JP7433186B2 - agricultural machinery - Google Patents

Description

The present invention relates to an agricultural machine equipped with a steering operation tool for steering.

As the above agricultural machine, for example, the one described in Patent Document 1 is already known. This agricultural machine ("rice transplanter" in Patent Document 1) can run in the first mode ("Automatic straight mode" in Patent Document 1) and in the second mode ("Manual mode" in Patent Document 1). It is configured to be able to run.

In running in the first mode, this agricultural machine performs automatic steering running. Furthermore, when traveling in the second mode, this agricultural machine travels by manual steering.

JP 2017-136015 Publication

The agricultural machine described in Patent Document 1 calculates a travel route based on the determined reference orientation. Then, automatic steering travel is performed along this travel route.

Here, in order to determine the reference direction prior to automatic steering driving, the operator needs to register two points by operating a first registration button and a second registration button. A reference orientation is determined based on the positions of these two points.

If such an operation for determining the reference orientation is performed while the agricultural machine is running in a non-working state, it tends to take a relatively long time to complete the work. Therefore, it is conceivable to perform an operation for determining the reference direction while the agricultural machine is running in a working state.

However, a relatively large amount of labor is required by performing an operation for driving the agricultural machine in a working state and at the same time performing an operation for determining the reference direction.

An object of the present invention is to provide an agricultural machine that can reduce the labor required for determining a reference direction.

The features of the present invention include a steering operation tool for steering, a travel control unit that controls travel of an aircraft having a travel device, and a control mode of the travel control unit that is switched between a first mode and a second mode. a mode switching section; and an azimuth determination section that determines a reference azimuth for automatic steering; when the control mode of the travel control section is the first mode, the travel control section selects the reference azimuth; , the traveling of the aircraft is controlled based on the travel route calculated based on the reference orientation, and when the control mode of the travel control unit is the second mode, the aircraft is controlled to operate the steering operation tool. a straight-ahead determination unit that determines whether the aircraft has traveled straight for a predetermined distance or a predetermined time when the control mode of the travel control unit is the second mode; is, when the straight-ahead determination unit determines that the aircraft has gone straight for the predetermined distance or for the predetermined time, the reference orientation is determined based on the direction of the straight-ahead flight for the predetermined distance or for the predetermined time; and the mode switching section determines that the mode switching section starts the traveling mode if a predetermined start condition is satisfied and the straight-ahead determination section determines that the aircraft has gone straight for the predetermined distance or the predetermined time. The control mode of the control unit is configured to automatically switch to the first mode, and the control mode of the travel control unit is not switched to the first mode if the start condition is not satisfied. It consists in being composed of

According to the present invention, when the operator manually steers the aircraft to move the aircraft straight for a predetermined distance or for a predetermined time, the reference orientation is automatically determined based on the direction of the straight flight for the predetermined distance or for a predetermined time. It will be decided on.

That is, according to the present invention, the operator does not need to operate a dedicated button or the like in order to determine the reference orientation.

Therefore, according to the present invention, it is possible to realize an agricultural machine that can reduce the labor required for determining the reference direction.
Further, according to this configuration, when a predetermined starting condition is met, the reference direction is automatically determined by the operator manually steering the aircraft to move the aircraft straight for a predetermined distance or for a predetermined time. At the same time, the control mode of the travel control section is automatically switched from the second mode to the first mode.

Therefore, when switching the control mode from the second mode to the first mode, the operator does not need to operate a dedicated button or the like for switching the control mode. This can reduce the effort required to switch from manual steering to automatic steering.

Moreover, according to this configuration, switching to the first mode is prevented if the predetermined starting condition is not met. Therefore, by appropriately setting the start conditions, it is possible to realize a configuration in which switching to the first mode is prevented when the state of the aircraft is not suitable for automatic steering travel.

Furthermore, in the present invention, the start conditions include that the main gear shift operation tool is located at the forward operating position, that the sub-transmission device is in the work gear shift state, and that the positioning state of the aircraft position is at a predetermined height. It is preferable that at least one of the following is included: the condition is in the accuracy state, the clutch for transmitting power to the working device is in the engaged state, and the working device is in the working position. be.

According to this configuration, when the state of the aircraft is suitable for automatic steering driving, the control mode is switched to the first mode, and when the aircraft state is not suitable for automatic steering driving, the control mode is switched to the first mode. Switching will be blocked.

Thereby, it is possible to avoid a situation in which running in the first mode is executed when the state of the aircraft is not suitable for automatically steered running.

The main transmission operating tool must be in the forward operation position, the auxiliary transmission must be in the working transmission state, the positioning state of the aircraft position must be in a predetermined high-accuracy state, and A clutch for transmitting power is in an engaged state, and a working device is in a working position, each of which is a specific example of a state of the aircraft body suitable for automatic steering travel.

