JP7387572B2 - agricultural machinery - Google Patents

Description

The present invention relates to an agricultural machine.

For example, the agricultural machine disclosed in Patent Document 1 is equipped with a positioning unit that can acquire position information of the machine using a navigation satellite, and the agricultural machine travels along the reference direction calculated during the first teaching run. Then, steering control is performed by the steering control section.

Japanese Patent Application Publication No. 2019-097503

In the agricultural machine disclosed in Patent Document 1, steering control is performed along one reference direction. Depending on the type of agricultural machine, the farm machine may not only travel along one direction of the field, but may also travel along multiple directions depending on the shape of the field. For this reason, it is desirable to be able to flexibly use a plurality of reference orientations depending on the traveling state of the aircraft.

An object of the present invention is to provide an agricultural machine capable of automatic steering control along a plurality of directions depending on the shape of a field, etc.

The agricultural machine according to the present invention includes a machine body having a steerable traveling device, a machine position calculation section that calculates the machine position using satellite positioning, and a storage section that can store a plurality of reference directions for working travel. , a selection unit that selects one of the plurality of reference orientations; and a selection unit that selects one of the plurality of reference orientations, and the traveling device based on the aircraft position so as to follow the reference orientation or a travel target line set based on the reference orientation. a steering control unit that automatically controls the steering of the aircraft, and an aircraft orientation calculation unit that calculates the orientation of the aircraft, the plurality of reference orientations each having a different orientation are stored in the storage unit, and the The selection unit is characterized in that, from among the plurality of reference orientations, the reference orientation closest to the calculated orientation of the aircraft is selected from the storage unit.

According to the present invention, the storage section stores a plurality of reference orientations, and the selection section can select one of the plurality of reference orientations. Therefore, a configuration is possible in which multiple reference orientations can be used flexibly depending on the traveling state of the aircraft, and the steering control unit steers the traveling gear according to the reference orientation selected from among the multiple reference orientations. Can be controlled. That is, the selection unit selects a necessary reference orientation from a plurality of reference orientations, and the steering control unit can perform steering control based on the selected reference orientation. Further, according to the present invention, the orientation of the aircraft is calculated by the aircraft orientation calculation section, and a reference orientation suitable for the orientation of the aircraft is automatically selected. Therefore, compared to a configuration in which the reference orientation is not selected based on the orientation of the aircraft, there is no need for the passenger or the like to take the trouble to select the reference orientation, and the selection of the reference orientation becomes smooth. As a result, an agricultural machine capable of automatic steering control along a plurality of directions depending on the shape of the field, etc. is realized.

In the present invention, there is provided a reference orientation calculation unit that calculates the reference orientation based on a plurality of aircraft positions calculated while traveling in a field , and a setting switch for setting the reference orientation, and a setting switch for setting the reference orientation. The azimuth calculation unit is configured to locate two points in an outer peripheral area of the field between a first point, which is the position of the aircraft at the timing when the setting switch was operated, and a second point , which is the position of the aircraft at the timing when the setting switch was operated. A first reference orientation is calculated as one of the plurality of reference orientations based on the aircraft position calculated at each of the first point and the second point during point-to-point travel, and a first reference orientation is calculated as one of the plurality of reference orientations. After traveling between the two points, a position of the aircraft in the outer circumferential area that is different from either the first point or the second point, and which is the position of the aircraft at the timing when the setting switch was operated. Based on the aircraft position calculated at each of the third point and the fourth point while traveling between the three points and a fourth point, which is the position of the aircraft at the timing when the setting switch was operated. Preferably, the second reference orientation is calculated as one of the plurality of reference orientations.

With this configuration, each of the first reference orientation and the second reference orientation is calculated by repeating two-point travel for each different area in the outer peripheral area of the field. Therefore, it is possible to calculate a plurality of reference directions, for example, in the process of traveling around the outer peripheral area of a field.

In the present invention, a reference azimuth calculation unit is provided that calculates the reference azimuth based on the plurality of aircraft positions calculated while traveling in the field, and the reference azimuth calculation unit calculates a predetermined orientation from the calculated reference azimuth. Preferably, the reference orientation is configured to be able to calculate the reference orientation that is shifted by the orientation.

With this configuration, it is possible to calculate a new reference orientation having a different orientation based on the already calculated reference orientation. Therefore, it is possible to save the effort of driving the aircraft to calculate the reference orientation, and it becomes easy to calculate a plurality of reference orientations.

In the present invention, it is preferable that the predetermined orientation is 90 degrees.

Since the shape of the field is often rectangular, this configuration facilitates calculation of the reference orientation along the rectangular shape of the field.

In the present invention, a steering operation tool for controlling travel during manual travel based on a human operation, and a direction deviation setting section that is separate from the steering operation tool and capable of setting a direction deviation amount based on the human operation are provided. Preferably, the predetermined orientation is the orientation deviation amount set by the human operation.

With this configuration, for example, the rider or administrator of the agricultural machine operates the azimuth deviation setting unit to set the desired azimuth deviation amount, and the reference azimuth is deviated by the desired azimuth from the calculated reference azimuth. It becomes possible to calculate

In the present invention, a reference azimuth calculation unit is provided that calculates the reference azimuth based on a plurality of the aircraft positions calculated while traveling in the field, and the reference azimuth calculation unit is configured to perform a It is preferable to calculate the plurality of reference directions along a direction in which at least one side of the outer periphery of the field extends based on the body position calculated during the round trip.

With this configuration, a plurality of reference directions are calculated in the process of traveling around the outer peripheral area of the field, so the reference directions can be easily calculated without placing any burden on the rider of the agricultural machine. Moreover, since the reference direction is along the direction in which at least one side of the outer periphery of the field extends, a configuration in which the travel target line extends along the one side is possible. As a result, the steering control by the steering control section is performed along that one side, and suitable work traveling is realized.

In the present invention, the steering control unit determines that a predetermined condition is satisfied and that the aircraft has traveled straight for a predetermined distance or a predetermined time along the reference direction selected by the selection unit. In this case, it is preferable that the traveling device be automatically steered and controlled.

When the operator of the agricultural machine manually steers the machine and the steering control unit starts steering control, the steering control unit can stabilize the machine by simply fine-tuning the amount of steering of the traveling gear. steering control can be performed. With this configuration, the steering control by the steering control unit is started after the aircraft has traveled straight for a predetermined distance or for a predetermined time along the reference orientation, so that stable straight travel is possible. Furthermore, with this configuration, the steering control by the steering control section is started when the predetermined condition is satisfied, so the steering control is performed under appropriate conditions.

In the present invention, it is preferable that the predetermined condition includes that a clutch for transmitting power to the working device is in an engaged state. Further, in the present invention, it is preferable that the predetermined condition includes that the working device is located at the working position.

With this configuration, work traveling based on automatic steering control is performed under appropriate conditions.

In the present invention, it is preferable that an azimuth display section capable of displaying an azimuth indicator indicating the reference azimuth selected by the selection section is provided.

With this configuration, the rider or manager of the agricultural machine can easily grasp the reference orientation selected by the selection unit from among the plurality of reference orientations on the orientation display unit.

In the present invention, the azimuth display unit may display the azimuth indicator in a manner in which the steering of the traveling device is artificially controlled and a case in which the steering of the traveling device is automatically controlled. It is preferable to change it.

With this configuration, the rider or manager of the agricultural machine can easily understand whether or not the steering control unit is performing steering control based on the display mode of the azimuth index.

FIG. 2 is an overall side view of the agricultural machine. FIG. 2 is a functional block diagram showing a control system of the agricultural machine. FIG. 3 is a flowchart regarding calculation of a reference orientation. FIG. 2 is a plan view of a farm field showing a reference direction calculated by one circumference mowing run of the machine body. FIG. 3 is a flowchart regarding automatic steering control. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 2 is a plan view of a field showing automatic steering control of the aircraft based on a reference orientation. FIG. 3 is a flowchart showing a routine for determining whether to start automatic steering control. It is a figure showing a direction indicator. It is a figure showing a direction indicator. It is a figure showing a direction indicator. It is a figure showing a direction indicator.

