JP7117985B2 - automatic driving control system - Google Patents

Description

TECHNICAL FIELD The present invention relates to an automatic travel control system for a work vehicle that automatically travels between an outer peripheral area formed in an outer peripheral portion of a farm field and a work target area inside the outer peripheral area of the farm field.

For example, Patent Literature 1 discloses an automatic steering system for a work vehicle in which the work vehicle travels along a travel route for work and the machine body automatically turns toward the next travel route in the outer peripheral area of a field. In this automatic steering system, a turning travel route is generated between two work travel routes, and the work vehicle turns along this turning travel route.

JP 2018-120364 A

In order for the work vehicle to enter the next travel route with high accuracy, it is necessary for the work vehicle to turn with high accuracy. It is often the case that the work vehicle cannot be turned with high accuracy only by the rotation. For this reason, it is an issue for an automatic travel control system for a work vehicle to accurately turn the work vehicle even under the influence of the hardness, wetness, etc. of the ground at the turning point.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic travel control system that enables a work vehicle to accurately turn along a turning travel route.

An automatic travel control system according to the present invention is an automatic travel control system for a working vehicle that automatically travels in an outer peripheral area formed in an outer peripheral portion of a farm field and a work target area inside the outer peripheral area in the farm field. a route setting unit for setting a plurality of work travel routes in the work target area and setting a turning travel route connecting ends of the work travel routes in the outer peripheral region; a position detection module that acquires the position of the work vehicle using a; a steering control unit that performs turning control of the work vehicle so that the work vehicle travels along the turning travel route; a behavior determination unit that determines behavior and determines whether the vehicle is traveling along the work travel route or the turning travel route based on the position and the travel behavior; and the steering control unit. determining, when the work vehicle enters the turning travel route, a steering amount required for turning control in the turning travel route on which the work vehicle is about to enter , based on the determination result of the behavior determination unit; characterized by

The hardness, wetness, etc. of the ground at the turning point affect the traveling behavior of the work vehicle. According to the present invention, the running behavior of the work vehicle can be determined by the behavior determination unit, and the steering amount of the work vehicle is determined based on the position and the running behavior. Therefore, the steering direction control unit can determine the steering amount with high accuracy even if there is an influence such as the hardness or the degree of wetness of the ground at the turning point. This realizes an automatic travel control system that allows the work vehicle to accurately turn along the turning travel path.

In the present invention, it is preferable that the steering control section determines the amount of steering based on the orientation of the work vehicle in addition to the position and the running behavior.

With this configuration, the steering direction control unit takes into consideration the direction of the work vehicle when determining the amount of steering. The direction control unit can accurately determine the amount of steering.

In the present invention, if the steering direction control unit has changed the steering amount on the previous turning route, the steering direction control unit changes the steering amount when the work vehicle enters the turning route. It is preferable to determine the current steering amount by referring to the subsequent steering amount.

If the steering control unit has changed the amount of steering on the previous turning travel route, there is a high possibility that the amount of steering after the change is more suitable for turning than the amount of steering before the change. Therefore, with this configuration, the steering direction control unit uses the changed steering amount in the previous turning travel to determine the steering amount. Steering amount can be determined.

In the present invention, when the steering control unit determines the current steering amount by referring to the changed steering amount, the steering control unit determines the current steering amount as the current steering amount. It is preferable to use a value between the steering amount after the change and the steering amount before the change on the travel route.

According to this configuration, the steering direction control unit does not use the steering amount after the change in the previous turning travel as it is, but uses a value between the steering amount after the change and the steering amount before the change. Therefore, a change in the steering amount is suppressed for each turn of the work vehicle, and the risk of hunting in the steering amount is reduced.

In the present invention, the behavior determination section is configured to be able to determine a plurality of the running behaviors, and the steering direction control section changes the steering amount using a plurality of change parameters corresponding to the plurality of running behaviors. When the behavior determination unit determines any one of the plurality of driving behaviors, the steering direction control unit selects one of the plurality of change parameters, and based on the selected change parameter to change the amount of steering.

According to this configuration, a plurality of change parameters are prepared corresponding to the driving behavior, and the steering direction control unit selects the change parameter based on the judgment of the driving behavior, so the steering amount calculation load in the steering direction control unit is reduced. be done.

In the present invention, when the behavior determination unit determines the same traveling behavior a plurality of times while the work vehicle travels on one turning travel route, the steering control unit performs the above-described It is preferable that the amount of steering is changed and that the amount of steering is not changed at the time of the second and subsequent determinations.

With this configuration, even if the behavior determination unit determines the same running behavior multiple times, the change in steering amount based on the determination of the same running behavior is limited to only once on the same turning travel route. be done. As a result, abrupt changes in the steering amount are suppressed, and the risk of hunting in the steering amount is reduced.

In the present invention, it is preferable that different values are set as the plurality of change parameters depending on whether the vehicle travels on the clockwise turning travel route or on the counterclockwise turning travel route.

Depending on the condition of the soil in the field, etc., there may be a difference in the ease of turning between turning to the right and turning to the left. With this configuration, the change parameter can be set separately for the right turn and the left turn, so the change parameter can be set according to the condition of the soil in the field.

In the present invention, the turning travel route is a route for making a U-turn, and the steering amount should be changed by the behavior determination unit when the work vehicle is traveling in the first half of the turning travel route. When the traveling behavior is determined, the steering control unit immediately changes the steering amount, and adjusts the steering amount after the change so that the work vehicle travels the latter half of the turning travel route. It is preferable to use it as the steering amount.

With this configuration, the amount of steering is immediately changed based on the determination by the behavior determination unit in the first half of the turning travel route. In other words, with this configuration, the steering direction control unit can quickly react to the positional deviation with respect to the turning travel route.

In the present invention, the turning travel route is a route for making a U-turn, and the steering amount should be changed by the behavior determination unit when the work vehicle is traveling in the first half of the turning travel route. When the traveling behavior is determined, the steering control unit does not change the steering amount in the first half, and controls the steering angle determined in the first half when traveling in the latter half of the turning travel route. It is preferable to change the amount of steering based on the running behavior.

With this configuration, even if the behavior determination unit determines in the first half of the turning travel route, the steering amount is not immediately changed, and the steering amount is changed in the second half of the turning travel route. Therefore, compared to the configuration in which the steering amount is changed immediately based on the determination by the behavior determination unit in the first half, the change in the steering amount during cornering becomes gentler, and there is a risk that the steering amount fluctuates during cornering. is reduced.

In the present invention, the turning travel route is a route for making a U-turn, and the steering amount should be changed by the behavior determination unit when the work vehicle is traveling in the latter half of the turning travel route. It is preferable that the steering direction control unit immediately changes the steering amount when the running behavior is determined.

With this configuration, the amount of steering is immediately changed based on the determination by the behavior determination unit in the second half of the turning travel route. In other words, with this configuration, the steering direction control unit can quickly react to the positional deviation with respect to the turning travel route.

It is a side view of a combine as an example of a harvester. It is a figure which shows the outline|summary of automatic driving|running|working of a combine. FIG. 10 is an explanatory diagram showing a travel pattern that repeats reciprocating travel connected by a U-turn; FIG. 4 is an explanatory diagram showing the basic principle of calculating a travel route composed of a turning travel route and a work travel route; It is an explanatory view explaining the flow of harvesting work by a combine that is performed using manual traveling and automatic traveling. It is a functional block diagram which shows the structure of the control system of a combine. FIG. 3 is a system block diagram showing a control system in automatic turning travel; FIG. 4 is a flow chart for determining a steering amount at a turning start point on a turning travel route; FIG. 10 is a flowchart for changing the amount of steering in the first half of the turning travel route; FIG. 10 is a flowchart for changing the steering amount in the latter half of the turning travel route; FIG. 4 is an explanatory diagram schematically showing turning traveling on a turning traveling route; FIG. 4 is an explanatory diagram schematically showing turning traveling on a turning traveling route; FIG. 4 is an explanatory diagram schematically showing turning traveling on a turning traveling route; FIG. 4 is an explanatory diagram schematically showing turning traveling on a turning traveling route; FIG. 10 is an explanatory diagram schematically showing another embodiment of turning traveling on a turning traveling route; FIG. 10 is an explanatory diagram schematically showing another embodiment of turning traveling on a turning traveling route;

A mode for carrying out the present invention will be described based on the drawings. In the following description, unless otherwise specified, the direction of arrow "F" shown in FIG. 1 is the forward direction of the aircraft, and the direction of arrow "B" is the rearward direction of the aircraft. The direction of arrow "U" shown in FIG. 1 is the upward direction, and the direction of arrow "D" is the downward direction.

