JP7224275B2 - harvester - Google Patents

Description

The present invention relates to a harvester that automatically travels along a set travel route.

A combine harvester for harvesting planted grain culms in a field as described in Patent Document 1 performs harvesting while automatically traveling along a set travel route. The traveling route is set so that the harvesting work of the entire field can be efficiently performed.

Japanese Patent Application Laid-Open No. 2002-358122

However, in automatic driving, the actual position of the machine that is traveling on the set driving route does not correspond to the position of the already-worked land and the planting situation of planted grain stalks, which are formed along with the work traveling. May not be appropriate for your situation.

For example, if the position information of the machine body is not acquired accurately during work traveling, the position of the machine body that is actually traveling deviates from the set traveling route. In addition, when setting the travel route, if there is an operational error or a malfunction in the device for setting the travel route, the travel route itself may not be appropriate for the conditions of the field.

As described above, if the position of the machine that is actually running is not appropriate for the field conditions, it is possible to manually change the direction of movement of the machine and adjust the position of the machine that is running. However, normally, if steering operation is performed during automatic driving, the aircraft will stop. Then, after manually correcting the travel route, it is necessary to stop the automatic travel and start the automatic travel again.

Therefore, it is desired to adjust the traveling route so that the position of the machine actually traveling is appropriate for the situation of the field by a simple operation while the automatic traveling is continued.

A harvesting machine according to an embodiment of the present invention is a harvesting machine that has a harvesting unit and automatically travels for harvesting work, and can selectively travel automatically or manually. a route setting unit that sets a travel route for work travel; an automatic travel control unit that controls the harvest work travel along the travel route; and a steering lever that performs steering operation during manual travel and manually selects the direction in which the travel route is translated from either the left or right direction of the fuselage. The route correcting unit translates the traveling route in the direction selected by the steering lever, using the correction condition that the steering lever is operated by a set swing angle having a predetermined range. When the steering lever is operated at an angle larger than the maximum value of the set swing angle during the automatic travel, the automatic travel control unit stops the vehicle body.

With such a configuration, even if the position of the machine that is actually traveling is deviated from the situation of the field, it is possible to easily correct the traveling route related to automatic traveling, and work traveling by automatic traveling can be performed appropriately. can continue to

In addition , according to the positional relationship of the machine actually traveling with respect to the situation of the field, it is possible to manually select the direction in which the traveling route is moved in parallel, making it easier to appropriately continue the work traveling by automatic traveling. can be done.

Further , the travel route can be adjusted by using the steering lever without providing a new route change operation unit. Furthermore, in general, the operation of the steering lever is often prohibited during automatic travel, but the configuration is such that the traveling path is translated only when the steering lever is operated within the range of the set swing angle. By doing so, the steering lever whose operation is prohibited can be diverted to adjust the travel route.

In order to cope with an emergency abnormal situation, the aircraft usually stops when the steering lever is operated during automatic driving. With the above configuration, the travel path is translated only when the steering lever is operated within the set swing angle range, and when the steering lever is operated beyond the set swing angle, It is possible to determine that an abnormal situation has occurred and stop the aircraft, and while easily coping with abnormal situations during automatic driving, the steering lever can be diverted to adjust the driving route and work driving by automatic driving can be performed appropriately. can continue to

Further, a route change operation unit for requesting parallel movement of the travel route is provided, the correction condition is the operation of the route change operation unit, and the route correction unit is determined in advance with the operation of the route change operation unit as a trigger. Alternatively, the travel path may be translated in the other direction.

In this way, by providing the route change operation unit used for parallel movement of the travel route as a dedicated item, the operability of the route change operation tool can be freely set, and the operability of parallel movement of the travel route can be improved. can be improved.

Further, when the route change operation unit is operated again after the travel route is translated, the route correction unit may translate the travel route in a direction opposite to the predetermined direction. good.

With such a configuration, when the planted culms are planted in a part of the field, the running route is corrected only within that range, and if the range is exceeded, the original running route can be easily restored. As a result, it is possible to travel along an appropriate travel route for work according to the planting state of the planted culms, and it is possible to appropriately continue the work travel by automatic travel.

Further, the route setting section may set the travel route including the travel line along the row direction, and the direction of the parallel movement may be a direction orthogonal to the travel line.

When the planted culms form a row, the traveling route is set so that the body follows the row and the planted culms at both ends in the row direction are harvested. Therefore, it is possible to efficiently reduce the harvest loss and perform the harvesting work in a field where the rice is planted in rows using a rice transplanter or the like.