An embodiment of a combine harvester as an example of an agricultural machine according to the present invention will be described below based on the drawings. In this embodiment, when defining the longitudinal direction of the machine body 1, it is defined along the direction of movement of the machine body in the working state. When defining the left and right directions of the aircraft 1, the left and right are defined as viewed in the forward direction of the aircraft.

[Basic configuration of a combine harvester, which is an example of agricultural machinery]
As shown in FIG. 1, a conventional combine harvester includes a machine body 1, a pair of steerable left and right crawler-type traveling devices 11, a riding section 12, a threshing device 13, a grain tank 14, and a harvesting device. A device 15, a conveyance device 16, and a grain discharge device 18 are provided.

The traveling device 11 is provided at the lower part of the combine harvester. The traveling device 11 has a pair of left and right crawler traveling mechanisms, and the combine harvester can travel in the field using the traveling device 11. Although not shown, the traveling device 11 includes a main transmission that is a hydrostatic continuously variable transmission and a sub-transmission that is a gear switching type. Note that the sub-transmission device is configured to be able to change gears between a moving (non-working) gear and a working traveling gear which is lower than the moving gear. The riding section 12, the threshing device 13, and the grain tank 14 are provided above the traveling device 11, and are configured as the upper part of the machine body 1. At least one of a combine harvester rider and a supervisor who monitors the work of the combine harvester can board the boarding section 12. Normally, the person serves as both a passenger and a supervisor. Note that when the passenger and the supervisor are different people, the supervisor may monitor the work of the combine harvester from outside the combine harvester. A driving engine (not shown) is provided below the riding section 12. The grain discharge device 18 is connected to the rear lower part of the grain tank 14.

The harvesting device 15 harvests crops in the field. The combine harvester is capable of traveling while harvesting crops in the field with the harvesting device 15 and traveling with the traveling device 11. The conveying device 16 is provided adjacent to the rear side of the harvesting device 15. The harvesting device 15 and the conveyance device 16 are supported by the front part of the machine body 1 so as to be able to rise and fall by expanding and contracting the harvesting device cylinder 15A. The threshing device 13 and the harvesting device 15 are the "working devices" of the present invention.

The crops harvested by the harvesting device 15 are conveyed to the threshing device 13 by the conveying device 16, and are threshed by the threshing device 13. Grain as a harvest obtained by the threshing process is stored in a grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by a grain discharge device 18 as necessary. The grain discharge device 18 is configured to be swingable around a vertical axis at the rear of the machine body. In other words, there is a discharge state in which the free end of the grain discharging device 18 extends outward from the machine body 1 to allow the crop to be discharged, and a discharge state in which the free end of the grain discharging device 18 is within the width of the machine body 1. The grain discharging device 18 is configured to be able to switch between the stored state and the stored state.

A satellite positioning module 80 is provided on the ceiling of the boarding section 12. The satellite positioning module 80 receives a GNSS (Global Navigation Satellite System; for example, GPS, QZSS, Galileo, GLONASS, BeiDou, etc.) signal from an artificial satellite GS, and acquires the vehicle position.

In addition to the satellite positioning module 80, the aircraft 1 is equipped with an inertial measurement module 81 (see FIG. 2) having, for example, an IMU (internal measurement unit) as a direction detection means for detecting the running direction of the aircraft 1. There is. The inertial measurement module 81 may include a gyro sensor or an acceleration sensor. The inertial measurement module 81 is capable of detecting the angular velocity of the turning angle of the aircraft 1. Although not described in detail, the inertial measurement module 81 is capable of measuring, in addition to the angular velocity of the turning angle of the aircraft body 1, the angular velocity of the horizontal inclination angle of the aircraft body 1, the angular velocity of the longitudinal inclination angle of the aircraft body 1, and the like. Note that the satellite positioning module 80 and the inertial measurement module 81 may be integrally configured.

[Control unit configuration]
The control unit 30 shown in FIG. 2 is a core element of the control system of the combine, and is shown as a collection of a plurality of ECUs. The control unit 30 is configured to be able to switch between an automatic steering mode in which automatic steering control is executed and a manual steering mode in which automatic steering control is not executed. "Automatic steering control" refers to setting a linear target travel line C, which will be described later, based on a predetermined direction, and controlling the travel device 11 so that the aircraft 1 travels along the target travel line C. means. The control unit 30 calculates a reference orientation B as the predetermined orientation. Further, the control unit 30 is configured to be able to communicate with the touch panel screen terminal VT.

The reference orientation B is the orientation in which the aircraft 1 should travel straight on the ground during automatic steering control, and is managed, for example, as an angular value with reference to either east, west, north, or south. In this embodiment, the aircraft 1 can run in both directions along the reference direction B: one direction and a direction 180 degrees opposite to the one direction. In this case, it is sufficient that the reference orientation B is managed as an angular value within a range of 180° based on either north, south, east, or west, but in a configuration in which the reference orientation B is managed as an angular value within a 360° range. It may be. Alternatively, the reference orientation B may be managed as a vector value.

The "reference orientation" in the present invention is the orientation in which the aircraft 1 should travel straight on the ground during automatic steering control. In the present invention, the aircraft 1 can run in both directions along the reference direction B, in one direction and in a direction 180° opposite to the one direction, but only in one direction along the reference direction B. The present invention also includes a configuration in which the aircraft body 1 travels at the same time.

The control unit 30 includes an aircraft position calculation section 31, an aircraft orientation calculation section 32, a reference orientation calculation section 33, a storage section 34, a selection section 35, a line setting section 36, a steering control section 37, and a condition A determination unit 38 is provided. Signals from the satellite positioning module 80, inertial measurement module 81, starting point setting switch 21A, and ending point setting switch 21B are input to the control unit 30. Although not shown, signals from a vehicle speed sensor, an engine torque sensor, an obstacle detection sensor, etc. are also input to the control unit 30.

The aircraft position calculation unit 31 calculates the position coordinates of the aircraft 1 over time based on the positioning data output by the satellite positioning module 80. That is, the aircraft position calculation unit 31 calculates the aircraft position using satellite positioning. The calculated positional coordinates of the aircraft 1 over time are sent to the aircraft orientation calculation unit 32 and the steering control unit 37.

The aircraft azimuth calculation unit 32 can calculate the traveling azimuth change angle of the aircraft 1 by integrating the angular velocity detected by the inertial measurement module 81. Furthermore, the aircraft orientation calculation unit 32 can calculate the running speed and the running orientation of the aircraft body 1 by time-differentiating the position coordinates of the aircraft body 1 calculated over time. That is, the aircraft azimuth calculation unit 32 determines the running orientation of the aircraft 1 based on at least one of the position coordinates of the aircraft 1 calculated over time by the aircraft position calculation unit 31 and the angular velocity output by the inertial measurement module 81. Calculate. The traveling orientation of the aircraft 1 calculated by the aircraft orientation calculation unit 32 is sent to the selection unit 35 and the steering control unit 37. Note that the aircraft heading calculation unit 32 may calculate the traveling heading of the aircraft 1 based on, for example, an electronic compass or the like.

A setting switch 21 for setting the reference orientation B is provided. The setting switch 21 is an icon button displayed on a touch panel screen terminal VT (for example, a touch-operable screen such as a liquid crystal screen or an OLED screen) provided in the boarding section 12, and is used to set the starting point position. It has a start point setting switch 21A and an end point setting switch 21B for setting the end point position.

The start point setting switch 21A can be operated in the manual steering mode, and when the aircraft 1 travels in this state and the start point setting switch 21A is operated, the position Aa of the aircraft 1 at this timing is used to calculate the reference direction. The information is sent to Department 33. The position Aa is calculated by the aircraft position calculation unit 31 at the timing when the start point setting switch 21A is operated. Note that at the time when the start point setting switch 21A is operated, the end point setting switch 21B cannot be operated.