[Overall configuration of a combine harvester as a form of work vehicle]
As shown in FIG. 1, an ordinary combine harvester, which is one form of a work vehicle, includes a machine body 10, a crawler-type traveling device 11, an operating section 12 (riding section), a threshing device 13, a grain tank 14, and a harvesting device H. , a conveying device 16, a grain discharging device 18, and a position detecting module 80.

A traveling device 11 is provided at the lower portion of the combine. The combine can be self-propelled by the travel device 11 . The driving unit 12, the threshing device 13, and the grain tank 14 are provided above the travel device 11, and are configured as the upper portion of the machine body 10. As shown in FIG. A driver who drives the combine harvester and a supervisor who monitors the work of the combine harvester can board the operation unit 12 . Usually, the driver and the supervisor serve concurrently. If the operator and the supervisor are different persons, the supervisor may monitor the operation of the combine from outside the combine. The grain discharging device 18 is connected to the rear lower portion of the grain tank 14 . Also, the position detection module 80 is provided in the upper front portion of the operating section 12 .

A harvesting device H is provided at the front of the combine. The conveying device 16 is provided adjacent to the rear side of the harvesting device H. As shown in FIG. The harvesting device H also has a harvesting device 15 and a reel 17 . The reaping device 15 reaps the crops in the field. In addition, the reel 17 rakes in the crops to be harvested while being driven to rotate. The crop is, for example, planted culms of rice or the like, but may be soybeans, corn, or the like. With this configuration, the harvesting device H harvests the grain in the field. The combine is capable of reaping travel in which the traveling device 11 travels while the reaping device 15 reaps planted grain stalks in a field. Thus, the combine has a reaping device 15 for reaping the crops in the field.

Crops (for example, harvested grain culms) harvested by the harvesting device 15 are conveyed to the threshing device 13 by the conveying device 16 . The harvested crops are threshed in the threshing device 13 . Grains as harvested products obtained by the threshing process are stored in the grain tank 14 . The grains stored in the grain tank 14 are discharged out of the machine by the grain discharging device 18 as required.

A communication terminal 2 is installed in the operation unit 12 . The communication terminal 2 is configured to be able to display various information. In this embodiment, the communication terminal 2 is fixed to the operating section 12 . The communication terminal 2 may be detachably attached to the operation unit 12, or may be positioned outside the combine harvester.

As shown in FIG. 2, this combine automatically travels along a travel route set in a field. A position detection module 80 is used to obtain the position of the vehicle. Position detection module 80 includes satellite navigation module 81 and inertial navigation module 82 . The satellite navigation module 81 receives GNSS (Global Navigation Satellite System) signals (including GPS signals) from artificial satellites GS to obtain the position of the vehicle. The inertial navigation module 82 incorporates a gyroscopic acceleration sensor and a magnetic heading sensor to obtain a position vector indicating the instantaneous direction of travel. The inertial navigation module 82 is used to complement the vehicle position calculation by the satellite navigation module 81 . Inertial navigation module 82 may be installed at a different location from satellite navigation module 81 .

[Regarding harvesting procedure]
The procedure for harvesting in a field with this combine is as follows. First, the observer manually operates the combine, and as shown in FIG. 2, in the outer peripheral portion of the field, the harvest travels so as to go around along the boundary line of the field. Thus, the area that has become the already-worked area is set as the peripheral area SA. An area left as an unworked area inside the outer peripheral area SA is set as a work target area CA. FIG. 2 shows an example of the peripheral area SA and the work area CA. In this embodiment, perimeter mowing travel is performed so that the work area CA is square. Also, at this time, the observer causes the aircraft 10 to travel two or three laps in order to ensure that the width of the outer peripheral area SA is wide to some extent. In this running, the width of the outer peripheral area SA expands by the working width of the combine each time the machine body 10 makes one turn. First, for example, when two or three rounds of running are completed, the width of the outer peripheral area SA is about two to three times the working width of the combine. The outer peripheral area SA can be used as a space for the combine to change direction or move to a grain discharge location or a fuel replenishment location. When the grain is discharged, the combine moves to the vicinity of the transport vehicle CV, and then the grain is discharged to the transport vehicle CV by the grain discharge device 18 .

When the outer peripheral area SA and the work area CA are set, a work travel route L in the work area CA is calculated as shown in FIG. The calculated work travel route L is sequentially set based on the work travel pattern, and the combine automatically travels along the set work travel route L.

When the inner map data indicating the shape of the work target area CA is created, automatic work travel along a linear (straight or curved) work travel route L calculated based on the inner map data and one work travel are performed. Turning travel for transitioning from the route L to the next work travel route L, and crops in the work target area CA are mowed. A reciprocating travel pattern shown in FIG. 3 is shown as a travel pattern used when harvesting the work target area CA. In this reciprocating travel pattern, the combine travels so as to connect two work travel paths L parallel to one side of the work target area CA with a U-turn turning path, which is one of the turning travel paths C. As shown in FIG.

A travel route (composed of a turning travel route C and a work travel route L) used for automatic work travel in the work area CA using the reciprocating travel pattern is calculated as follows based on the inside map data. be done. As shown in FIG. 4, the inner map data defines a quadrangular work area CA consisting of a first side S1, a second side S2, a third side S3, and a fourth side S4. The first side S1, which is the longer side of the work area CA, is selected as the reference side. A line parallel to this reference side and passing inward from the reference side by half the working width (reaping width) is calculated as the first working travel path L1. In order to secure the space necessary for the combine to turn 180 degrees from the turning origin travel route to the turning destination travel route, the next work travel route L2 connected from the first work travel route L1 through turning travel is It is calculated at intervals that are parallel to the first work travel path L1 and that are multiple times (three times in FIG. 4) the work width. The next work travel route L3 is also calculated in the same manner. In this manner, the work travel route L is sequentially calculated in consideration of the space required for turning travel. Ends of these work travel paths L1, L2, L3, . . . are connected to each other via a turning travel path C for turning travel.

In the actual harvesting work in a field, as shown in FIG. 5, a reciprocating running pattern and a spiral running pattern may be mixed. In the example of FIG. 5, when the combine enters the farm field (#a), the surrounding mowing traveling is performed by manual steering, and the outer circumference area SA, which is the already worked area, is formed on the outermost circumference side of the farm field (#b). When the outer peripheral area SA formed by this perimeter mowing travel becomes large enough to enable alpha turn of the combine, a spiral travel pattern is set for the work area CA, and spiral travel is performed (#c). In this spiral running, automatic running by automatic steering is possible at least straight ahead. Spiral running is performed until the work target area CA reaches a size that allows turning running (normal U-turn, switchback turn) in the reciprocating running pattern (#d). Next, a work travel route L is set for the work target area CA so as to cover the work target area CA in a reciprocating travel pattern (#e). The harvesting work of the field is completed by carrying out the reciprocating travel along the set work travel route L (#f).

It should be noted that "steering" in this embodiment means changing the orientation of the machine body 10 by the speed difference between the left and right crawlers in the crawler-type travel device 11. Changing the orientation of the airframe 10 by changing the orientation is also included in "steering". Also, the work area CA shown in FIGS. 2 to 5 may be a triangle or a pentagon.

[Regarding the configuration of the automatic driving control system]
FIG. 6 shows a control system of a combine using the automatic travel control system according to the present invention. The control system of the combine is a control unit 5 consisting of a number of electronic control units called ECUs (Electronic Control Units), and performs signal communication (data communication) with the control unit 5 through a wiring network such as an in-vehicle LAN. It consists of various input/output devices.

The notification device 62 is a device for notifying an observer or the like of the work running state and various warnings, and is a buzzer, a lamp, a speaker, or the like. The communication unit 66 is used for the control system of this combine to exchange data with the communication terminal 2 (see FIG. 1) or with a management computer installed at a remote location. The communication terminal 2 includes a tablet computer operated by an observer standing in a field or riding in a combine harvester, a computer installed in a home or a management office, and the like. A control unit 5 is a core element of this control system and is shown as a collection of multiple ECUs. A signal from the position detection module 80 is input to the control unit 5 through the in-vehicle LAN.