However, in a field where rows are planted like this, the distance between rows is not so wide (generally around 30cm), so if the path is slightly off, the weed dividers provided at the front end of the machine will not be able to plant the grain. There is a risk of thrusting into the base of the culm and pulling out or pushing down the planted culm.

With this configuration, since parallel movement is performed in a direction that intersects the row direction, by setting the amount of parallel movement in consideration of the distance between rows, the route to the planted grain culms described above can be achieved without significantly changing the path. It is possible to easily avoid thrusting of the weeding tool.

Further, the running route includes a plurality of running lines substantially parallel to an arbitrary side of the agricultural field, and when the running route is translated while traveling on the arbitrary running line, the route correction unit may translate all the running lines in the same direction and by the same distance.

With such a configuration, when the travel route is deviated in the entire field, the travel route can be optimized in the entire field by one correction operation, and the work travel by automatic travel can be appropriately continued. be able to.

Further, after the travel route is set by the route setting unit, when the travel route is translated to one side in the left-right direction by the route correction unit, the travel route may be displaced even if the correction condition is satisfied. may not be moved in parallel to the other side in the left-right direction from the position set by the path setting unit.

Since the travel route after the parallel movement is always positioned on one side of the originally set travel route, the adjacent travel lines may move in parallel in directions away from each other. Gone. Therefore, it is possible to prevent an unharvested area from remaining between already harvested areas, which are areas in which harvesting travel has been performed on each traveling line. If an unharvested area remains, it will eventually be necessary to travel only in that area. It becomes possible to go to

Further, an operation unit having a boarding gate for a driver to board is provided, the boarding gate is provided eccentrically with respect to the lateral direction of the fuselage, and the first parallel movement is performed when the boarding gate is located in the lateral direction of the fuselage. It may be done in the direction opposite to the side on which it is located.

In harvesting work, the turning direction is often biased to one of the left and right sides, and the completed work area often exists on the other side of the machine body in the left and right direction. Therefore, the boarding gate may be eccentric on the other side of the machine body, and the work machine may also be structured to facilitate harvesting of planted grain culms in that direction (on the other side). Even if the overlap between the lateral end of the harvestable area and the already-worked area in the parallel-moved traveling line is reduced by the first parallel movement performed in one lateral direction of the machine body, Since the planted culm on the other side is easily harvested, it is possible to perform the harvesting operation while suppressing the omission of harvest.

Further, the travel route includes a plurality of travel lines substantially parallel to an arbitrary side of the field, and the route correction unit adjusts each of the travel lines during the harvest work travel by the route correction unit. When the traveling line is translated to one side in the left-right direction, the traveling line that has been translated to the one side in the left-right direction is then further translated to the one side in the left-right direction even if the correction condition is satisfied. It may be configured so that it cannot be done .

Excessive correction of the travel route may result in deviating from an appropriate travel route. Conversely, if there is some error in the position information of the machine or in the travel route, once the travel route is corrected, the error may be eliminated for the entire field. In addition, some planted culms in the field may be planted with deviation. In such a case, it is sufficient that the route is corrected only within that range and that the original route is restored beyond that range. In such a case, according to the above configuration, it is possible to perform work travel along an appropriate travel route according to the planting state of the planted culms, and it is possible to appropriately continue the work travel by automatic travel.

Further, a warning device is provided, and when the correction condition is satisfied for the first time in each of the left and right directions on each of the traveling lines, the warning device issues a first warning, The parallel movement of the line may be performed, and when the correction condition is satisfied after the second time, the warning device issues a second warning different from the first warning, and the running line being run may be maintained. .

With such a configuration, the driver can easily grasp whether or not the correction is actually performed when the correction condition is satisfied by operating the route change operation unit or the like. As a result, the driver can appropriately prepare for when the travel route is to be corrected and respond appropriately when the travel route is not corrected, and can appropriately continue work travel by automatic travel. can.

Further, a warning device may be provided for issuing a warning when the traveling route is translated.

With such a configuration, the driver can accurately prepare for the correction of the travel route, and can appropriately continue the work travel by automatic travel.

It is a left view which shows a combine. It is a top view which shows a combine. It is a figure which shows the outline|summary of automatic driving|running|working of a combine. It is a figure which shows the driving|running route in automatic driving|running|working. It is a functional block diagram which shows the structure of the control system of a combine. FIG. 4 is a conceptual diagram for explaining correction of a travel route; FIG. 5 is a diagram for explaining an operation angle of a steering lever for correcting a travel route; It is a figure explaining the overlap change of the already harvested area|region.