After the passenger operates the start point setting switch 21A, when the aircraft 1 continues to travel and moves away from the position Aa by a preset distance or more, the end point setting switch 21B can be operated. Note that while the aircraft 1 is traveling after the passenger operates the start point setting switch 21A, the start point setting switch 21A may be operable, or the start point setting switch 21A may be inoperable. When the starting point setting switch 21A is operable, when the passenger operates the starting point setting switch 21A again, the position Aa of the aircraft 1 at this timing may be sent to the reference azimuth calculation unit 33 again. If the starting point setting switch 21A is inoperable, a button for erasing the memory of the position Aa and canceling the setting of the reference orientation B may be displayed in place of the starting point setting switch 21A.

When the end point setting switch 21B is operated, the position Ab of the aircraft 1 at this timing is sent to the reference direction calculation section 33. The position Ab is calculated by the aircraft position calculation unit 31 at the timing when the end point setting switch 21B is operated. Then, based on the positions Aa and Ab, a reference orientation B for work travel is calculated by the reference orientation calculation unit 33, and the calculated reference orientation B is stored in the storage unit 34. That is, the reference azimuth calculation unit 33 calculates the reference azimuth B based on a plurality of body positions calculated while traveling in the field. Furthermore, the storage unit 34 is configured to be able to store a plurality of reference orientations B for traveling during work. Note that the storage unit 34 is not limited to storing the reference orientation B, and may be configured to store, for example, the positions Aa and Ab.

Further, the control unit 30 is connected to an azimuth deviation setting section 39, and the azimuth deviation setting section 39 is configured to be able to set the azimuth deviation amount ΔB based on a human operation. The azimuth deviation setting section 39 is, for example, an icon button displayed on a touch panel screen terminal VT provided in the boarding section 12, but it may also be a dial-type switch or a lever. The reference azimuth calculation unit 33 is configured to be able to calculate another reference azimuth B that is shifted by a "predetermined azimuth" from the already calculated reference azimuth B. The "predetermined orientation" is the orientation deviation amount ΔB set by human operation.

The selection unit 35 selects one of the plurality of reference orientations B. First, the selection unit 35 acquires the running direction of the aircraft 1 from the aircraft heading calculation unit 32 . Then, the selection unit 35 selects the reference orientation B closest to the traveling orientation of the aircraft 1 from among the plurality of reference orientations B stored in the storage unit 34 .

The condition determining unit 38 receives signals from, for example, the main shift lever 22, the sub-shift switch 23, the reaping and threshing lever 24, the elevation detection unit 25, the threshing clutch 26, and the reaping clutch 27, and performs automatic steering based on these signals. It is configured to be able to determine "predetermined conditions" for control. The determination result of the condition determining section 38 is sent to the line setting section 36. Details of the processing by the condition determining unit 38 will be described later in [Regarding Start Determination Routine]. The main speed change lever 22, the auxiliary speed change switch 23, the reaping and threshing lever 24, the elevation detecting section 25, the threshing clutch 26, and the reaping clutch 27 will also be described in detail later in [Regarding the start determination routine].

The line setting unit 36 always acquires the latest position coordinates of the aircraft 1 calculated by the aircraft position calculation unit 31. The line setting section 36 also acquires the determination result from the condition determination section 38. Then, if the determination result allows automatic steering control, the line setting unit 36 selects the standard selected by the storage unit 34 from the left and right center of the harvesting device 15 based on the latest position coordinates. A driving target line C extending forward along direction B is constantly calculated. When the control unit 30 is switched to the automatic steering mode, the line setting unit 36 fixes (sets) the target travel line C calculated at that time as the target travel line C on which the aircraft 1 should travel.
This set driving target line C is fixed until the automatic steering mode is canceled. The travel target line C extends from the aircraft body 1 toward the front of the aircraft body, and is parallel to the reference orientation B selected by the storage unit 34. That is, the line setting unit 36 sets the travel target line C based on the selected reference direction B. During the automatic steering mode, when the passenger operates a steering lever (not shown) or operates the main shift lever 22 to the stop position, the control unit 30 switches from the automatic steering mode to the manual steering mode. Can be switched. When the control unit 30 is switched from the automatic steering mode to the manual steering mode, the line setting section 36 cancels the setting of the travel target line C. Note that the line setting section 36 may be configured to calculate and set the travel target line C when the control unit 30 is switched to the automatic steering mode.

The steering control unit 37 can calculate the amount of positional deviation of the aircraft 1 in the lateral direction of the aircraft with respect to the target travel line C. Further, the steering control unit 37 can calculate the angular deviation, that is, the azimuth deviation, between the traveling direction of the aircraft 1 and the reference azimuth B selected by the storage unit 34. When the control unit 30 is set to the automatic steering mode, the steering control section 37 adjusts the direction of the aircraft based on the aircraft position information from the aircraft position calculation section 31 and the azimuth information from the aircraft orientation calculation section 32. The traveling device 11 is controlled so that the vehicle 1 travels along the travel target line C.

[About calculating the reference direction]
When performing harvesting work in a field, first, a rider (or a supervisor, the same applies hereinafter) manually operates the combine harvester and harvests the harvester along the outer periphery of the field, that is, along the ridges. Harvest while mowing the surrounding area (an example of work driving). This peripheral mowing travel area becomes a turning space for the machine body 1 when the combine harvests crops in the inner field area (for example, the work target area CA in FIGS. 12 and 13) while reciprocating in a later process. For this reason, it is desirable that the turning space be wide. For this reason, the rider drives the combine two to three times around the outer circumferential area of the field, securing an area for mowing around two to three times the harvesting width of the combine as a turning space.

The calculation of the reference direction B is performed together with the peripheral mowing drive in the outer peripheral area of the field. FIG. 3 shows a flowchart of the order of calculation of the reference orientation B. First, the end point setting switch 21B is automatically switched to an inoperable state (step #01).

In this embodiment, the start point setting switch 21A and the end point setting switch 21B are icon buttons of the touch panel screen terminal VT. The inoperable state of the end point setting switch 21B is, for example, a state in which the icon button of the end point setting switch 21B is not displayed on the touch panel screen terminal VT (including graying out of the icon button), or a state in which the icon button of the end point setting switch 21B is not displayed on the touch panel screen terminal VT. Even if displayed on the touch panel screen terminal VT, the operation by the passenger etc. may not be reflected.

When the rider moves the combine harvester to the edge of the field and starts going straight (or substantially straight) along the edge of the field, the rider operates the start point setting switch 21A (step #02). Note that in this embodiment, "operation" includes icon operations of the start point setting switch 21A and the end point setting switch 21B, which are icon buttons.

When the start point setting switch 21A is operated (step #02: Yes), the position Aa is stored as the position coordinates of the aircraft 1 (step #03). The position Aa is the position coordinate of the aircraft 1 calculated by the aircraft position calculation unit 31 at the timing when the start point setting switch 21A is operated. Then, the rider performs work travel while driving the combine straight (or approximately straight) along one side of the ridge of the field. During this time, the reference azimuth calculation unit 33 determines whether the aircraft 1 has moved away from the position Aa by a preset distance or more (step #04). The "preset distance" is, for example, 5 meters from the position Aa.

If the aircraft 1 is not away from the position Aa by a preset distance or more (step #04: No), the process of step #09 is performed. Step #09 is a process of switching the end point setting switch 21B to an inoperable state when the end point setting switch 21B is in an operable state. That is, unless the aircraft 1 is away from the position Aa by a preset distance or more (step #04: No), the end point setting switch 21B remains inoperable, and the passenger cannot operate the end point setting switch 21B.

If the aircraft 1 is away from position Aa by a preset distance or more (step #04: Yes), the end point setting switch 21B is switched to the operable state (step #05). If the end point setting switch 21B is already in the operable state, the operable state of the end point setting switch 21B is maintained. Then, it is determined whether the end point setting switch 21B has been operated (step #06). If the end point setting switch 21B is not operated (step #06: No), the processes of steps #04 to #05 are repeated. At this time, if the machine body 1 does not move further than a preset distance from position Aa due to factors such as the combine harvester traveling backwards (step #04: No), the end point setting switch 21B is switched to the inoperable state again. (Step #09).