The control unit 5 includes an output processing section 58 and an input processing section 57 as input/output interfaces. The output processing unit 58 is connected to various operating devices 70 via device drivers 65 . The action equipment 70 includes a traveling equipment group 71 that is equipment related to traveling and a work equipment group 72 that is equipment related to work. The traveling equipment group 71 includes, for example, steering equipment, engine equipment, transmission equipment, braking equipment, and the like. The working equipment group 72 includes power control equipment and the like in the harvesting work equipment (harvesting equipment H, threshing equipment 13, conveying equipment 16, grain discharging equipment 18) as shown in FIG.

The input processing unit 57 is connected with a traveling state sensor group 63, a working state sensor group 64, a traveling operation unit 90 that can be operated by a supervisor, and the like. The running state sensor group 63 includes an engine speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a shift position detection sensor, a steering position detection sensor, and the like. The working state sensor group 64 includes sensors for detecting the driving state of the harvesting work devices (the harvesting device H, the threshing device 13, the conveying device 16, and the grain discharging device 18) as shown in FIG. including sensors that detect

The travel operation unit 90 is a general term for an operation tool that is manually operated by an observer and whose operation signal is input to the control unit 5 . The travel operation unit 90 includes a main shift operation tool 91, a steering operation tool 92, a mode operation tool 93, an automatic start operation tool 94, and the like. Any one of the travel operation units 90 (for example, the steering operation tool 92) is configured to stop the vehicle when the operation tool is operated during automatic travel.

The main shift operation tool 91 is an operation tool for driving the traveling device 11 forward or backward. When the vehicle speed is adjusted to the neutral position where the vehicle speed is zero within the vehicle speed adjustment range of the main shift operation device 91, the travel device 11 stops. Within the vehicle speed adjustment range of the main shift operation tool 91, the front side of the neutral position is the forward position, and when the main shift operation tool 91 is operated to the forward position, the travel device 11 is driven forward. Further, in the vehicle speed adjustment range of the main shift operation tool 91, the rear side of the neutral position is the reverse position, and when the main shift operation tool 91 is operated to the reverse position, the travel device 11 is driven in reverse.

In the manual travel mode, when the steering operation tool 92 is swung left and right from the neutral position, the crawler speed of the left crawler mechanism and the crawler speed of the right crawler mechanism are adjusted, and the direction of the machine body 10 is changed. . The mode operation tool 93 has a function of giving the control unit 5 a command for switching between an automatic driving mode in which automatic driving is performed and a manual driving mode in which manual driving is performed. The automatic start operation tool 94 has a function of giving the control unit 5 a final automatic start command for starting automatic travel. Although only one automatic start operation tool 94 is shown in FIG. 6, a plurality of automatic start operation tools 94 are provided in order to prevent erroneous operation, and a plurality of automatic start operation tools 94 are operated simultaneously. By doing so, the final automatic start command may be output. It should be noted that there are cases in which the transition from the automatic running mode to the manual running mode is automatically performed by software regardless of the operation by the mode operation tool 93 . For example, if a situation occurs in which automatic driving is impossible, the control unit 5 forcibly executes a transition from the automatic driving mode to the manual driving mode.

The control unit 5 includes a travel control unit 51, a work control unit 52, a travel mode management unit 53, a travel route setting unit 54, a vehicle position calculation unit 55, a notification unit 56, a behavior determination unit 59, and the like. . The vehicle position calculation unit 55 calculates the vehicle position, which is the map coordinates (or field coordinates) of a specific location of the machine body 10 set in advance, based on the positioning data sequentially sent from the position detection module 80 . . As the own vehicle position, the position of the reference point of the machine body 10 (for example, the center of the vehicle body, the center of the harvesting device H shown in FIG. 1, etc.) can be set. The notification unit 56 generates notification data based on commands and the like from each functional unit of the control unit 5 and gives the notification data to the notification device 62 . The behavior determination unit 59 determines the running behavior of the combine as the work vehicle. The running behavior includes the vehicle speed of the fuselage 10, the acceleration of the fuselage 10, the angular velocity of displacement of the azimuth of the fuselage 10, the angular acceleration of displacement of the azimuth of the fuselage 10, and the like.

The travel control unit 51 has an engine control function, a steering control function, a vehicle speed control function, and the like, and gives control signals to the travel device group 71 . The work control unit 52 sends a control signal to the work equipment group 72 in order to control the movements of the harvesting work devices (the harvesting device H, the threshing device 13, the conveying device 16, the grain discharging device 18, etc.) as shown in FIG. give.

This combine can travel in both automatic operation for automatically traveling harvesting work and manual operation for manually traveling harvesting work. Therefore, the travel control unit 51 includes a manual travel control unit 51A and an automatic travel control unit 51B. Note that the automatic driving mode is set for automatic driving, and the manual driving mode is set for manual driving. As described above, the driving mode switching is managed by the driving mode management unit 53 . That is, the driving mode management unit 53 is configured to be able to switch the driving mode between an automatic driving mode for executing automatic driving and a manual driving mode for executing manual driving. Further, the automatic driving control section 51B includes a vehicle speed control section 51C and a steering direction control section 51D.

The automatic travel control unit 51B generates control signals for changing the vehicle speed including automatic steering and stopping, and controls the traveling device group 71 . Based on the vehicle speed value set corresponding to the forward position of the main shift operation tool 91, the vehicle speed control section 51C generates a control signal for changing the vehicle speed. The travel route setting unit 54 sets a plurality of work travel routes L in the work target area CA, and sets a turning travel route C connecting ends of the work travel routes L in the outer peripheral area SA. The vehicle position is calculated by the vehicle position calculator 55 . Then, the steering control unit 51D outputs a steering amount V related to automatic steering so that the azimuth deviation and the position deviation between the own vehicle position and the work travel route L are eliminated. As a control method for outputting the steering amount V, for example, known PID control is used. When the value of the steering amount V is zero, there is no speed difference between the left and right crawlers of the travel device 11, and the body 10 travels straight. When the value of the steering amount V is the maximum value, the speed difference between the left and right crawlers in the travel device 11 becomes maximum, and the machine body 10 turns either left or right. The steering direction control unit 51D can output the steering amount V for both rightward turning and leftward turning.

The magnitude of the output of the steering amount V is configured to be adjustable by a gain G (described later with reference to FIGS. 8 to 14). The amount of steering increases. The steering control unit 51D is configured to be able to switch the gain G of the steering amount V according to the traveling behavior of the aircraft 10 . A plurality of change parameters for the turning travel route C are prepared as change parameters for the gain G of the steering amount V. FIG. The running behavior of the body 10 is configured to be determined by the behavior determining section 59, and the steering control section 51D is configured so that a plurality of change parameters can be selectively used according to the running behavior of the body 10. The behavior determination unit 59 determines whether the body 10 is performing work based on the vehicle position of the body 10, the vehicle speed of the body 10, the acceleration of the body 10, the traveling direction of the body 10, the turning angular velocity and turning angular acceleration of the body 10 during turning, and the like. It is determined whether the vehicle is traveling along the traveling route L or the turning traveling route C. Based on the determination by the behavior determination section 59, the steering direction control section 51D is configured to be able to switch the gain G of the steering amount V. FIG. In the above description, the change parameter for the turning travel route C was described, but a plurality of change parameters for the work travel route L may also be prepared. Further, the change parameter for the work travel route L and the change parameter for the turning travel route C may be prepared in the steering control section 51D as different change parameters.

The travel route setting unit 54 generates the work travel route L by itself using a route calculation algorithm. Note that the travel route setting unit 54 may download and use the work travel route L generated by the communication terminal 2 (see FIG. 1) or a remote management computer.

When the manual driving mode is selected, manual driving is realized by the manual driving control unit 51A outputting the steering amount V and controlling the driving device group 71 based on the operation by the observer. The work travel route L calculated by the travel route setting unit 54 can be used for the purpose of guidance for the combine to travel along the work travel route L even in manual operation.

When the automatic travel mode is set, automatic travel along the turning travel route C is performed based on the control block shown in FIG. Various signals such as vehicle speed detected by the running state sensor group 63 are transmitted from the running state sensor group 63 to the behavior determining section 59 via the input processing section 57 . Then, a signal indicating the determination result of the behavior determination section 59 is transmitted from the behavior determination section 59 to the steering direction control section 51D. Also, the vehicle position determined by the vehicle position calculator 55 is input to the steering controller 51D.