[Overall configuration of combine harvester]
1 and 2 show a self-threshing combine (hereinafter simply referred to as "combine 13") which is an example of a harvester. A self-throwing combine harvester performs a harvesting operation along rows in a field where planted grain culms are planted in an arrangement that forms a plurality of rows. The combine 13 includes a body frame 1 and a crawler travel device 2 . A harvesting unit 3 (corresponding to a “harvesting device”) for harvesting planted grain culms is provided in front of the machine body. A driving cabin 4 is provided in the front part of the fuselage. The driving cabin 4 includes a driving section 5 in which a driver rides, and a cabin 6 covering the driving section 5. - 特許庁An engine (not shown) is provided below the operating unit 5 . The driving section 5 is provided with a driver's seat 19 on which the driver sits and a steering lever 92 (corresponding to a "route setting section") for steering the aircraft. A boarding gate (not shown) for the driver to board the driving unit 5 is provided on the right side of the driving cabin 4 in the left-right direction of the aircraft.

The reaping unit 3 includes a clipper-type cutting device 10 and a weed dividing rod 15 . Seven branch rods 15 are provided side by side at intervals in the width direction of the machine body. A divider 18 is supported at the tip of each branching rod 15 . The width of the combine 13 is the distance between the leftmost divider 18 and the rightmost divider 18 . Six triggering devices 16 are provided on the rear side of the divider 18 in a row in the lateral width direction of the fuselage. In this embodiment, the combine 13 has a configuration in which at least six planted grain culms can be introduced and harvested individually. It is also possible to adopt a configuration in which the culms are individually introduced and harvested. The cutting device 10 is provided behind the lower part of the pulling device 16 . The cutting device 10 is provided so as to extend over the weeding rods 15 at both lateral ends. As the combine 13 travels for work, the divider 18 advances along the rows between the adjacent rows. The planted culms are distributed in the horizontal direction of the machine body by the divider 18 and guided toward the lifting device 16 . The planted culm is raised by the raising device 16 and the root of the plant is cut by the cutting device 10 .

The combine 13 also includes a grain tank 7 , a grain discharging device 8 , a threshing device 9 , a straw conveying device 11 , and a straw processing section 12 . The grain tank 7 is provided behind the driving cabin 4 and stores grains obtained by the threshing process. Grain discharging device 8 discharges grains in grain tank 7 . The threshing device 9 is provided on the left side of the grain tank 7 and threshes harvested grain culms conveyed by the feed chain FC. The feed chain FC is provided on the left side of the threshing device 9 to hold and convey the base of the harvested grain culms. The discharged straw conveying device 11 is connected to the rear part of the threshing device 9, receives the discharged straw from the feed chain FC, and conveys it toward the rear of the machine body. The waste straw processing unit 12 is provided behind the threshing device 9 and processes the waste straw transported by the waste straw transport device 11 .

[Automatic driving]
Automatic traveling of the combine harvester 13 will be described with reference to FIGS. 3 and 4. FIG. The combine 13 automatically travels along the travel route S1 set in the field. For this purpose, the own vehicle position is required. The vehicle position detection module 80 includes a satellite navigation module 81 and an inertial navigation module 82 . The satellite navigation module 81 receives GNSS (global navigation satellite system) signals (including GPS signals) from artificial satellites GS and outputs positioning data for calculating the position of the vehicle. The inertial navigation module 82 incorporates a gyroscopic accelerometer and a magnetic heading sensor and outputs 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 located at a different location than satellite navigation module 81 .

Prior to automatic travel, the driver manually operates the combine 13, and as shown in FIG. Note that, if possible, harvesting travel may be performed by automatic travel so as to go around along the boundary line of the farm field. Thus, the area that has become the already harvested land (already worked land) is set as the outer peripheral area SA. An area left uncut (unworked) inside the outer peripheral area SA is set as a work target area CA. FIG. 3 shows an example of the peripheral area SA and the work area CA.

