and manual driving in which harvesting work is performed by manual driving. When the automatic driving mode is set, the traveling route setting unit 53 receives the traveling route calculated by the traveling route calculation unit 44 from the general-purpose terminal 4 and sets it as a traveling route that is a target of automatic steering in a timely manner. do. The automatic driving control unit 52 determines the directional deviation and the positional deviation between the traveling route set by the traveling route setting unit 53 and the own vehicle position calculated by the own vehicle position calculation unit 50 in order to perform automatic steering. A steering control signal is generated so as to eliminate the problem. Further, the automatic driving control unit 52 generates a control signal related to the vehicle speed change based on the vehicle speed value set in advance. At that time, the deviation dead zone described with reference to FIG. 10 is set in the automatic traveling control unit 52, and if the calculated positional deviation is within the width of the deviation dead zone, the control for correcting the deviation is performed. I won't get it. The width of the deviation dead zone is changed according to the increase or decrease of the overlap value.

The approach deviation calculation unit 55 determines the approach angle θ described with reference to FIG. 11 as the approach deviation between the approach target travel path TL, which is the next travel path to be approached through turning, and the direction of the aircraft 10. , It is calculated based on the own vehicle direction sent from the own vehicle position calculation unit 50.

The control command generation unit 54 generates a control command based on the deviation and the overlap value between the travel path and the position of the own vehicle. The control command generation unit 54 is set with a limit angle θL, which is a prohibited deviation described with reference to FIG. In this embodiment, the control commands generated by the control command generation unit 54 are the following two.
(1) The one control command is a command for changing the width of the deviation dead zone set in the automatic driving control unit 52 according to the increase / decrease of the overlap value, and is given to the automatic driving control unit 52. According to this control command, the width of the deviation dead zone is widened when the overlap value is large, and the width of the deviation dead zone is narrowed when the overlap value is small.
(2) Another control command is to enter the approach target travel path TL, which is the next travel route, when the approach angle θ calculated by the approach deviation calculation unit 55 exceeds the limit angle θL. It is a command to stop (entry stop command) and a retry command to redo this approach, and is given to the automatic traveling control unit 52.

When the manual driving mode is selected, when the manual operation signal is sent to the manual driving control unit 51 based on the operation by the driver, the manual driving control unit 51 generates a control signal and controls the traveling equipment group 71. As a result, manual operation is realized. The travel route set by the travel route setting unit 53 can be used for guidance for the combine to travel along the travel route even in manual operation. Further, the control command generated by the control command generation unit 54 may be used for steering control by the manual travel control unit 51.

[Another embodiment]
(1) The overlap value is not set for each field, but after the harvesting work of a part of the field is completed, that is, after the local harvesting work along the predetermined travel route group is completed, the overlap value is set. May be changed. At that time, the travel path set in the unworked area CA at that time is shifted based on the new overlap value.

(2) Each functional unit shown in FIG. 12 is divided mainly for the purpose of explanation. In practice, each functional unit may be integrated with other functional units or may be divided into a plurality of functional units. For example, the functional unit built in the general-purpose terminal 4 may be partially or wholly incorporated into the control device 5.

(3) In the above-described embodiment, the peripheral mowing running is performed manually, but after the second lap, automatic running may be adopted for partial running, especially for linear running. ..

The present invention can be used not only for ordinary combine harvesters but also for head-feeding combine harvesters. It can also be used for various harvesters such as corn harvesters, carrot harvesters, and sugar cane harvesters.

4: General-purpose terminal 5: Control device 10: Machine 42: Work travel management unit 421: Travel locus calculation unit 422: Work area determination unit 423: Discharge position setting unit 43: Harvest travel mode selection unit 44: Travel route calculation unit 45: Overlap value setting unit 50: Own vehicle position calculation unit 51: Manual travel control unit 52: Automatic travel control unit 53: Travel route setting unit 54: Control command generation unit 55: Approach deviation calculation unit 80: Own vehicle position detection module 81 : Satellite positioning unit CA: Unworked area CV: Carrier D: Arrow F: Arrow GS: Artificial satellite TL: Approach target travel route (travel route)
θ: Approach angle θL: Limit angle

Claims (4)

It is a harvester that automatically travels along the travel route set in the field while overlapping the edges of the harvest width.
The harvesting driving form selection unit that selects the harvesting driving form, and
An overlap value setting unit that sets the overlap value of the overlap,
A travel route calculation unit that calculates the travel route according to the harvest travel mode so as to cover the work target area with a route interval determined from the harvest width and the overlap value.
The vehicle position calculation unit that calculates the vehicle position and the vehicle position calculation unit
A control command generation unit that generates a control command based on the deviation between the travel path and the vehicle position and the overlap value.
An automatic driving control unit that performs steering control based on the control command,
Harvester equipped with. The harvester according to claim 1, wherein the overlap value setting unit changes the overlap value according to the harvesting running mode. The harvester according to claim 1 or 2, wherein the width of the deviation dead zone for invalidating the deviation is changed so as to be widened in accordance with the increase in the overlap value. It is equipped with an approach deviation calculation unit that calculates the approach deviation between the approach target travel path to be entered through turning and the position of the own vehicle, and when the approach deviation exceeds the prohibited deviation, the approach target travel route is reached. The harvester according to any one of claims 1 to 3, wherein an entry stop command for stopping the entry is included in the control command, and the prohibition deviation is changed by the overlap value.

Images