As variables for assisting switching of the gain G, the control unit 5 includes a gain start memory value Gm1 and a gain end memory value Gm2 as shown in FIGS. Although the details will be described later, the value of the gain G at the start of cornering is stored in the gain start memory value Gm1, and the value of the gain G at the end of cornering is stored in the gain end memory value Gm2.

[Regarding the processing of the steering control unit]
Hereinafter, switching of the gain G for the turning travel route C will be described with reference to FIGS. 8 to 10. FIG. Note that the behavior determination unit 59 and steering direction control unit 51D described in the following description are both based on those shown in FIGS. First, when traveling on the turning traveling route C is the first time in one field, that is, when the machine body 10 travels on the turning traveling route C1 shown in FIGS. 11 to 14 (step #01: Yes), the gain G is set to an arbitrary initial value (step #02). 11 to 14 are collectively referred to as turning travel routes C1, C2, and C3. At step #02, the gain start memory value Gm1 and the gain end memory value Gm2 may be initialized to the same value as the gain G value. After the process of step #02 is completed, the process of the steering control section 51D shifts to the process shown in the flowchart of FIG.

In this embodiment, as the change pattern of the gain G for the turning travel route C, there is a pattern in which the value of the gain G in the previous turning travel is carried over to the current turning travel, A pattern that does not carry over to running is provided. If the traveling on the turning travel route C is not the first time but the second time or later, that is, if the machine body 10 travels after the turning travel route C2 shown in FIGS. 11 to 14 (step #01: No), A determination is made as to whether or not the value of the gain G is inherited from the turning travel (step #03). If the value of the gain G from the previous turning travel is not inherited (step #03: No), the processing of step #02 is performed, and the processing of the steering control section 51D shifts to the processing shown in the flowchart of FIG. do. When the value of the gain G from the previous turning travel is inherited (step #03: Yes), the processing of steps #04 to #08 is performed. Details of the processing of steps #04 to #08 will be described later.

The processing of step #02 described above is performed at the turning start point Cs on the first turning travel route C1 shown in FIGS. 11 to 14 . At the turning start point Cs on each turning travel route C1 in FIGS. 11 to 14, the gain G is set to 1.0 as an initial value. At this time, the initial value of the gain start memory value Gm1 and the initial value of the gain end memory value Gm2 may also be set to 1.0 like the gain G. FIG.

After completing the initial setting of the gain G based on the flowchart shown in FIG. Processing is executed based on the flowchart shown in FIG. In the present embodiment, two determinations are performed: a “gain increase determination” for increasing the value of the gain G and a “gain decrease determination” for decreasing the gain G value.

A gain increase determination is made when the actual turning of the machine body 10 is in a state where it swells to the outer peripheral side of the arc-shaped turning travel path C. FIG. Specifically, the gain increase determination is performed when all of the following determination items [1-1] to [1-7] are satisfied.
[1-1]: The current steering amount V is within a preset range (for example, 10% to 90% of the maximum value, regardless of whether the vehicle is turning left or right). .
[1-2]: The lateral positional deviation (hereinafter referred to as "lateral deviation") of the airframe 10 with respect to the turning travel path C is equal to or greater than a preset threshold value (for example, 15 cm, regardless of whether it is left or right).
[1-3]: A lateral slip occurs in a direction away from the turning route C toward the outer circumference, and the relative speed of the lateral slip (the speed at which the machine body 10 laterally slips with respect to the turning route C; the same shall apply hereinafter) is set in advance. within the range (for example, greater than 0 cm/s and 10 cm/s or less).
[1-4]: The absolute value of the relative acceleration of lateral slip (acceleration at which the aircraft 10 laterally slips with respect to the turning travel path C, hereinafter the same) is within a preset range (for example, greater than 0 cm/s and 10 cm/s). s2 or less).
[1-5]: The absolute value of the relative angular velocity of the lateral slip (the angular velocity at which the fuselage 10 changes its orientation with respect to the turning path C; the same shall apply hereinafter) is within a preset range (for example, greater than 0 deg/s, and 5 deg/s or less).
[1-6]: The absolute value of the relative angular acceleration of the lateral slip (the angular acceleration at which the fuselage 10 changes its orientation with respect to the turning path C; the same shall apply hereinafter) is within a preset range (for example, greater than 0 deg/s2, and 5 deg/s2 or less).
[1-7]: The machine body 10 is turning more than a predetermined angle (for example, 25 degrees, regardless of whether it is leftward or rightward) with respect to the work travel path L.
Note that the numerical values such as the ranges and thresholds shown in the judgment items [1-1] to [1-7] are examples and can be changed as appropriate.

In the gain descent determination, even when the machine body 10 is turning on the outer circumference side of the arc-shaped turning traveling path C, the turning radius of the machine body 10 becomes smaller and the traveling behavior of the machine body 10 changes to the turning traveling path C. is likely to intersect with Specifically, the gain increase determination is performed when all of the following determination items [2-1] to [2-7] are satisfied.
[2-1]: The steering amount V is within a preset range (for example, 10% to 90% of the maximum value, regardless of whether the vehicle is turning left or right).
[2-2]: The lateral positional deviation of the airframe 10 with respect to the turning travel path C is within a preset range (for example, 5 cm or more and 40 cm or less, regardless of left or right).
[2-3]: A lateral slip occurs in a direction approaching the turning travel route C, and the relative speed of the lateral slip is equal to or greater than a preset threshold value (for example, 10 cm/s).
[2-4]: The absolute value of the relative acceleration of lateral slip is within a preset range (for example, greater than 0 cm/s2 and less than or equal to 10 cm/s2).
[2-5]: The direction of the relative angular velocity of the lateral slip is the direction of approaching the turning travel path C.
[2-6]: The absolute value of the relative angular acceleration of lateral slip is within a preset range (for example, greater than 0 deg/s2 and less than or equal to 5 deg/s2).
[2-7]: The body 10 is turning more than a predetermined angle (for example, 25 degrees, regardless of whether it is leftward or rightward) with respect to the work travel path L.
Note that the numerical values such as the ranges and thresholds shown in the judgment items [2-1] to [2-7] are examples and can be changed as appropriate.

At least the determination items [1-3] to [1-6] and the determination items [2-3] to [2-6] are determined as "running behavior" by the behavior determination unit 59, and the behavior determination unit 59 is input to the steering control section 51D. In this way, the behavior determination unit 59 is configured to be able to determine determination regarding gain increase determination and determination regarding gain decrease determination as a plurality of driving behaviors. Then, the steering control unit 51D determines the steering amount V of the combine as the working vehicle based on the direction of the combine in addition to the vehicle position and traveling behavior. Further, in the present embodiment, the number of determinations for the gain increase determination is restricted to one, and the number of determinations for the gain decrease determination is restricted to one on one turning travel route C. In other words, when the behavior determination unit 59 determines the same traveling behavior a plurality of times while the combine as the work vehicle travels on one turning travel route C, the steering control unit 51D determines the steering amount only at the first determination. V is changed, and the steering amount V is not changed at the second and subsequent determinations. For this reason, the steering control section 51D is provided with a gain increase determination flag Fu and a gain decrease determination flag Fd as variables for managing these determinations.

In the flowchart shown in FIG. 9, first, the gain increase determination flag Fu and the gain decrease determination flag Fd are each cleared to a zero value (step #11). Next, it is determined whether or not the gain increase determination flag Fu is zero (step #12). Immediately after the gain increase determination flag Fu is cleared to zero in step #11, the determination in step #12 is always Yes, so the gain increase determination is checked (step #13).

If there is no gain increase determination (step #13: No), then it is determined whether or not the gain decrease determination flag Fd is zero (step #14). Immediately after the gain increase determination flag Fu is cleared to zero in step #11, the determination in step #14 is always Yes, so the gain decrease determination is checked (step #15).

If there is no gain decrease determination (step #15: No), it is determined whether or not the turning travel in the first half Ch1 of the turning travel route C is completed (step #16). If the turning travel has not ended (step #16: No), the process returns to step #12. As described above, the processing from step #12 to step #16 is repeated until the turning travel in the first half Ch1 of the turning travel route C is completed unless there is neither gain increase determination nor gain decrease determination.

If there is a gain increase determination in step #13 (step #13: Yes), a value of 1.3 is used as the change parameter, and the value of gain G is changed to a value 1.3 times greater than the current value. be. It should be noted that the value of 1.3 as the change parameter can be changed as appropriate within a range in which the value of the gain G becomes larger than the current value. If Yes is determined in step #13, the steering control unit 51D sets the gain increase determination flag Fu to 1 (step #13-1). As a result, when the process of step #12 is repeated, the determination of step #12 from the next time onwards is always No, and the number of gain increase determinations is limited to one.