When the outer peripheral area SA and the work area CA are set, a travel route S1 in the work area CA is calculated as shown in FIG. The calculated travel route S1 is sequentially set based on the work travel pattern, and the combine harvester 13 automatically travels along the set travel route S1. The travel route S1 is composed of a plurality of travel lines SL1 substantially parallel to an arbitrary side of the field, and a turning travel line R1 connecting the travel lines SL1. Therefore, the automatic travel repeats work travel in which the vehicle travels along the travel line SL1 and turning travel in which it moves between the travel lines SL1 in a predetermined turning pattern. As a turning pattern for turning, the combine 13 can perform turning traveling in various turning patterns, in addition to a U turning pattern in which the direction is changed along a U-shaped turning traveling path as shown in FIG. will be For example, even if the α-turning pattern in which the vehicle changes direction while repeating forward and backward movement, or the switchback turning pattern in which the vehicle turns in the same direction as the U-turning pattern in a narrower area than the U-turning pattern with backward traveling, the vehicle can be turned. good.

[Control system]
Next, the control system of the combine 13 will be described using FIG. 5 while referring to FIG. The control system of the combine 13 includes a control unit 50 consisting of a number of electronic control units called ECUs, and various input/output devices that perform signal communication (data communication) with the control unit 50 through a wiring network such as an in-vehicle LAN. consists of A control unit 50 is a core element of this control system and is shown as a collection of multiple ECUs. A signal from the vehicle position detection module 80 is input to the control unit 50 through the vehicle LAN.

The control unit 50 includes an input processing section 57 and an output processing section 58 as input/output interfaces. The output processing unit 58 is connected to various operating devices 60 via device drivers 65 and transmits control signals to the operating devices 60 . As the action equipment 60, there are a traveling equipment group 67 that is equipment related to traveling and a work equipment group 68 that is equipment related to work. The traveling device group 67 includes, for example, a steering device 69, an engine device, a transmission device, a braking device, and the like. The work equipment group 68 includes power control equipment for the reaping unit 3, the threshing device 9, the grain discharging device 8, and the like.

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, 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 work state sensor group 64 includes sensors for detecting the drive state of the harvesting work devices (reaping unit 3, threshing device 9, grain discharging device 8, etc.), sensors for detecting the state of culms and grains, and the like. .

The travel operation unit 90 is a general term for operation tools that are manually operated by the driver and whose operation signals are input to the control unit 50 . The travel operation unit 90 includes a main gear shift operation tool 91, a steering lever 92, a mode operation tool 93, an automatic start operation tool 94, and the like. In the manual travel mode, by swinging the steering lever 92 from the neutral position to the left and right, the crawler speed of the left crawler mechanism and the crawler speed of the right crawler mechanism are adjusted, and the direction of the body (vehicle body) is changed. be done. In the present invention, operations for changing the direction in which the machine travels are collectively referred to as steering, and not only changing the direction of the wheels, but also adjusting the speed of the left and right crawlers is referred to as steering. The mode operation tool 93 has a function of giving the control unit 50 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 50 a final automatic start command for starting automatic travel. 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, when a situation occurs in which automatic driving is impossible, the control unit 50 forcibly executes a shift from the automatic driving mode to the manual driving mode. Specifically, when the steering lever 92 is operated by a predetermined amount or more during automatic travel, the automatic travel mode is forcibly shifted to the manual travel mode.

The notification device 62 (corresponding to a "warning device") is a device for notifying the driver or the like of the work running state and various warnings, such as a buzzer, lamp, speaker, and display.

The control unit 50 includes a vehicle position calculation unit 55, a vehicle body orientation calculation unit 56, a notification unit 59, a travel control unit 51, a work control unit 52, a travel mode management unit 53, and a travel route setting unit 54 ("route setting unit"). equivalent), and includes a path correction unit 20 . The notification unit 59 generates notification data based on commands and the like from each functional unit of the control unit 50 and gives the notification data to the notification device 62 . The travel route setting unit 54 sequentially selects the travel line SL1 including the turning route that it manages and sets it as the travel route S1. Based on the positioning data sequentially sent from the vehicle position detection module 80, the vehicle position calculation unit 55 calculates the vehicle position, which is the map coordinates (or field coordinates) of the preset reference point of the machine. . In other words, the vehicle position calculator 55 functions as a reference point calculator that calculates the position of the reference point of the aircraft. The vehicle body orientation calculation unit 56 determines the vehicle orientation indicating the orientation of the aircraft in the traveling direction by obtaining the traveling locus in a very short period of time from the vehicle position sequentially calculated by the vehicle position calculation unit 55 . In addition, the vehicle body orientation calculator 56 can also determine the vehicle orientation based on the orientation data included in the output data from the inertial navigation module 82 .