When the end point setting switch 21B is operated (step #06: Yes), the position Ab is stored as the position coordinates of the aircraft 1 (step #07). The position Ab is the position coordinate of the aircraft 1 calculated by the aircraft position calculation unit 31 at the timing when the end point setting switch 21B is operated. In this way, the operator travels while working while moving the combine straight (or almost straight) along one side of the ridge of the field, and by operating the start point setting switch 21A and the end point setting switch 21B, positions Aa, Ab are set. is obtained.

When the positions Aa and Ab are acquired, the reference azimuth calculation unit 33 calculates the reference azimuth B as the azimuth of a straight line connecting the two points of the positions Aa and Ab (step #08). That is, the reference azimuth calculation unit 33 calculates, as the reference azimuth B, the azimuth of a straight line connecting the two aircraft positions calculated by the aircraft position calculation unit 31. Further, in step #08, the reference orientation calculation unit 33 stores the calculated reference orientation B in the storage unit 34. This completes the calculation process of the reference orientation B.

The reference orientation calculation unit 33 is configured to be able to obtain a plurality of reference orientations B by repeatedly performing the processes from step #01 to step #08 described above. For example, a rider moves the combine harvester to another ridge in the field, operates the start point setting switch 21A, and runs the combine straight (or almost straight) along one side of the other ridge while working. Then, the end point setting switch 21B is operated. At this time, the reference orientation calculation unit 33 performs the processes from step #01 to step #08 again, and calculates another reference orientation B.

In the example shown in FIG. 4, one circumference mowing run is performed along the edge of the field, and a plurality of reference orientations B1, B2, B3, and B4 are calculated by the reference orientation calculation unit 33, and the storage unit 34 , a plurality of reference orientations B1, B2, B3, and B4, each having a different orientation, are stored. A reference orientation B1 is calculated based on the positions A1 and A2, a reference orientation B2 is calculated based on the positions A3 and A4, a reference orientation B3 is calculated based on the positions A5 and A6, and a reference orientation B3 is calculated based on the positions A7 and A8. Direction B4 has been calculated. Positions A1, A3, A5, and A7 are positions Aa (see FIGS. 2 and 3) at the timing when the start point setting switch 21A was operated, and positions A2, A4, A6, and A8 are at the timing when the end point setting switch 21B was operated. This is the position Ab at the timing (see FIGS. 2 and 3). That is, the reference azimuth calculation unit 33 calculates the reference azimuth B based on the body position calculated during lap running in the outer peripheral area of the field. At this time, the reference direction calculation unit 33 calculates a plurality of reference directions B along the direction extending around the outer periphery of the field. In other words, the reference azimuth calculation unit 33 calculates a plurality of reference azimuths B along the azimuth extending around the outer periphery of the field, based on the aircraft position calculated during circular travel by human operation in the outer periphery of the field.

Position A1 is the "first point" of the present invention, and position A2 is the "second point" of the present invention. Further, the reference orientation B1 is the "first reference orientation" of the present invention. That is, the reference azimuth calculation unit 33 calculates a plurality of reference azimuths B based on the body position calculated at each of the positions A1 and A2 during point-to-point travel between the positions A1 and A2 in the outer peripheral area of the field. As one example, a reference orientation B1 is calculated.

Position A3 is the "third point" of the present invention, and position A4 is the "fourth point" of the present invention. Further, the reference orientation B2 is the "second reference orientation" of the present invention. That is, after traveling between positions A1 and A2, the reference direction calculation unit 33 travels between two points, A3 and A4, which are different from both positions A1 and A2 in the outer circumferential area, and then travels between positions A3 and A4. A reference orientation B2 is calculated as one of the plurality of reference orientations B based on the aircraft positions calculated respectively with A4.

In this embodiment, as shown in FIG. 4, the reference orientation B1 is calculated based on the positions A1 and A2, and the reference orientation B2 is calculated based on the positions A3 and A4, but the invention is not limited to this embodiment. . For example, even if the azimuth deviation amount ΔB of 90 degrees is set by a manual operation of the azimuth deviation setting unit 39, the reference azimuth calculation unit 33 calculates the reference azimuth B2 that is 90 degrees deviated from the already calculated reference azimuth B1. good. In other words, when the reference orientation B1 is calculated based on the positions A1 and A2, the reference orientation B2, which is 90 degrees deviated from the reference orientation B1, can be calculated without performing point-to-point travel to the positions A3 and A4. It may be configured to be automatically calculated.

[About automatic steering control]
After the reference orientation B is stored in the storage unit 34 and before automatic steering control, a determination process as shown in FIG. 5 is performed in accordance with a human operation. First, the position of the aircraft 1 calculated by the aircraft position calculation unit 31 is stored as a position Pa (step #11). Subsequently, it is determined whether predetermined conditions for automatic steering control are satisfied (step #12). Whether or not predetermined conditions for automatic steering control are met is determined by a start determination routine shown in FIG. 14. This start determination routine is a subroutine called in the process of step #12, and is processed by the condition determination unit 38. If the predetermined conditions for automatic steering control are satisfied, the start determination routine returns a Yes return value to step #12. Further, if the predetermined condition for automatic steering control is not satisfied, the start determination routine returns a No return value to step #12. The start determination routine shown in FIG. 14 will be described later in "Start Determination Routine".

When a return value of No is returned to step #12 from the start determination routine (step #12: No), the processes of steps #11 to #12 are repeated and the position Pa continues to be updated. When a return value of Yes is returned to step #12 from the start determination routine (step #12: Yes), the selection unit 35 acquires the traveling direction of the aircraft 1 from the aircraft direction calculation unit 32 (step #13). Then, the selection unit 35 selects the reference orientation B closest to the traveling orientation of the aircraft body 1 from among the plurality of reference orientations B (step #14). In the example shown in FIG. 6, since the traveling direction of the aircraft 1 is along the reference direction B1, the selection unit 35 selects the reference direction B1 from among the plurality of reference directions B. Then, the line setting unit 36 (or selection unit 35) calculates the difference Δθ between the traveling direction of the aircraft 1 and the reference direction B (step #15), and calculates the difference Δθ within a preset threshold (for example, within 5 degrees). ) (step #16).

If the difference Δθ is larger than the preset threshold (step #16: No), the processes of steps #11 to #15 are repeated and the position Pa continues to be updated. At this time, there may be a case where the same reference orientation B is repeatedly selected in step #14, but in this case, the selection by the selection unit 35 is retained. Additionally, if the aircraft 1 turns during this time and the reference orientation B closest to the traveling orientation of the aircraft 1 becomes another reference orientation B, the selection unit 35 selects the other reference orientation B.

If the difference Δθ is within the preset threshold (step #16: Yes), the line setting unit 36 determines whether the aircraft position has moved beyond the preset distance from the position Pa stored in step #11. Determination is made (step #17). If the determination in step #17 is No, the processes in steps #12 to #17 are repeated. At this time, the process of step #11 is not performed and the position Pa is not updated. When the aircraft 1 moves forward in this state, the distance between the aircraft position and the position Pa stored in step #11 increases. Then, when the determination in step #17 becomes Yes, the control unit 30 shifts to automatic steering mode, and automatic steering control is performed by the steering control section 37 (step #18).

As can be understood from the above description, the steering control unit 37 controls the steering control unit 37 so that the aircraft 1 moves straight over a predetermined distance along the reference direction B selected by the selection unit 35 when the predetermined conditions are satisfied. If it is determined that the steering device 11 has been automatically steered, the steering device 11 becomes automatically steerable.

When the control unit 30 shifts to the automatic steering mode, the line setting section 36 sets a straight target travel line C parallel to the reference direction B in front of the aircraft 1. After the transition to the automatic steering mode, the position information of the aircraft 1 is calculated over time by the aircraft position calculation unit 31, and the relative azimuth change angle is calculated over time by the aircraft orientation calculation unit 32. Then, the steering control unit 37 calculates the amount of positional deviation of the aircraft 1 in the lateral direction with respect to the travel target line C and the azimuth deviation angle between the reference orientation B and the travel orientation of the aircraft 1. The traveling device 11 is controlled to travel along the target line C.