In this embodiment, as a change pattern of the gain G for the turning travel route C, it is possible to change the gain G in both the first half Ch1 and the second half Ch2 (see FIGS. 11 to 14, the same applies hereinafter) of the turning travel route C. and a pattern in which the gain G can be changed only in the latter half Ch2 of the first half Ch1 and the second half Ch2 of the turning travel route C. That is, if the pattern allows the gain G to be changed only in the second half Ch2, the steering direction control unit 51D cannot change the value of the gain G in the first half Ch1. Therefore, it is determined whether or not the gain G can be changed immediately in the first half Ch1 (step #13-2).

If the gain G cannot be changed immediately in the first half Ch1 (step #13-2: No), the value of the gain G is not changed, and the processing of the steering direction control section 51D proceeds directly to the processing of step #16. do. If both the first half portion Ch1 and the second half portion Ch2 of the turning travel route C have a pattern in which the gain G can be changed, the gain G can be changed immediately (step #13-2: Yes). In this case, while the aircraft 10 is traveling in the first half Ch1, the value of the gain G is changed to 1.3 times the current value based on the change parameter (step #13-3), and the steering direction control unit 51D is changed. goes to step #16.

If there is a gain decrease determination in step #15 (step #15: Yes), a value of 0.7 is used as the change parameter, and the value of the gain G is changed to a value that is 0.7 times smaller than the current value. be. Note that the value of 0.7 as the change parameter can be changed as appropriate within a range in which the value of the gain G is smaller than the current value. If Yes is determined in step #15, the steering control section 51D sets the gain decrease determination flag Fd to 1 (step #15-1). As a result, when the processing of step #14 is repeated, the judgment of step #14 from the next time onwards is always No, and the number of judgments of the gain decrease judgment is restricted to one. Then, as in step #13-2 described above, it is determined whether or not the gain G can be changed immediately in the first half Ch1 (step #15-2).

If the gain G cannot be changed immediately in the first half Ch1 (step #15-2: No), the value of the gain G is not changed, and the processing of the steering direction control section 51D proceeds directly to the processing of step #16. do. If the pattern allows the change of the gain G in both the first half Ch1 and the second half Ch2 of the turning travel route C, the gain G can be changed immediately (step #15-2: Yes). In this case, while the aircraft 10 is traveling in the first half Ch1, the value of the gain G is changed to 0.7 times the current value based on the change parameter (step #15-3), and the steering direction control section 51D is changed. goes to step #16.

In this manner, the steering control unit 51D is configured to change the steering amount V using a plurality of change parameters corresponding to a plurality of running behaviors, and the behavior determination unit 59 determines any one of the plurality of running behaviors. In this case, the steering control unit 51D selects one of the plurality of change parameters and changes the steering amount V based on the selected change parameter.

When it is determined in step #16 that the turning travel in the first half Ch1 is finished (step #16: Yes), the processing of the steering control section 51D shifts to the processing shown in the flowchart of FIG.

The steering control unit 51D performs processing related to adjustment of the gain G in the latter half Ch2 of the turning travel route C based on the flowchart shown in FIG. The values of the gain increase determination flag Fu and the gain decrease determination flag Fd are inherited as they were set in the first half Ch1.

First, it is determined whether or not the gain G cannot be changed in the first half Ch1 of the turning travel route C (step #20). If the gain G can be changed in both the first half Ch1 and the second half Ch2 of the turning travel route C, the determination in step #20 is No because the gain G can be changed in the first half Ch1. If the gain G can be changed only in the second half Ch2 of the first half Ch1 and the second half Ch2 of the turning travel route C, step #20 is executed because the gain G cannot be changed in the first half Ch1. The determination is Yes.

If Yes is determined in step #20, it is checked whether gain increase determination has been performed in the first half Ch1 (step #20-1). If the gain increase determination is performed in the first half Ch1 (step #20-1: Yes), the value of the gain G is changed to 1.3 times the current value based on the change parameter (step #20-2), The processing of the steering control section 51D proceeds to step #21. Also, it is checked whether or not the gain decrease determination has been performed in the first half Ch1 (step #20-3). If the gain decrease determination is performed in the first half Ch1 (step #20-3: Yes), the value of the gain G is changed to 0.7 times the current value based on the change parameter (step #20-4), The processing of the steering control section 51D proceeds to step #21.

As in steps #12 and #13, it is determined whether or not the gain increase determination flag Fu is zero (step #21), and the gain increase determination is checked (step #22).
Also, similarly to steps #14 and #15, it is determined whether or not the gain decrease determination flag Fd is zero (step #23), and gain decrease determination is checked (step #24). The values of the gain increase determination flag Fu and the gain decrease determination flag Fd are held as they were set in the first half Ch1. Therefore, if the gain increase determination flag Fu is not zero, a No determination is made in step #21, and if the gain decrease determination flag Fd is not zero, a No determination is made in step #23. As a result, the number of determinations for the gain increase determination is restricted to one in total for the first half Ch1 and the second half Ch2 in one turning travel. Also, the number of determinations for the gain decrease determination is restricted to one in total for the first half Ch1 and the second half Ch2 in one turning travel.

If neither the gain increase determination nor the gain decrease determination is made (step #22: No) (step #24: No), it is determined whether or not the turning travel in the second half Ch2 of the turning travel route C is completed. (step #25). If the turning travel has not ended (step #25: No), the process returns to step #21. As described above, the processing from step #21 to step #25 is repeated until the turning travel in the second half Ch2 of the turning travel route C is completed unless there is neither gain increase determination nor gain decrease determination.

If there is a gain increase determination in step #22 (step #22: Yes), the steering direction control unit 51D sets the gain increase determination flag Fu to 1 (step #22- 1). The gain G can be changed immediately in the second half Ch2. Therefore, while the aircraft 10 is traveling in the second half Ch2, the value of the gain G is changed to 1.3 times the current value based on the change parameter (step #22-2), and the steering direction control unit 51D is changed. goes to step #25.

If there is a gain decrease determination in step #24 (step #24: Yes), the steering direction control unit 51D sets the gain decrease determination flag Fd to 1 (step #24- 1). As described above, the gain G can be changed immediately in the second half Ch2. Therefore, while the aircraft 10 is traveling in the second half Ch2, the value of the gain G is changed to 0.7 times the current value based on the change parameter (step #24-2), and the steering direction control section 51D is changed. goes to step #25.

When it is determined in step #25 that the turning movement in the second half Ch2 is completed (step #25: Yes), the steering control unit 51D changes the current value of the gain G to the gain end value before ending the processing of turning movement. It is stored in the memory value Gm2 (step #26). When taking over the value of the gain G during the next turning run, the stored gain end memory value Gm2 is utilized. The processing of step #26 is performed at the turning end point Cf on each turning travel route C shown in FIGS. 11 to 14 . Further, both the gain increase determination flag Fu and the gain decrease determination flag Fd may be cleared at step #26.

8 to 10, the steering direction control unit 51D performs turning control of the combine so that the combine travels along the turning travel route C. As shown in FIG.

When taking over the value of the gain G obtained when traveling on the previous turning route C1 during turning traveling on the turning route C2, it is determined Yes in step #03 of the flow chart shown in FIG. The process of #08 is performed. That is, when the steering direction control unit 51D has changed the steering amount V on the previous turning route C1, the steering direction control unit 51D, when the combine as the work vehicle enters the turning route C2, The current steering amount V is determined by referring to the steering amount V after change. Although the gain end storage value Gm2 is stored at the turning end point Cf of the turning travel route C1, the steering control unit 51D does not use the stored gain end storage value Gm2 as it is as the gain G. A value between the steering amount V after the change and the steering amount V before the change on the turning travel route C is used as the steering amount V of this time.

Specifically, the gain start memory value Gm1 and the gain end memory value Gm2 stored in the previous turning travel are read out (step #04), and whether the gain start memory value Gm1 and the gain end memory value Gm2 match. It is determined whether or not (step #05). If the gain start memory value Gm1 and the gain end memory value Gm2 match (step #05: Yes), the gain G has not changed during the previous turning travel. Therefore, the value of the gain start memory value Gm1 (or the value of the gain end memory value Gm2) is continuously used as the value of the gain G (step #06). If the gain start stored value Gm1 and the gain end stored value Gm2 do not match (step #05: No), calculation is performed in step #07 based on the following formula.