The travel control unit 51 includes a steering control unit 71 , a manual travel control unit 72 and an automatic travel control unit 73 . The traveling control unit 51 has an engine control function, a steering control function, a vehicle speed control function, and the like, and controls traveling by giving control signals to the traveling device group 67 . The work control unit 52 gives control signals to the work equipment group 68 in order to control the movements of the harvesting work devices (the harvesting unit 3, the threshing device 9, the grain discharging device 8, etc.).

The steering control unit 71 determines at least the amount of positional deviation and the amount of azimuth deviation between the target travel route S1 set by the travel route setting unit 54 and the vehicle position calculated by the vehicle position calculation unit 55. Steering control (turning control) is performed so that one becomes smaller. The combine 13 can travel both in automatic operation for automatically traveling harvesting work and in manual operation for manually traveling harvesting work. Therefore, the travel control unit 51 further includes a manual travel control unit 72 and an automatic travel control unit 73 . Note that the automatic driving mode is set for automatic driving, and the manual driving mode is set for manual driving. The driving mode switching is managed by the driving mode management unit 53 .

When the automatic driving mode is set, the automatic driving control unit 73, in cooperation with the steering control unit 71, controls the automatic steering control signal for traveling along the set driving route S1, and the vehicle speed including the stopping of the aircraft. A change control signal is generated to control the traveling equipment group 67 . At that time, the control signal for changing the vehicle speed is generated based on the previously set vehicle speed value.

When the manual driving mode is selected, the manual driving control unit 72 generates a control signal based on the operation by the driver, and controls the driving device group 67 to realize manual driving. The travel route S1 calculated by the travel route setting unit 54 may be used for guidance for the combine 13 to travel along the travel route S1 during manual operation.

As will be described later, the route correction unit 20 corrects the set travel route S1 by satisfying predetermined correction conditions through manual operation or automatic control. For example, the route correction unit 20 corrects the travel route S1 by operating the steering lever 92 as a correction condition.

[Correction of travel route]
Next, correction of the travel route S1 by the route correction unit 20 will be described using FIGS. 6 and 7 while referring to FIGS. 1 and 5. FIG.

A harvester such as the combine 13 generates a travel route S1 for harvesting travel so that the planted grain culm 14 (crop) planted in the field can be appropriately reaped (harvested). For example, planted culms 14 such as rice are planted in rows in a field. By traveling along the traveling route S1 in which the positional relationship between the combine 13 and the row is appropriate, the rice harvesting operation is appropriately performed. Specifically, the combine 13 travels along the travel route S1 so that the divider 18 enters between the rows, so that the rice is properly guided to the cutting device 10 and the harvesting work is performed appropriately. will be

Here, the route along which the combine 13 travels may not match the set travel route S1 due to malfunction or accuracy error of the vehicle position calculation unit 55, the vehicle position detection module 80, or the like. In addition, the position of the planted culm 14 planted in the field may be misaligned, and the harvesting work may not be properly performed even if the work travels along the set travel route S1. An example consistent with the above example is when the divider 18 runs over and hits the row, shedding the grain and reducing the yield. In such a case, it is appropriate to correct the traveling route S1 so as to finely adjust the route on which the combine 13 travels.

Therefore, when the driver feels the need to adjust the travel route S1, the driver operates the steering lever 92 as a route change operation unit to correct the travel route S1. Specifically, when the route correction unit 20 receives a signal via the input processing unit 57 indicating that the steering lever 92 has been operated to satisfy a predetermined correction condition, the route correction unit 20 corrects the travel route S1. to generate a new travel route S2. For example, if the steering lever 92 is operated in the right or left direction in the range of 2° or more and 15° or less (set swing angle) as a correction condition, the route correction unit 20 causes the vehicle to travel in the operated direction. A new travel route S2 is generated by translating the route S1 by 10 cm. The direction of movement is a direction perpendicular to the travel line SL1, so that the travel line SL1 can be moved in parallel so that the start point and the end point are at appropriate positions. At this time, only the current running line SL1 may be translated and set as a new running line SL2, or all the running lines SL1 may be translated by 10 cm to generate a new running line SL2. . Further, along with the correction of the travel line to the travel line SL2, the turn travel line R1 is also corrected to the turn travel line R2, and the travel route S1 is corrected to the travel route S2. After that, the combine 13 travels for reaping work (traveling for harvesting work) on the corrected travel route S2.