As described above, the area of the circumference mowing drive is used as a turning space for the combine harvester in the subsequent process, so the circumference mowing drive of the combine is performed over two to three laps. In this embodiment, a plurality of reference orientations B are calculated by performing one circumference mowing run along the outer periphery of the field (see FIG. 4), and each of the reference orientations B is stored in the storage unit 34. . Therefore, each of these reference orientations B can be used for the second and subsequent rounds of mowing.

In FIG. 6, circumferential mowing travel is performed adjacent to the mowing marks at positions A1 and A2. At this time, the selection unit 35 selects the reference orientation B1 closest to the travel orientation of the aircraft 1, and the line setting unit 36 creates a straight target travel line C1 parallel to the reference orientation B1 in front of the travel orientation of the aircraft 1. generate. Then, automatic steering control is performed along the travel target line C1 in a region D1 that spans the cutting width of the combine.

In FIG. 7, peripheral mowing travel is performed adjacent to the mowing marks at positions A3 and A4. At this time, the selection unit 35 selects the reference orientation B2 closest to the travel orientation of the aircraft 1, and the line setting unit 36 creates a straight target travel line C2 parallel to the reference orientation B2 in front of the travel orientation of the aircraft 1. generate. Then, automatic steering control is performed along the travel target line C2 in a region D2 that spans the cutting width of the combine.

In FIG. 8, circumferential mowing travel is performed adjacent to the mowing marks at positions A5 and A6. At this time, the selection unit 35 selects the reference orientation B3 closest to the travel orientation of the aircraft 1, and the line setting unit 36 creates a straight target travel line C3 parallel to the reference orientation B3 in front of the travel orientation of the aircraft 1. generate. Then, automatic steering control is performed along the travel target line C3 in a region D3 spanning the cutting width of the combine.

In FIG. 9, circumferential mowing travel is being performed adjacent to the mowing marks between positions A6 and A7, and the traveling direction of the machine body 1 is the same as or similar to the reference direction B1. Therefore, the selection unit 35 selects the reference orientation B1, and the line setting unit 36 generates a straight target travel line C4 parallel to the reference orientation B1 in the forward direction of the aircraft 1. Then, automatic steering control is performed along the travel target line C4 in a region D4 spanning the cutting width of the combine.

In FIG. 10, circumferential mowing travel is being performed adjacent to the mowing marks spanning positions A6 and A7, and the traveling direction of the machine body 1 is the same as or similar to the reference direction B2. Therefore, the selection unit 35 selects the reference orientation B2, and the line setting unit 36 generates a straight target travel line C5 parallel to the reference orientation B2 in the forward direction of the aircraft 1. Then, automatic steering control is performed along the travel target line C5 in a region D5 spanning the cutting width of the combine.

In FIG. 11, surrounding mowing travel is performed adjacent to the mowing marks at positions A7 and A8. At this time, the selection unit 35 selects the reference orientation B4 closest to the travel orientation of the aircraft 1, and the line setting unit 36 creates a straight target travel line C6 parallel to the reference orientation B4 in front of the travel orientation of the aircraft 1. generate. Then, automatic steering control is performed along the travel target line C6 in a region D6 that spans the cutting width of the combine.

When the perimeter mowing travel of the combine is completed, as shown in FIGS. 12 and 13, the combine harvests the crops while reciprocating in the work area CA left inside the work area due to the perimeter mowing travel. In the work target area CA, a reaping run in which crops are harvested while moving forward along the travel target line C, and a 180° (or approximately 180°) direction change in the outer peripheral area outside the work target area CA are repeated. . Thereby, the combine harvests crops so as to cover the entire work area CA. At this time, the traveling direction of the aircraft 1 is the same as or similar to the reference direction B1. Therefore, the selection unit 35 selects the reference orientation B1, and the line setting unit 36 generates linear travel target lines C7, C8, etc. parallel to the reference orientation B1 in the forward direction of the aircraft 1. As a result, in the reciprocating travel shown in FIG. 12, for example, automatic steering control is performed along the travel target line C7 in a region D7 spanning the cutting width of the combine. Further, for example, in the intermediate driving shown in FIG. 13, automatic steering control is performed along the driving target line C8 in a region D8 spanning the cutting width of the combine. That is, the line setting unit 36 sets the target travel line C in the work target area CA based on the reference orientation B calculated during circular travel in the outer peripheral area. In the example shown in FIGS. 12 and 13, the surrounding mowing drive is performed so that the work target area CA becomes a scalene polygon along the shape of the field, but if the work target area CA is a rectangle, The surrounding mowing drive may be performed so that the following occurs. Automatic steering control is performed during reciprocating travel after the combine harvester has mowed the surrounding area, thereby reducing the burden on the rider.

In this way, the selection unit 35 selects one of the plurality of reference orientations B based on the calculated travel orientation of the aircraft 1, and the line setting unit 36 selects the travel target based on the selected reference orientation B. Set line C.

[About the start determination routine]
The start determination routine processed by the condition determination unit 38 will be described below with reference to FIGS. 2 and 14. When the start determination routine is started by calling step #12 in FIG. 14, first, the process of step #21 is executed. In step #21, the condition determination unit 38 acquires information indicating the operating position of the main shift lever 22 shown in FIG.

The main shift lever 22 is configured to be swingable in the front-rear direction. The range of motion of the main shift lever 22 is divided into three operating positions: a forward operating position FP, a neutral position NP, and a reverse operating position RP. Then, by operating the main shift lever 22, the shift state of the main transmission of the traveling device 11 changes. When the main shift lever 22 is located at the neutral position NP, the main transmission is in a neutral state and the traveling device 11 is not driven to travel. The more the main shift lever 22 falls from the neutral position NP to the side where the forward operating position FP is located, the faster the traveling device 11 travels forward. The more the main shift lever 22 falls from the neutral position NP to the side where the reverse operation position RP is located, the faster the traveling device 11 travels backward. A signal from a sensor that detects the swing angle of the main shift lever 22 is input to the condition determining section 38, and the condition determining section 38 determines whether the main shift lever 22 is located at the forward operating position FP. .

If the main shift lever 22 is not located at the forward operating position FP, a negative determination is made in step #21, and a return value of No is returned to step #12. Further, when the main shift lever 22 is located at the forward operating position FP, the determination in step #21 is Yes, and the process moves to step #22.

The condition determination unit 38 is configured to receive an operation signal of the sub-shift switch 23 shown in FIG. The sub-shift switch 23 is provided on the main shift lever 22. Each time the sub-shift switch 23 is operated, the shift state of the sub-transmission device (not shown) is alternately switched between working travel (low speed state) and non-working travel (high speed state). A signal from a sensor that detects the state of the sub-shift switch 23 is input to the condition determining section 38 . The condition determination unit 38 is configured to be able to determine whether the shift state of the auxiliary shift switch 23 is for work traveling or for non-work.

In step #22, it is determined whether the state of the sub-shift switch 23 is for work traveling. More specifically, it is determined whether the auxiliary transmission is in a low speed state. If the auxiliary transmission is not in a low speed state, a negative determination is made in step #22, and a return value of No is returned to step #12. Further, if the sub-transmission device is in a low speed state, the determination in step #22 is Yes, and the process moves to step #23.

In step #23, the condition determination unit 38 acquires information indicating whether a FIX solution (known technique) necessary for RTK-GPS positioning has been obtained from the aircraft position calculation unit 31 shown in FIG. 2. Then, based on the acquired information, it is determined whether the positioning state of the aircraft position is higher than a predetermined accuracy. More specifically, the condition determining unit 38 determines whether a FIX solution is obtained in RTK-GPS positioning by the satellite positioning module 80 and the aircraft position calculating unit 31.

If a FIX solution is not obtained in the RTK-GPS positioning performed by the satellite positioning module 80 and the aircraft position calculation unit 31, the determination in step #23 is No, and a return value of No is returned to step #12. Further, if a FIX solution is obtained in RTK-GPS positioning by the satellite positioning module 80 and the aircraft position calculation unit 31, the determination in step #23 is Yes, and the process moves to step #24.