G = Gm1 + (Gm2 - Gm1) x 0.7

That is, since the gain start memory value Gm1 is the value before the change in the gain G in the previous turning travel, in step #07, the value of 70% of the change is added to the value before the change. done. As a result, the change in the gain G before and after the previous turning travel and the current turning travel is suppressed, and the risk of hunting occurring during the turning travel due to the sudden change in the gain G is reduced. Note that the value "0.7" in step #07 is an example, and this value can be changed as appropriate (for example, it may be 0.6 or 0.8).

The value of the gain G calculated in step #07 is set as the gain start memory value Gm1 in step #08, and the value of the gain G at the start of turning is stored in the gain start memory value Gm1. After that, as described above, the steering control unit 51D executes the processing related to the adjustment of the gain G in the first half Ch1 of the turning travel route C based on the flowchart shown in FIG.

[Regarding change of steering amount in turning]
11 to 14 are described in association with the processing of the flow charts described above based on FIGS. 8 to 10. FIG. Note that the behavior determination unit 59 and steering direction control unit 51D described in the following description are both based on those shown in FIGS. 11 to 14 show a plurality of work travel paths L1, L2, L3 and a plurality of turning travel paths C1, C2, C3. Hereinafter, when the turning travel routes C1, C2, and C3 are collectively referred to, the turning travel routes C1, C2, and C3 will be referred to as a turning travel route C. Turning routes C1, C2, and C3 are routes for making U-turns, and each turning route C is divided into a first half portion Ch1 and a second half portion Ch2. In any of FIGS. 11 to 14, the turning travel route C1 is the turning travel route C along which the machine body 10 first makes a turning travel in one field. Therefore, at the turning start point Cs on the turning travel route C1 shown in FIGS. 11 to 14, the processing of step #01 shown in FIG. 8 is determined to be Yes, and the processing of step #02 is executed. In FIGS. 11 to 14, the work travel paths L1, L2, and L3, and the turning trajectories Cr1 and Cr2 connecting the work travel paths L1, L2, and L3, respectively, are indicated by thick lines. A thick line schematically indicates the travel locus of the body 10 .

In the embodiment shown in FIG. 11, in the first half Ch1 of the turning path C1, the actual turning of the fuselage 10 shown in the turning path Cr1 bulges outward from the arc-shaped turning path C. . Therefore, the behavior determination unit 59 performs a gain increase determination in the first half Ch1, and outputs this determination result to the steering control unit 51D. Therefore, it is judged as Yes in the process of step #13 in FIG. 9, and the process of step #13-1 and the process of step #13-2 are performed.

In the embodiment shown in FIG. 11, in the change pattern of the gain G for the turning travel route C, the gain G can be changed only in the latter half Ch2 of the first half Ch1 and the second half Ch2 of the turning travel route C. pattern is adopted. Therefore, the steering control unit 51D cannot change the value of the gain G in the first half Ch1. .0 to 1.3 times 1.3. At this time, it is judged No in the processing of step #13-2 of FIG. 9, it is judged Yes in step #20 of FIG. processing takes place. That is, when the behavior determination unit 59 determines that the operation vehicle, which is a combine harvester, is traveling in the first half Ch1 of the turning travel route C, and the behavior determination unit 59 determines that the steering amount V should be changed, the steering control unit 51D The steering amount V is changed based on the traveling behavior determined in the first half Ch1 when traveling the second half Ch2 of the turning travel route C without changing the steering amount V in the first half Ch1. Here, since the value of the gain increase determination flag Fu is already set to 1, the processing of step #21 in FIG. No processing based on

In the embodiment shown in FIG. 11, the timing at which the steering direction control unit 51D changes the steering amount V is not limited to the timing at which the turning travel of the first half portion Ch1 is completed and the turning travel of the second half portion Ch2 is started. . For example, the steering direction control unit 51D may change the steering amount V based on the traveling behavior determined in the first half Ch1 at an arbitrary timing after the start of turning in the second half Ch2. This configuration may also be employed in the embodiment shown in FIG. 12 and the embodiments shown in FIGS. 15 and 16, which will be described later.

In the embodiment shown in FIG. 11, in the second half Ch2 of the turning path C1, the output of the steering amount V is amplified due to the increase in the value of the gain G, and the actual output of the airframe 10 shown in the turning locus Cr1 is increased. The turning radius is smaller than the actual turning radius in the first half Ch1. Then, the behavior determination unit 59 determines the traveling behavior that the machine body 10 is likely to cross the turning travel route C1 and move to the inner circumference side of the turning travel route C1, and the behavior determination unit 59 performs gain decrease determination and obtains the determination result. Output to the steering control section 51D. Therefore, it is judged as Yes in the process of step #24 in FIG. 10, and the process of step #24-1 is performed. Then, in the process of step #24-2, the value of the gain G is changed from 1.3 to 0.91, which is 0.7 times. Since the value of the gain G has decreased, the output of the steering amount V is attenuated, and the actual turning radius of the airframe 10 indicated by the turning trajectory Cr1 increases. This prevents the body 10 from moving to the inner peripheral side of the turning travel path C1. That is, when the behavior determination unit 59 determines that the operation vehicle, which is a combine harvester, is traveling in the second half Ch2 of the turning travel route C, and the behavior determination unit 59 determines that the steering amount V should be changed, the steering control unit 51D The steering amount V is changed immediately. In the embodiment shown in FIG. 11, the gain decrease determination is performed in the latter half Ch2. Change direction V immediately.

In the embodiment shown in FIG. 11, the change pattern of the gain G for the turning travel route C is a pattern in which the value of the gain G in the previous turning travel is not handed over to the current turning travel. Therefore, at the turning start point Cs of the turning travel route C2 in FIG. 11, the determination in step #03 shown in FIG. 8 is No, and the gain G is initialized to 1.0 in step #02. be.

In the embodiment shown in FIG. 11, in the first half Ch1 of the turning path C2, the actual turning of the machine body 10 indicated by the turning path Cr2 bulges outward from the arc-shaped turning path C2. . Therefore, the behavior determination unit 59 performs a gain increase determination in the first half Ch1, and outputs this determination result to the steering control unit 51D. Therefore, it is judged as Yes in the process of step #13 in FIG. 9, and the process of step #13-1 and the process of step #13-2 are performed.

As described above, in the embodiment shown in FIG. 11, the steering controller 51D cannot change the value of the gain G in the first half Ch1. Therefore, the value of the gain G is changed from 1.0 to 1.3, which is 1.3 times, at the timing when the turning traveling of the first half portion Ch1 of the turning traveling route C2 is completed and the turning traveling of the second half portion Ch2 is started. . At this time, it is judged No in the processing of step #13-2 of FIG. 9, it is judged Yes in step #20 of FIG. processing takes place. Here, since the value of the gain increase determination flag Fu is already set to 1, the processing of step #21 in FIG. No processing based on

At the turning start point Cs of the turning travel route C3 in FIG. 11, the determination in step #03 shown in FIG. 8 is No, and the gain G is initialized to 1.0 in step #02.

In the embodiment shown in FIG. 12, similarly to the embodiment shown in FIG. 11, a pattern in which the gain G can be changed only in the latter half Ch2 is adopted as the change pattern of the gain G for the turning travel route C. It is As a difference from the embodiment shown in FIG. 11, in the embodiment shown in FIG. pattern is used. That is, when the steering direction control unit 51D has changed the steering amount V on the previous turning route C1, the steering direction control unit 51D, when the combine as the work vehicle enters the turning route C2, The current steering amount V is determined by referring to the steering amount V after change. The turning traveling on the turning traveling route C1 in FIG. 12 is as described above based on the turning traveling route C1 in FIG.

At the turning start point Cs on the turning travel route C2 in FIG. read out. The value of the gain start memory value Gm1 is 1.0, and the value of the gain end memory value Gm2 is 0.91. For this reason, the gain start memory value Gm1 and the gain end memory value Gm2 do not match, the process of step #05 is judged as No, and the value of the gain G is calculated as follows in step #07.

G = 1.0 + (0.91 - 1.0) x 0.7

With this formula, the value of the gain G is 0.937, and the value of 0.937 is stored in the gain start memory value Gm1 in the process of step #08. That is, the value of the gain G calculated at the turning start point Cs of the turning travel route C2 shown in FIG. 12 is stored in the gain start storage value Gm1.