As described above, when the suitable reaping work cannot be performed even if the work travels along the travel route S1, the travel route S1 is corrected to the travel route S2 during the work travel. As a result, it becomes possible to travel along the appropriate travel route S2 for work, and the reaping work can be appropriately continued by automatic travel. Further, in many cases, it is possible to perform appropriate work travel by finely adjusting the travel route S1, and appropriate work travel can be performed simply by performing a parallel movement of a predetermined distance, for example, 10 cm. .

Note that the parallel displacement distance is not limited to 10 cm, and any distance can be set. Normally, the displacement of the travel route S1 is eliminated by performing a parallel movement of about 5 cm to 15 cm. In addition, it is appropriate to provide a fixed dead zone in order to prevent erroneous operation as an operation range for the steering lever 92 to satisfy the correction condition. Therefore, the set swing angle is set to 2° or more. This angle is not limited to 2°, but can be set arbitrarily, for example, any value between 0° and 5°. Also, in order to avoid an abnormal situation during automatic traveling, it is appropriate to cancel automatic traveling when the steering lever 92 is operated more than a certain amount. Therefore, an upper limit is set for the set swing angle, and the combine harvester 13 stops when the swing angle exceeds this range. Alternatively, when the operation exceeds the upper limit of the set swing angle, the combine 13 may be stopped and the automatic travel mode may be canceled. Furthermore, when the operation exceeds the upper limit of the set swing angle, the combine 13 may be configured to turn according to the operation direction. This upper limit is not limited to 15 degrees, but can be set arbitrarily, for example, it can be set to any value between 10 degrees and 20 degrees.

[Another embodiment]
(1) Two adjacent running lines SL1 are generated so that harvested areas SA1 where planted stalks have been harvested by the combine 13 running on each running line SL1 for harvesting overlap each other with a width r. be.

As shown in FIG. 8, when the traveling line SL1 adjacent to the traveling line SLR for which harvesting has already finished is moved in parallel away from the traveling line SLR (traveling line SL2), the width of the overlap becomes smaller. Assuming that the translation distance is set to 10 cm, the width r of the overlap is generally sufficiently larger than 10 cm, so the overlapping portion will not disappear. However, if the running line SL1 is deviated due to roughness of the farm field, error in the position of the vehicle, or the like, there is a possibility that the overlapping portion will disappear with a single parallel movement. In addition, if the travel line SL1 is repeatedly moved in parallel a plurality of times in the direction away from the travel line SLR (travel line SL3), the possibility of the overlapping portion disappearing increases. Then, when the overlapping portion is eliminated, gaps are generated between the adjacent harvested areas SA1, and the possibility of uncut planted grain culms is increased. If so, it will be necessary to travel for harvesting the uncut portion later, and the working efficiency will deteriorate.

Therefore, in all the travel lines SL1, the travel lines (SL2, SL3) corrected by the route correction unit 20 after the parallel movement are unidirectional with respect to the travel line SL1 set by the travel route setting unit 54. side (one direction in the field, either left or right in the drawing). In other words, when each travel line SL1 is translated only once, the travel line SL2 is translated in the same direction with respect to each travel line SL1. Further, even if the vehicle is parallel-shifted a plurality of times on the travel line SL1, once it is translated in one direction, it will not be translated in the other direction across the travel line SL1. . As a result, repeated reduction of the overlap width r is suppressed. At this time, when the parallel movement is repeated multiple times on each running line SL1, it is preferable that the parallel movement is performed alternately to the left and right. As a result, the parallel movement in the same direction is not repeated, the width of the overlap is suppressed from being reduced, and the running line SL3 after the second parallel movement is substantially the same as the original running line SL1. The travel lines (SL2, SL3) after the path and the parallel movement are positioned on one side or the same position with respect to the travel line SL1, thereby minimizing the reduction in width of the overlap. Furthermore, the direction of parallel movement (one direction side) may be a direction approaching the harvested area SA1. This suppresses reduction in the width of the overlap.

Also, the direction of the initial parallel movement may be fixed to the left with respect to the left-right direction of the aircraft. In general, the combine 13 performs the harvesting work counterclockwise from the outer circumference side to the inner circumference side of the field, and the already harvested area SA1 exists in the right lateral direction of the machine body. Therefore, in the combine 13, the boarding gate is provided eccentrically on the right side in the lateral direction of the fuselage, and the interval between the leftmost divider 18 and the adjacent divider 18 is wider than the interval between the rightmost divider 18 and the adjacent divider 18.例文帳に追加Therefore, even if the machine body moves in parallel in the left lateral direction and the width r of the overlap with the harvested area SA1 in the right lateral direction of the machine body becomes smaller, the rightmost divider 18 can rake in the planted grain culms. The possibility of being able to do it is high, and the possibility of uncutting is relatively low. If the harvesting work is carried out clockwise, even if the boarding gate is set eccentrically on the left side in the left-right direction of the fuselage and the direction of initial parallel movement is fixed to the right in the left-right direction of the fuselage. good.