In step #24, the condition determining unit 38 acquires information indicating the operating position of the reaping and threshing lever 24 shown in FIG. 2. The reaping and threshing lever 24 is provided on the riding section 12. The reaping and threshing lever 24 is configured to be swingable in the front and rear directions. The reaping and threshing lever 24 is configured to be able to selectively switch its operating position between a first operating position M1, a second operating position M2, and a third operating position M3. By operating the reaping and threshing lever 24, the on/off states of the threshing clutch 26 and the reaping clutch 27 change. A signal from a sensor that detects the swing angle of the reaping and threshing lever 24 is input to the condition determining section 38. The condition determining unit 38 is configured to be able to determine whether the operating position of the reaping and threshing lever 24 is the first operating position M1, the second operating position M2, or the third operating position M3.

When the operating position of the reaping and threshing lever 24 is the first operating position M1, the threshing clutch 26 and the reaping clutch 27 are both in the engaged state. In this state, power from the engine is transmitted to the threshing device 13 and then to the harvesting device 15 via the reaping clutch 27. Thereby, the threshing device 13 and the harvesting device 15 operate.

When the operating position of the reaping and threshing lever 24 is the second operating position M2, the threshing clutch 26 is in the engaged state and the reaping clutch 27 is in the disengaged state. In this state, power from the engine is transmitted to the threshing device 13 and not to the reaping clutch 27. As a result, the threshing device 13 operates and the harvesting device 15 does not operate.

When the operating position of the reaping and threshing lever 24 is the third operating position M3, the threshing clutch 26 and the reaping clutch 27 are both in a disengaged state. In this state, power from the engine is not transmitted to either the threshing device 13 or the reaping clutch 27. At this time, the threshing device 13 and the harvesting device 15 do not operate.

Then, the condition determining unit 38 determines whether or not the threshing clutch 26 is in the on state based on the acquired information. When the operation position of the reaping and threshing lever 24 is the third operation position M3, a negative determination is made in step #24, and a return value of No is returned to step #12. Moreover, when the operation position of the reaping and threshing lever 24 is the first operation position M1 or the second operation position M2, it is determined as Yes in step #24, and the process moves to step #25.

Further, the condition determining unit 38 determines whether the reaping clutch 27 is in the on state based on the acquired information (step #25). When the operating position of the reaping and threshing lever 24 is the second operating position M2 or the third operating position M3, a negative determination is made in step #25, and a return value of No is returned to step #12. Moreover, when the operating position of the reaping and threshing lever 24 is the first operating position M1, it is determined as Yes in step #25, and the process moves to step #26.

In step #26, it is determined whether the harvesting device 15 shown in FIG. 1 is located at the working position. In addition, in this embodiment, the fact that the amount of descent of the harvesting device 15 from the highest position is equal to or greater than a predetermined value corresponds to the harvesting device 15 being located at the working position. Here, as shown in FIG. 2, the combine harvester body 1 includes a lift detection section 25. The elevation detection unit 25 detects the expansion and contraction state of the harvesting device cylinder 15A. The detection result by the elevation detection section 25 is sent to the condition determination section 38. Then, the condition determination unit 38 determines whether the harvesting device 15 is located at the working position based on the detection result by the elevation detection unit 25.

If the harvesting device 15 is not located at the working position, a negative determination is made in step #26, and a return value of No is returned to step #12. Moreover, when the harvesting device 15 is located at the working position, it is determined as Yes in step #26. If the determination in step #26 is Yes, it is determined that a predetermined condition for automatic steering control is satisfied, and a return value of Yes is returned to step #12.

As understood from the above description, in this embodiment, the above-mentioned "predetermined conditions" for automatic steering control include a determination of Yes in all of steps #21 to #26. It is. However, the present invention is not limited to this, and some of steps #21 to #26 may not be provided.

That is, the above-mentioned "predetermined conditions" for the automatic steering control include that the main shift lever 22 is located at the forward operating position FP, that the sub-transmission is in the work shift state, and that the aircraft The positioning state is at a predetermined accuracy or higher, the clutch for transmitting power to the threshing device 13 is in the engaged state, and the clutch for transmitting power to the harvesting device 15 is in the engaged state. and that the harvesting device 15 is in a working position.

[About the screen display of the reference direction and driving target line]
While the processing of steps #11 to #17 in FIG. 5 is being performed, the selected reference orientation B and the combine harvester (agricultural machine) are displayed on the touch panel screen terminal VT provided in the boarding section 12 ( (See FIGS. 16 and 17). Direction indicators RL1 and RL2 of the reference direction B and the combine are displayed on the touch panel screen terminal VT so that the combine is tilted according to the difference Δθ (see FIGS. 5, 16, and 17). The orientation indicators RL1 and RL2 are lines indicating the reference orientation B selected by the selection unit 35. Therefore, the passenger can easily adjust the traveling direction of the aircraft 1 to the reference direction B while checking the touch panel screen terminal VT before starting the automatic steering control.

In the examples shown in FIGS. 15 to 18, the surrounding mowing travel is performed along the reference direction B1, and then the surrounding mowing travel is performed along the reference direction B2. Azimuth indicators GL1 and GL2 shown in FIGS. 15 and 18 are lines indicating the travel target line C set by the line setting section 36. In this embodiment, the touch panel screen terminal VT is a "direction display section" that can display direction indicators GL1, GL2, RL1, and RL2. Note that in the examples shown in FIGS. 15 to 18, the direction indicators GL1, GL2, RL1, and RL2 are displayed as if the combine was rotating without rotating on the screen of the touch panel screen terminal VT; Alternatively, the orientation indicators GL1, GL2, RL1, and RL2 may be rotated instead. In other words, each of the azimuth indicators GL1, GL2, RL1, RL2 of the reference azimuth B and the combine are adjusted so that one of the azimuth indicators GL1, GL2, RL1, RL2 of the reference azimuth B and the combine is tilted according to the difference Δθ. It may also be displayed on a touch panel screen terminal VT.

In the examples shown in FIGS. 15 to 18, a reference orientation B1 and a reference orientation B2 shifted by 90 degrees from the reference orientation B1 are set. Therefore, if the difference Δθ between the reference orientation B1 and the orientation of the aircraft 1 is within 45 degrees (half an angle of 90 degrees), the selection unit 35 selects the reference orientation B1. Further, if the difference Δθ between the reference orientation B1 and the orientation of the aircraft 1 is larger than 45 degrees, the selection unit 35 selects the reference orientation B2. That is, the selection unit 35 selects the reference orientation B closest to the orientation of the aircraft 1 from among the plurality of reference orientations B, based on the orientation of the aircraft 1 calculated by the aircraft orientation calculation unit 32.

FIG. 15 shows a state in which crops in an unharvested area (area where crops are not harvested in the field) are harvested by the harvesting device 15 while automatic steering control is performed along the reference direction B1. A direction indicator GL1 of the target travel line C is displayed on the touch panel screen terminal VT, and automatic steering control is performed so that the aircraft 1 follows the target travel line C. A working area D having a width spanning the working width of the combine harvester is displayed on the touch panel screen terminal VT as an area where crops are harvested with automatic steering control. The work area D is displayed on the touch panel screen terminal VT as a travel trajectory of the combine harvester under automatic steering control.

FIG. 16 shows a state in which the control unit 30 shifts from the automatic steering mode to the manual steering mode after the combine has cut through the uncut area, and the machine makes a 90 degree turn to the left in the already cut area. There is. In FIG. 16, the difference Δθ between the reference orientation B1 and the orientation of the aircraft 1 is within 45 degrees. In other words, the difference Δθ between the reference orientation B1 and the orientation of the aircraft 1 is smaller than the difference (90 degrees−Δθ) between the reference orientation B2 and the orientation of the aircraft 1. Therefore, the reference orientation B1 is selected in the processing of steps #13 and #14 in FIG. 5, and as shown in FIG. 16, the orientation index RL1 of the reference orientation B1 is displayed on the touch panel screen terminal VT.