In the embodiment shown in FIG. 12 , the actual turning of the fuselage 10 bulges outward from the circular arc-shaped turning traveling path C in the latter half Ch2 of the turning traveling path C2. Therefore, the behavior determination unit 59 performs a gain increase determination in the second half Ch2, and outputs this determination result to the steering direction control unit 51D. Therefore, it is judged as Yes in the process of step #22 in FIG. 10, and the process of step #22-1 and the process of step #22-2 are performed. As a result, the value of the gain G is changed from 0.937 to 1.218, which is 1.3 times. Here, since the value of the gain increase determination flag Fu is set to 1, in the subsequent turning travel in the latter half Ch2 of the turning travel route C2, the processing of step #21 in FIG. No processing is performed based on

At the turning start point Cs of the turning travel route C3 in FIG. 12, the determination of YES is made in the processing of step #03 shown in FIG. read out. The value of the gain start memory value Gm1 is 0.937, and the value of the gain end memory value Gm2 is 1.218. For this reason, the gain start stored value Gm1 and the gain end stored value Gm2 do not match, the process of step #05 is judged as No, and the value of the gain G becomes 1.134 in the calculation process of step #07. . Then, the value of the gain G calculated at the turning start point Cs of the turning traveling route C3 is stored in the gain start storage value Gm1 in the process of step #08.

In the embodiment shown in FIGS. 13 and 14, the gain G change pattern for the turning travel route C includes a pattern that allows the gain G to be changed in both the first half Ch1 and the second half Ch2 of the turning travel route C. used. 13 and 14, the embodiment shown in FIG. 13 uses a pattern in which the value of the gain G in the previous turning travel is not carried over to the current turning travel. In the embodiment shown in 14, a pattern is used in which the value of the gain G in the previous turning travel is taken over to the current turning travel.

In the embodiment shown in FIG. 13, in the first half Ch1 of the turning path C1, the actual turning of the fuselage 10 shown in the turning path Cr1 bulges to the outer peripheral side of the arc-shaped turning path C. . Therefore, the behavior determination unit 59 performs a gain increase determination in the first half Ch1, and outputs this determination result to the steering control unit 51D. Therefore, it is judged as Yes in the process of step #13 in FIG. 9, and the process of step #13-1 and the process of step #13-2 are performed. Here, unlike the embodiment shown in FIGS. 11 and 12, the gain G can be changed immediately in both the first half Ch1 and the second half Ch2. is always determined as Yes. Therefore, in the processing of step #13-3, the value of the gain G is changed from 1.0 to 1.3, which is 1.3 times. In other words, when the behavior determination unit 59 determines that the operation vehicle, which is a combine harvester, is traveling in the first half Ch1 of the turning travel route C, and the behavior determination unit 59 determines that the steering amount V should be changed, the steering control unit 51D The steering amount V is immediately changed, and the changed steering amount V is used as the steering amount V for the combine to travel the latter half portion Ch2 of the turning travel route C.

In the embodiment shown in FIG. 13, after the value of the gain G is changed to 1.3, the output of the steering amount V is amplified due to the increase in the value of the gain G in the first half Ch1 of the turning travel route C1. , and as indicated by the turning trajectory Cr1, the machine body 10 is approaching the arc-shaped course of the turning travel route C1. Then, the behavior determination unit 59 determines the traveling behavior that the machine body 10 is likely to cross the turning travel route C1 and move to the inner circumference side of the turning travel route C1, and the behavior determination unit 59 performs gain decrease determination and obtains the determination result. Output to the steering control section 51D. Therefore, it is judged as Yes in the process of step #15 in FIG. 9, and the process of step #15-1 and the process of step #15-2 are performed. As described above, since the gain G can be changed immediately in the first half Ch1, the determination of step #15-2 is always Yes. Therefore, in the process of step #15-3, the value of the gain G is changed from 1.3 to 0.7 times to 0.91. Since the value of the gain G has decreased, the output of the steering amount V is attenuated, and the actual turning radius of the airframe 10 after that is increased. This prevents the body 10 from moving to the inner peripheral side of the turning travel path C1.

At this time, both the gain increase determination flag Fu and the gain decrease determination flag Fd are already set to 1. For this reason, in the subsequent turning traveling on the turning traveling route C1, the processing of steps #12 and #14 shown in FIG. 9 and the processing of steps #21 and #23 shown in FIG. A determination is made and the gain G is not changed.

In the embodiment shown in FIG. 13, a pattern is used in which the value of the gain G in the previous turning travel is not carried over to the current turning travel. Therefore, as described above with reference to FIG. 11, the gain G is initialized to 1.0 at the turn start point Cs of each of the turning travel route C2 and the turning travel route C3.

In the embodiment shown in FIG. 13, the gain increase determination is performed in the first half Ch1 of the turning travel route C2. For this reason, as already described based on the first half Ch1 of the turning travel route C1 in FIG. It is changed to 1.3 times 1.3. After that, the gain decrease determination is performed in the first half Ch1 of the turning travel route C2. Therefore, as already described based on the first half Ch1 of the turning travel route C1 in FIG. 9, the value of the gain G is reduced from 1.3 to It is changed to 0.91 which is 0.7 times.

The turning travel on the turning travel route C1 in FIG. 14 is as described above based on the turning travel route C1 in FIG. 13, and the turning travel on the turning travel route C2 in FIG. It is as described above based on 14, the gain G is set by the formula shown in step #07 of FIG. be done.

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

(1) In the above-described embodiment, the gain increase determination and the gain decrease determination are determined when the actual turning of the machine body 10 swells to the outer peripheral side of the arc-shaped turning travel path C. It is not limited to this embodiment. For example, even if the machine body 10 is turning on the inner peripheral side of the arc-shaped turning route C, the turning radius of the machine body 10 becomes large, and the traveling behavior of the machine body 10 intersects the turning route C. The configuration may be such that the gain increase determination is determined when the likely tendency is determined. Further, the gain decrease determination may be determined when the actual turning of the machine body 10 is closer to the inner peripheral side than the arc-shaped turning travel path C. FIG.

(2) In the above-described embodiment, a common gain G is used when traveling on the clockwise turning travel route C and when traveling on the counterclockwise turning travel route C, but this embodiment uses the same gain G. is not limited to Depending on the condition of the soil in the field, etc., there may be a difference in the ease of turning between turning to the right and turning to the left. For this reason, for example, as shown in FIG. 15, the gain G includes a left turning gain G1 for a counterclockwise turning traveling route C and a right turning gain G2 for a clockwise turning traveling route C. A configuration in which the left-turn gain G1 and the right-turn gain G2 are separately prepared and set separately may be used. In FIG. 15, the left turning gain G1 is set to 0.937 on the turning travel route C3, but the left turning gain G1 after the change on the turning travel route C1 (0.91 ) and the value (1.0) of the left-turn gain G1 before change is used. A value of 1.3 is used as a change parameter for gain increase determination, and a value of 0.7 is used as a parameter for gain decrease determination. A configuration in which a different value is used for each of left and right turns may be used. In other words, different values may be set for the plurality of change parameters depending on whether the vehicle travels on the clockwise turning route C or the counterclockwise turning route C.

(3) The turning travel route C shown in FIGS. 11 to 15 is formed in a semicircular arc shape as a route for making a U-turn, but is not limited to this embodiment. For example, as shown in FIG. 16, the turning travel path C may have a configuration in which a straight portion Ch3 is interposed between the first half portion Ch1 and the second half portion Ch2. In FIG. 16, of the first half Ch1 and the second half Ch2 of the turning travel route C, the gain G can be changed only in the second half Ch2. In this case, the steering control unit 51D does not change the gain G in the first half Ch1, and the gain G to change As a result, the steering amount V is changed in the second half Ch2. The steering control unit 51D does not change the gain G in the first half Ch1, but changes the gain G based on the running behavior determined in the first half Ch1 when traveling in the straight portion Ch3. can be

(4) In the above-described embodiment, the driving behavior related to the gain increase determination and the driving behavior related to the gain decrease determination were exemplified as the multiple running behaviors, but the present invention is not limited to this embodiment. For example, in addition to the above-described gain increase determination and gain decrease determination, the number of determination stages is further divided based on the degree of positional deviation between the machine body 10 and the turning travel route C during turning travel, and the travel related to the change determination of the gain G is further divided. A configuration in which the behavior is divided into more detailed classifications may also be used. Further, for example, the driving behavior related to the gain increase determination and the driving behavior related to the gain decrease determination are each determined in a plurality of steps, a plurality of change parameters are set in multiple steps, and the steering amount V is set in multiple steps. It may be a configuration that is finely changed in . Further, the driving behavior related to the gain increase determination and the driving behavior related to the gain decrease determination may be determined steplessly, and the steering amount V may be changed steplessly.