(2) In each of the above-described embodiments, the route change operation unit may not use the steering lever 92, and a separate switch, lever, or the like may be provided as the route change operation unit. For example, a lever is provided as a route change operation unit, and when the lever is operated to the left or right, the travel route S1 is translated by a predetermined distance in the operated direction to set the travel route S2. can also Further, a switch is provided as a route change operation unit, and by pressing the switch, the traveling route S1 can be translated to the predetermined right or left by a predetermined distance to set the traveling route S2. . Furthermore, two left and right switches are provided, and when the left switch is pressed, the travel route S1 is translated leftward by a predetermined distance to set the travel route S2, and the right switch is pressed. In this case, the travel route S2 can be set by translating the travel route S1 rightward by a predetermined distance.

With such a configuration, it is possible to correct the travel route S1 with a simpler and more reliable operation, and to continue appropriate work travel in automatic travel.

(3) In each of the above embodiments, the number of times the travel route S1 can be corrected on one travel line SL1 may be limited. For example, the route correction unit 20 performs control so that the traveling route S1 can be corrected only once to the left and right on one traveling line SL1. When the planted grain culms 14 are temporarily disturbed and planted, the travel line SL1 is temporarily corrected, the combine 13 travels along the travel line SL2 for work, and then returns to the original travel line SL1. is sufficient to correct a slight deviation of the travel route S1.

In addition, as a result of repeated parallel movements in the same direction, the distance between the adjacent running lines SL1 may increase, resulting in an uncut portion. By limiting the number of times the travel route S1 can be corrected, it is possible to suppress an excessive increase in the distance between the travel lines SL1 and reduce the possibility of uncut leaves.

Furthermore, in a state where it is necessary to repeat the correction frequently, it is conceivable that some abnormality has occurred in the vehicle position calculation unit 55, the vehicle position detection module 80, or the like. Elimination of this makes it possible to carry out work traveling efficiently. Therefore, it may be effective to limit the number of times the travel route S1 can be corrected.

At this time, if a dedicated switch or the like is provided as a route change operation unit, the traveling line SL1 is moved parallel in one direction by the first operation, and the traveling line SL1 is returned to the original state by the second operation. can be used and is easy to operate.

Further, when the number of times the travel route S1 can be corrected is limited, only the travel line SL1 being traveled may be translated, or all the travel lines SL1 constituting the travel route S1 may be translated. You can let me. Furthermore, it is also possible to adopt a configuration in which which method is to be used can be set separately.

When the planted grain culms 14 are planted in a disordered manner in a part of the field, it is more effective to move only the traveling line SL1 in parallel, and the planted grain culms 14 are shifted from the middle of the field. In such a case, it is more effective to translate all the travel lines SL1 that constitute the travel route S1. In addition, it is also possible to adopt a configuration in which which method is to be used can be separately set, and in this case, optimal correction can be performed according to the state of the planted grain culms 14 .

(4) In each of the above embodiments, when the travel route S1 is corrected, the notification unit 59 may cause the notification device 62 to notify that the travel route S1 will be corrected. For example, the notification unit 59 may cause the notification device 62 to generate an alarm sound. As a result, the driver is alerted when the travel route S1 is corrected, and even if the driver unintended correction of the travel route S1 is made by mistake, the driver immediately notices the fact and performs re-correction. can be dealt with.

In addition, when the number of times that can be corrected is limited, when the route change operation unit is operated within the range of the number of times that can be corrected, and when the route change operation unit is operated after reaching the number of times that can be corrected , the notification unit 59 may be configured to perform control to perform different notifications. For example, when the route change operation unit is operated when correction is possible, one alarm is issued, and when the route change operation unit is operated when correction is not possible, two alarms are issued in succession. can be With such a configuration, the driver can recognize whether or not the travel route S1 is to be corrected, and it becomes easy to continue appropriate work travel.

In addition, when the direction of the initial parallel movement is determined, different alarms are generated depending on whether the route change operation unit is operated in an appropriate direction or in an inappropriate direction. may be notified. As a result, the driver can recognize whether or not an appropriate operation is being performed, making it easier to continue appropriate work travel.