FIG. 17 shows a state in which the aircraft 1 is turning further to the left than in the case shown in FIG. 16. In FIG. 17, the difference Δθ between the reference orientation B1 and the orientation of the aircraft 1 is greater than 45 degrees. In other words, the difference Δθ between the reference orientation B1 and the orientation of the aircraft 1 is larger than the difference (90−Δθ) between the reference orientation B2 and the orientation of the aircraft 1. Therefore, the reference orientation B2 is selected in the processing of steps #13 and #14 in FIG. 5, and as shown in FIG. 17, the orientation index RL2 of the reference orientation B2 is displayed on the touch panel screen terminal VT.

Note that a plurality of azimuth lines parallel to the reference azimuth B, that is, azimuth lines parallel to the azimuth index RL1 or the azimuth index RL2, may be displayed on the touch panel screen terminal VT at intervals of the working width of the combine harvester. The positional relationship between the combine harvester and the combine harvester may be displayed on the touch panel screen terminal VT. In this case, it becomes easier for the passenger to adjust the position in the lateral direction of the aircraft body as a reference when performing, for example, intermediate traveling. Note that, if the running direction of the aircraft body 1 does not match the reference direction B, the running direction of the aircraft body 1 may be automatically corrected so that the running direction of the aircraft body 1 follows the reference direction B.

FIG. 18 shows a state in which the machine body 1 has completed a 90-degree turn and crops in an uncut area are harvested by the harvesting device 15 while automatic steering control is performed along the reference direction B2. When the control unit 30 shifts to the automatic steering mode in step #18 of FIG. is displayed extending in front of the Furthermore, when work travel with automatic steering control is performed along the travel target line C, a work area D having a width spanning the work width of the combine harvester is displayed on the touch panel screen terminal VT.

In the examples shown in FIGS. 15 to 18, the azimuth indicators GL1 and GL2 are displayed when the control unit 30 is in the automatic steering mode, and the azimuth indicators RL1 and RL2 are displayed when the control unit 30 is in the manual steering mode. Is displayed. In the examples shown in FIGS. 15 to 18, the orientation indicators GL1 and GL2 are shown as solid lines, and the orientation indicators RL1 and RL2 are shown as broken lines. The orientation indicators GL1, GL2 and the orientation indicators RL1, RL2 may be displayed in different colors. In other words, the touch panel screen terminal VT serving as the "direction display section" can display the direction when the traveling device 11 is under artificial steering control and when the traveling device 11 is automatically under steering control. The display mode of indicators GL1, GL2, RL1, and RL2 is changed.

The work area D is displayed on the touch panel screen terminal VT as having a width spanning the work width of the combine harvester. The working width may be input by the passenger or may be obtained via an external network. In addition, an extra width that overlaps a laterally adjacent cut area or an uncut area, a so-called overlap margin, may be taken into consideration in this working width. At this time, the overlap margin may be input by the passenger or may be obtained via an external network. A work area D along the travel target line C with a width spanning the work width of the combine is displayed on the touch panel screen terminal VT, and the lateral deviation and azimuth deviation of the combine with respect to the travel target line C are displayed on the touch panel screen terminal VT. Ru. Also, in the reciprocating travel shown in FIGS. 12 and 13, for example, regions D7 and D8 may be displayed on the touch panel screen terminal VT as a working region D with a width spanning the working width of the combine harvester.

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

(1) In the embodiment described above, the steering control unit 37 controls the traveling device 11 based on the aircraft position information from the aircraft position calculation unit 31 and the orientation information from the aircraft orientation calculation unit 32. It is not limited to this embodiment. The steering control unit 37 may control the traveling device 11 based on the aircraft position information from the aircraft position calculation unit 31, or may control the traveling device 11 based on the azimuth information from the aircraft orientation calculation unit 32. Also good. The steering control unit 37 may automatically control the steering of the traveling device 11 along the reference direction B based on the aircraft position. Further, the steering control unit 37 may automatically control the steering of the traveling device 11 based on the aircraft position so as to follow the traveling target line C set based on the reference direction B. When the steering control section 37 automatically controls the steering of the traveling device 11 so as to follow the reference direction B, the configuration may be such that the line setting section 36 is not provided. Alternatively, the line setting section 36 and the steering control section 37 may be integrally configured.

(2) In the above embodiment, as shown in FIG. 4, the reference orientation B1 is calculated based on the positions A1 and A2, and the reference orientation B2 is calculated based on the positions A3 and A4. Not limited to form. In the example shown in FIG. 4, the configuration may be such that when the reference orientation B1 is calculated based on the positions A1 and A2, the reference orientations B2 and B3, which are shifted by a predetermined orientation, are automatically calculated. At this time, the amount of misdirection may be set manually or automatically.

(3) In the above-described embodiment, when the start point setting switch 21A is operated, the position Aa is stored, when the end point setting switch 21B is operated, the position Ab is stored, and the reference direction calculation unit 33 stores the position Aa and Ab. Although the reference orientation B is calculated based on this, the present invention is not limited to this embodiment. For example, when the aircraft 1 moves straight (or substantially straight, the same applies hereinafter) along the outer periphery of the field, the reference orientation B may be automatically calculated based on the straight section. For example, in FIG. 4, the reference heading B1 is automatically calculated when the aircraft 1 moves straight across positions A1 and A2, and the reference heading B2 is automatically calculated when the aircraft 1 moves straight across positions A3 and A4. Also good. Alternatively, the reference orientation B3 may be automatically calculated by the aircraft 1 moving straight across positions A5 and A6, and the reference orientation B4 may be calculated when the aircraft 1 moves straight across positions A7 and A8. In addition, the reference direction B does not need to be automatically calculated based on all the straight sections along the outer periphery of the field, but the reference direction B is automatically calculated based on the straight section along at least one side of the outer periphery of the field. It may be a configuration in which the calculation is performed as follows. That is, the reference orientation calculation unit 33 calculates a plurality of reference orientations B along the direction in which at least one side of the outer periphery of the field extends, based on the aircraft position calculated during a circumference run by human operation in the outer peripheral area of the field. You can also calculate it.

(4) In the embodiment described above, in FIG. 4, position A1 is the "first point" of the present invention, position A2 is the "second point" of the present invention, and reference direction B1 is the "first point" of the present invention. Although this is the "first reference orientation", it is not limited to this embodiment. Further, position A3 is the "third point" of the present invention, position A4 is the "fourth point" of the present invention, and reference direction B2 is the "second reference direction" of the present invention. It is not limited to the embodiment. For example, position A3 may be the "first point" of the present invention, and position A4 may be the "second point" of the present invention. In this case, the reference orientation B2 is the "first reference orientation" of the present invention. Further, position A5 may be the "third point" of the present invention, and position A6 may be the "fourth point" of the present invention. In this case, the reference orientation B3 is the "second reference orientation" of the present invention. Furthermore, position A7 may be the "third point" of the present invention, and position A8 may be the "fourth point" of the present invention. In this case, the reference orientation B4 is the "second reference orientation" of the present invention.

(5) In the above-described embodiment, the aircraft orientation calculation unit 32 that calculates the traveling orientation of the aircraft 1 is provided, and the selection unit 35 selects one of the plurality of reference orientations B based on the calculated traveling orientation of the aircraft 1. Although one is selected, it is not limited to this embodiment. If necessary, the selection unit 35 may select the reference orientation B based on a manual operation, or may select the reference orientation B based on reception from an external network.

(6) In the embodiment described above, the reference azimuth calculation unit 33 is provided that calculates the reference azimuth B based on the plurality of aircraft positions calculated while traveling in the field, but the present invention is not limited to this embodiment. For example, the configuration may be such that the reference azimuth calculation unit 33 is not provided. In this case, a configuration may be adopted in which a plurality of reference orientations B are received from an external network and stored in the storage unit 34.