(5) In the above embodiment, the steering control unit 51D changes the steering amount V by changing the gain G, but the present invention is not limited to this embodiment. For example, the steering control section 51D may be configured to directly change the steering amount V without changing the gain G.

(6) In the above-described embodiment, the steering direction control section 51D and the behavior determination section 59 are configured separately inside the control unit 5, but the steering direction control section 51D and the behavior determination section 59 are integrated. may be configured.

(7) In the embodiment described above with reference to FIG. 11, when the behavior determination unit 59 determines the running behavior while the combine is running in the first half Ch1, the steering control unit 51D controls the first half Ch1. does not change the steering amount V, but changes the steering amount V when traveling the second half Ch2 of the turning travel path C, but is not limited to this embodiment. For example, if the behavior determining unit 59 determines the running behavior while the combine is running in the first half Ch1, the steering control unit 51D changes the steering amount V when the first half Ch1 is completed. can be

(8) The gain increase determination described above does not have to be determined when all of the above determination items [1-1] to [1-7] are satisfied. Also, the gain decrease determination need not be configured to be determined when all of the above-described determination items [2-1] to [2-7] are satisfied. In the above-described embodiment, the behavior determination unit 59 runs through the determination items [1-3] to [1-6] described above and the determination items [2-3] to [2-6] described above. Although it is configured to be used for behavior determination, the present invention is not limited to this embodiment. For example, the behavior determination unit 59 may be configured to determine the running behavior by partially combining these determination items instead of using all of these determination items. In addition to the above-described determination items, the behavior determination unit 59 is configured to determine the running behavior by adding, for example, the amplitude and frequency of vibration calculated from the acceleration and angular acceleration detected by the inertial navigation module 82 to the determination items. It can be. Further, for example, the above-described judgment items [1-7] and [2-7] are shown as judgments based on the direction of the combine, but the judgment items [1-7] and [2-7] are the gain increase A configuration that is not used for determination or gain decrease determination may be used. In other words, the steering direction control unit 51D may be configured to determine the steering amount V in addition to the vehicle position and the running behavior, instead of determining the steering amount V based on the direction of the combine harvester.

(9) In the above-described embodiment, when the value of the gain G in the previous turning travel is handed over to the current turning travel, the steering direction control unit 51D sets the current steering amount V to A value between the steering amount V after change and the steering amount V before change is used, but is not limited to this embodiment. For example, the steering control section 51D may be configured to utilize the stored value of the end-of-gain stored value Gm2 shown in FIGS. 8 and 10 as the gain G as it is.

(10) In the embodiment described above with reference to FIGS. 8 to 10, when the behavior determination unit 59 determines the same traveling behavior a plurality of times while the combine travels on one turning travel route C, the steering control unit 51D does not change the steering amount V at the second and subsequent determinations, but is not limited to this embodiment. For example, when the behavior determination unit 59 determines the same travel behavior a plurality of times while the combine travels on one turning travel route C, the steering direction control unit 51D changes the steering amount V two or more times. It may be a permissible configuration. Further, the steering control unit 51D may be configured to change the steering amount V only once when the behavior determination unit 59 determines the same running behavior a plurality of times.

(11) In the embodiment described above with reference to FIG. 11, if the gain increase determination or the gain decrease determination is determined while the combine is traveling in the latter half Ch2 of the turning travel route C, the steering control unit 51D , the steering amount V is changed immediately, but is not limited to this embodiment. For example, the steering direction control unit 51D may be configured so as not to change the steering amount V immediately in the latter half Ch2, but to change the steering amount V after the turning in the latter half Ch2 is completed.

(12) The position detection module 80 described above is not limited to the configuration for directly receiving the GNSS signals from the satellites GS. For example, base stations for receiving GNSS signals from artificial satellites GS are provided at a plurality of locations around the working vehicle, and the location information of the working vehicle is identified by network communication processing with the plurality of base stations. can be In short, the position detection module 80 may be configured to acquire the position of the work vehicle using satellite navigation.

It should be noted that the configurations disclosed in the above-described embodiments (including other embodiments; the same shall apply hereinafter) can be applied in combination with configurations disclosed in other embodiments unless there is a contradiction. Moreover, the embodiments disclosed in this specification are merely examples, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the scope of the present invention.

The automatic travel control system according to the present invention can be used not only for ordinary combine harvesters but also for various harvesters such as self-throwing combine harvesters, corn harvesters, potato harvesters, carrot harvesters and sugar cane harvesters. In addition to harvesters, the automatic travel control system according to the present invention can also be used for various work vehicles such as tractors and rice transplanters.

51D: Steering control unit 54: Running route setting unit 59: Behavior determination unit 80: Position detection module CA: Work target area SA: Outer peripheral area L: Work running route C: Turning running route Ch1: First half Ch2: Second half V : Steering amount

Claims (10)

An automatic travel control system for a work vehicle that automatically travels between an outer peripheral area formed in an outer peripheral portion of a farm field and a work target area inside the outer peripheral area of the farm field,
a route setting unit that sets a plurality of work travel routes in the work target area and sets a turning travel route connecting ends of the work travel routes in the outer peripheral area;
a position detection module provided on the work vehicle for acquiring the position of the work vehicle using satellite navigation;
a steering control unit that controls turning of the work vehicle so that the work vehicle travels along the turning travel path;
a behavior determination unit that determines the traveling behavior of the work vehicle and determines whether the work vehicle is traveling along the work traveling route or the turning traveling route based on the position and the traveling behavior ;
When the work vehicle enters the turning travel route, the steering control unit is configured to perform a steering operation necessary for turning control on the turning travel route on which the work vehicle is about to enter , based on the determination result of the behavior determination unit. An automatic cruise control system that determines the direction of travel. 2. The automatic cruise control system according to claim 1, wherein the steering control unit determines the steering amount based on the direction of the work vehicle in addition to the position and the running behavior. When the steering direction control unit has changed the steering amount on the turning travel route immediately before, the steering direction control unit adjusts the steering amount after the change when the work vehicle enters the turning travel route. 3. The automatic cruise control system according to claim 1, wherein the current steering amount is determined by referring to the steering amount. 4. The automatic traveling according to claim 3, wherein the steering direction control unit uses a value between the steering amount after the change and the steering amount before the change on the previous turning travel route as the current steering amount. control system. The behavior determination unit is configured to be able to determine a plurality of the running behaviors,
The steering control unit is configured to change the steering amount using a plurality of change parameters corresponding to the plurality of running behaviors,
When the behavior determination unit determines one of the plurality of driving behaviors, the steering direction control unit selects one of the plurality of change parameters and adjusts the steering amount based on the selected change parameter. The automatic cruise control system according to any one of claims 1 to 4, modified. When the behavior determining unit determines the same traveling behavior a plurality of times while the work vehicle travels on one turning travel route, the steering control unit changes the steering amount only at the first determination. 6. The automatic cruise control system according to claim 5, wherein the steering amount is not changed during the second and subsequent determinations. 7. Automatic traveling according to claim 5 or 6, wherein different values are set as the plurality of change parameters for a case of traveling on the clockwise turning traveling route and a case of traveling on the counterclockwise turning traveling route. control system. The turning travel route is a route for making a U-turn,
When the behavior determination unit determines that the vehicle should change the steering amount while the work vehicle is traveling in the first half of the turning travel route, the steering control unit adjusts the steering amount. Automatic traveling according to any one of claims 1 to 7, wherein the steering amount is immediately changed, and the steering amount after the change is used as the steering amount for the work vehicle to travel in the second half of the turning travel route. control system. The turning travel route is a route for making a U-turn,
When the behavior determination unit determines that the vehicle should change the steering amount while the work vehicle is traveling in the first half of the turning travel route, the steering control unit changes the steering amount based on the running behavior determined in the first half when traveling the second half of the turning travel route without changing the steering amount. The automatic cruise control system described in the item. The turning travel route is a route for making a U-turn,
When the behavior determination unit determines that the vehicle should change the steering amount while the work vehicle is traveling in the latter half of the turning travel route, the steering control unit adjusts the steering amount. The automatic cruise control system according to any one of claims 1 to 9, wherein the automatic cruise control system changes immediately.

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