In addition, when the direction of parallel movement is restricted to alternate between left and right, when the second and subsequent parallel movements are performed, the path change operation unit is operated in an appropriate direction and in an inappropriate direction. A different warning may be given when the route change operation unit is operated. As a result, the driver can recognize whether or not an appropriate operation is being performed, making it easier to continue appropriate work travel.

(5) In each of the above embodiments, the correction of the travel route S1 is not limited to being manually performed by operating the route change operation unit, but may be performed automatically. In this case, the machine is provided with a sensor that detects the position of the machine that is actually running with respect to the field conditions, such as a sensor that detects the positional relationship between the planted culms 14 and the combine harvester 13. It is also possible to set the travel route S2 by judging the correction conditions and moving the travel route S1 parallel to the predetermined right or left by a predetermined distance. Alternatively, the direction of deviation can be determined from the detection result of the sensor, and the travel route S2 can be set by translating the travel route S1 in that direction by a predetermined distance. For example, the sensor is a camera or the like capable of photographing a part of the machine and the field, and the photographed image is analyzed by the route correction unit 20 or the like to determine the positional relationship between the state of the field and the machine. As a result, it is possible to continue suitable work traveling more easily.

(6) The planted culms are not limited to rice, but may be crops such as soybeans and corn, and the travel route may be set regardless of rows. For example, the traveling route is set so that the harvesting work can be performed efficiently, taking into consideration the unworked land that remains after the harvesting work in the field. At this time, the harvester performs harvesting work with a certain width (cutting width). A travel route is set so as to have a margin that overlaps the existing work area. During automatic travel, if the margin width is not appropriate or if there is an uncut portion on the already-worked land side, the driver operates the route change operation unit to correct the travel route.

The present invention can be applied not only to a self-threshing combine, but also to a normal combine and other harvesting machines.

3 reaping unit 5 operation unit 13 combine (harvesting machine)
18 divider 20 route corrector 54 traveling route setting unit (route setting unit)
62 notification device (warning device)
73 Automatic travel control unit 92 Steering lever (travel route operation unit)
S1 travel route SL1 travel line

Claims (7)

A harvesting machine having a harvesting section and automatically performing harvesting work traveling,
Either automatic or manual driving can be selectively performed,
a route setting unit that sets a travel route for the harvest work travel;
an automatic travel control unit that controls the harvest work travel along the travel route;
a route correction unit that translates the travel route by a predetermined distance when a predetermined correction condition is satisfied ;
a steering lever that performs a steering operation during manual travel and manually selects a direction in which the travel route is translated from either the left or right direction of the aircraft body ,
With the correction condition that the steering lever is operated by a set swing angle having a predetermined range, the route correction unit translates the traveling route in the direction selected by the steering lever,
When the steering lever is operated at an angle larger than the maximum value of the set swing angle during the automatic travel, the automatic travel control unit stops the machine body. The route setting unit sets the travel route including a travel line along the row direction,
2. The harvester according to claim 1 , wherein the direction of translation is perpendicular to the line of travel. The running route includes a plurality of running lines substantially parallel to any one side of the field,
3. The harvesting according to claim 1 , wherein when the traveling route is translated while traveling on any of the traveling lines, the route correction unit translates all the traveling lines in the same direction by the same distance. machine. After the travel route is set by the route setting unit, when the travel route is translated to one side in the left-right direction by the route correction unit, after that, even if the correction condition is satisfied, the travel route is 4. The harvester according to any one of claims 1 to 3 , wherein the harvester cannot be moved in parallel to the other side in the left-right direction from the position set by the path setting unit. The running route includes a plurality of running lines substantially parallel to any one side of the field,
The route correction unit moves each of the travel lines in parallel to one side in the horizontal direction by the route correction unit during the harvest work travel, and after that, even if the correction condition is satisfied. 4. The harvesting machine according to any one of claims 1 to 3 , wherein the running line, which has been translated to the one side in the left-right direction, cannot be moved further in parallel to the one side in the left-right direction. equipped with a warning device,
When the correction condition is satisfied for the first time in each of the left and right directions on each of the travel lines, the warning device issues a first warning, and the route correction unit performs parallel movement of the travel line,
6. The harvesting machine according to claim 5 , wherein the warning device issues a second warning different from the first warning when the correction condition is satisfied from the second time onward, and the running line is maintained during running. 6. The harvester according to any one of claims 1 to 5 , comprising a warning device for issuing a warning when the travel path is translated.

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