(7) The "aircraft position calculation unit" of the present invention may be one in which the aircraft position calculation unit 31 and the satellite positioning module 80 are integrally configured. Alternatively, the aircraft orientation calculation unit 32 may be configured to calculate the traveling orientation of the aircraft body 1 based on position information from at least one of the aircraft position calculation unit 31 and the satellite positioning module 80.

(8) In the above-described embodiment, the aircraft 1 can travel in both directions along the reference direction B, in one direction and in a direction 180° opposite to the one direction. A unidirectional configuration in which the body 1 can travel only in one direction may be used. In this case, when automatic travel control is performed in a direction opposite to the one direction, another reference orientation B having information on a direction 180° opposite to the one direction may be stored in the storage unit 34. Then, the selection unit 35 may select the other reference orientation B when automatic steering control is performed to move straight in a direction 180° opposite to the one direction.

(9) In the above embodiment, as shown in FIG. 5, the steering control unit 37 starts automatic steering control when the aircraft 1 moves away from the position Pa by a predetermined distance or more. It is not limited to the embodiment. For example, the steering control unit 37 may start automatic steering control when the difference Δθ continues to be within a preset threshold for a predetermined period of time. In other words, when the steering control unit 37 determines that the predetermined conditions are satisfied and the aircraft 1 has proceeded straight for a predetermined distance or a predetermined time along the reference direction B selected by the selection unit 35 , the configuration may be such that the traveling device 11 can be automatically steered.

(10) The "working device" of the present invention may be one of the threshing device 13 and the harvesting device 15.

(11) In the above-described embodiment, the line setting section 36 acquires the determination result from the condition determination section 38, but the present invention is not limited to this embodiment. For example, the configuration may be such that the condition determination unit 38 is not provided, and the line setting unit 36 may be configured such that the line setting unit 36 does not acquire determination results from the condition determination unit 38. Further, the line setting section 36 and the condition determining section 38 may be integrally configured.

(12) A configuration may be adopted in which the azimuth shift setting unit 39 shown in the above-described embodiments is not provided. In this case, the reference orientation calculation unit 33 may be configured to calculate a reference orientation B that is 90 degrees (a fixed value that cannot be changed) from the already calculated reference orientation B. In other words, the reference azimuth calculation unit 33 may be configured to calculate a reference azimuth B that is deviated from the already calculated reference azimuth B by a preset value.

(13) Although not shown in the start determination routine shown in FIG. 14, even if the determination of whether predetermined conditions for automatic steering control are satisfied includes, for example, manual operation of a push button switch. good. Furthermore, before shifting to the automatic steering mode in step #18 in FIG. The configuration may be such that the automatic steering mode is entered in step #18.

(14) In step #12 of FIG. 5, it is determined whether a predetermined condition for automatic steering control is satisfied based on the start determination routine shown in FIG. 14, but this is limited to this embodiment. Not done. After the position of the aircraft 1 is stored as the position Pa in step #11 of FIG. 5, the running direction of the aircraft 1 may be acquired in step #13 without performing the process of step #12.

(15) The above-mentioned control unit 30 may be a hardware circuit configured by, for example, ASIC or FPGA, or may be a software program executed by a computer. Further, the control unit 30 may be configured by a combination of such hardware and software.

Note that the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with configurations disclosed in other embodiments as long as no contradiction occurs. Further, the embodiments disclosed in this specification are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the purpose of the present invention.

The present invention can be applied to agricultural machinery such as self-retracting combine harvesters, rice transplanters, direct seeding machines, tractors, and management machines in addition to ordinary combines.

1: Airframe 11: Traveling device 13: Threshing device (work device)
15: Harvesting device (work device)
26: Threshing clutch (clutch)
27: Reaping clutch (clutch)
31: Aircraft position calculation unit 32: Aircraft orientation calculation unit 33: Reference orientation calculation unit 34: Storage unit 35: Selection unit 37: Steering control unit Aa: Position (first point, third point)
Ab: Position (second point, fourth point)
A1: Location (first point)
A2: Location (second location)
A3: Location (third point)
A4: Location (fourth point)
A5: Position A6: Position A7: Position A8: Position B: Reference direction B1: Reference direction (first reference direction)
B2: Reference direction (second reference direction)
B3: Reference direction B4: Reference direction ΔB: Direction deviation amount (predetermined direction)
C: Driving target line C1: Driving target line C2: Driving target line C3: Driving target line C4: Driving target line C5: Driving target line C6: Driving target line C7: Driving target line C8: Driving target line GL1: Direction indicator GL2 : Direction index RL1 : Direction index RL2 : Direction index VT : Touch panel screen (direction display section)

Claims (11)

an aircraft body having a steerable traveling device;
an aircraft position calculation unit that calculates the aircraft position using satellite positioning;
a memory unit capable of storing multiple reference directions for work driving;
a selection unit that selects one of the plurality of reference orientations;
a steering control unit that automatically controls the steering of the traveling device based on the aircraft position so as to follow the reference orientation or a travel target line set based on the reference orientation;
an aircraft orientation calculation unit that calculates the orientation of the aircraft ,
The plurality of reference orientations having different orientations are stored in the storage unit,
The selection unit is an agricultural working machine that selects the reference orientation closest to the calculated orientation of the aircraft body from the storage unit, from among the plurality of reference orientations. a reference orientation calculation unit that calculates the reference orientation based on the plurality of aircraft positions calculated while traveling in the field ;
A setting switch for setting the reference orientation,
The reference orientation calculation unit is configured to determine a first point, which is the position of the aircraft at the timing when the setting switch was operated, and a second point , which is the position of the aircraft at the timing when the setting switch was operated, in an outer peripheral area of the field. A first reference orientation is calculated as one of the plurality of reference orientations based on the aircraft position calculated at each of the first point and the second point during the two-point run, and the first reference orientation is calculated at the first point and the second point. After traveling to the second point, the position of the aircraft is different from either the first point or the second point in the outer peripheral area, and the position of the aircraft is at the timing when the setting switch is operated. The aircraft position calculated at each of the third point and the fourth point by traveling between the two points between a certain third point and a fourth point that is the position of the aircraft at the timing when the setting switch was operated. The agricultural machine according to claim 1, wherein the second reference orientation is calculated as one of the plurality of reference orientations based on the following. a reference orientation calculation unit that calculates the reference orientation based on the plurality of aircraft positions calculated while traveling in the field;
The agricultural machine according to claim 1 or 2, wherein the reference azimuth calculation unit is configured to be able to calculate the reference azimuth that is shifted by a predetermined azimuth from the calculated reference azimuth. The agricultural machine according to claim 3, wherein the predetermined direction is 90 degrees. A steering operation tool that controls travel during manual travel based on human operation;
Separate from the steering operation tool, an azimuth deviation setting unit capable of setting an azimuth deviation amount based on a human operation is provided,
The agricultural machine according to claim 3, wherein the predetermined orientation is the orientation deviation amount set by the human operation. a reference orientation calculation unit that calculates the reference orientation based on the plurality of aircraft positions calculated while traveling in the field;
The reference orientation calculation unit calculates the plurality of reference orientations along a direction in which at least one side of the outer periphery of the field extends, based on the aircraft position calculated during a circumference run by human operation in the outer periphery of the field. The agricultural machine according to any one of claims 1 to 5. When the steering control unit determines that a predetermined condition is satisfied and that the aircraft has traveled straight for a predetermined distance or a predetermined time along the reference direction selected by the selection unit, the steering control unit The agricultural machine according to any one of claims 1 to 6, in which the traveling device can be automatically steered and controlled. The agricultural machine according to claim 7 , wherein the predetermined condition includes that a clutch for transmitting power to the working device is in an engaged state. The agricultural machine according to claim 7 or 8 , wherein the predetermined condition includes that the working device is located at a working position. The agricultural machine according to any one of claims 1 to 9 , further comprising an azimuth display section capable of displaying an azimuth indicator indicating the reference azimuth selected by the selection section. The azimuth display unit changes the display mode of the azimuth index depending on whether the traveling device is under artificial steering control or when the traveling device is automatically under steering control. 10. Agricultural machine according to item 10 .

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