Furthermore, in the present invention, the mode switching section changes the control mode of the traveling control section to the second mode when a predetermined release condition is satisfied when the control mode of the traveling control section is the first mode. mode, and the release conditions include the main transmission operating tool being operated to an operating position other than the forward operating position, the auxiliary transmission being no longer in the work shifting state, and the aircraft position. positioning state is no longer in a predetermined high-accuracy state, the clutch for transmitting power to the working device is disengaged, the working device is moved to a non-working position, the working device is moved to a non-working position Preferably, at least one of the following operations is performed: and the steering operation tool is operated.

According to this configuration, when the aircraft becomes in a state unsuitable for automatic steering travel, or when an operation indicating the operator's intention to perform manual steering travel is performed, the first mode is switched to the second mode. It will switch automatically.

This makes it possible to avoid a situation in which the aircraft continues to run in the first mode even though it is in a state that is not suitable for automatic steering. In addition, if an operation indicating the operator's intention to perform manual steering driving is performed while driving in the first mode, the control mode can be switched to the second mode without requiring any special operation to switch the control mode. It is possible to realize a configuration in which switching to is automatically performed.

Furthermore, if the main gear shift operating tool is operated to an operating position other than the forward operating position, if the sub-transmission device is no longer in the shift state for work, if the positioning state of the aircraft position is no longer in the predetermined high precision state, The clutch for transmitting power to the equipment is disengaged, the working equipment is moved to a non-working position, an operation is performed to move the working equipment to a non-working position, and a steering operation tool is operated. This is a specific example of the aircraft becoming in a state unsuitable for automatic steering travel, or an operation indicating the operator's intention to perform manual steering travel, respectively.

Furthermore, in the present invention, a harvesting device for harvesting agricultural products in a field, a harvest tank for storing the crops harvested by the harvesting device, and an operation for discharging the crops from the harvest tank by being operated. an ejection operation tool for performing an ejection operation, and the mode switching section is configured to select the mode switching section when a predetermined release condition is satisfied when the control mode of the travel control section is the first mode. It is configured to switch the control mode of the travel control unit to the second mode, and it is preferable that the release condition includes operating the ejection operating tool.

If the operator operates the ejection operating tool while the vehicle is traveling in the first mode, it is considered that the operator does not wish to continue automatic steering travel.

Here, according to the above configuration, when the operator operates the discharge operating tool while the vehicle is traveling in the first mode, the control mode is automatically switched from the first mode to the second mode. As a result, automatic steering driving ends and manual steering driving starts.

That is, according to the above configuration, it is possible to realize a configuration in which automatic steering travel is terminated in accordance with the operator's intention when the discharge operating tool is operated.

Furthermore, in the present invention, it is preferable that the vehicle includes a notification section that provides notification when the control mode of the traveling control section is switched from the second mode to the first mode.

According to this configuration, when the control mode is switched from the second mode to the first mode, the operator can reliably understand this fact. Thereby, after the control mode is switched from the second mode to the first mode, it is easy to avoid a situation where the operator operates the steering operating tool without noticing this.

Furthermore, the present invention is characterized in that it includes a steering operation tool for steering, a travel control unit that controls travel of an aircraft having a travel device, and a control mode of the travel control unit that is set between a first mode and a second mode. a mode switching section that switches between the two modes, and a direction determining section that determines a reference direction for automatic steering, and when the control mode of the drive control section is the first mode, the drive control section selects the reference direction. or, when the travel of the aircraft is controlled based on a travel route calculated based on the reference orientation, and the control mode of the travel control unit is the second mode, the aircraft is The aircraft travels in response to an operation, and when the control mode of the travel control unit is the second mode, the aircraft includes a straight-line determination unit that determines whether the aircraft has traveled straight for a predetermined distance or for a predetermined time, When the straight-ahead determination unit determines that the aircraft has gone straight for the predetermined distance or for the predetermined time, the determination unit determines the direction of the straight-ahead travel for the predetermined distance or for the predetermined time. The recommended route calculation unit includes a work device that determines a reference direction and performs work in the field, a recommended route calculation unit that calculates a recommended travel route in the field, and a display unit that displays the machine position and the recommended travel route. The third part is to calculate the recommended travel route so that the unworked area of the field approaches a rectangle as the machine travels along the recommended travel route.

According to this configuration, as the operator moves the machine along the recommended travel route displayed on the display unit, the unworked area of the field approaches a rectangular shape. When the unworked area of the field is rectangular, it becomes easier to operate the vehicle to cover the unworked area. For example, by repeatedly driving straight and changing direction by making a U-turn, it is possible to cover an unworked area. This makes it easier to reduce the labor required to complete the entire field.

Moreover, if the unworked area of the field is rectangular, it is easy to realize that the agricultural machine automatically travels to cover the unworked area using relatively simple travel control. If the agricultural machine automatically travels to complete the work after the unworked area of the field becomes rectangular, it will be easier to reduce the labor required to complete the work on the entire field.

That is, according to the above configuration, it is possible to realize an agricultural machine that easily reduces the labor required to complete the work on the entire field.

Furthermore, in the present invention, it is preferable to include an aircraft orientation calculation unit that calculates the aircraft orientation, and an orientation display unit that can display an orientation indicator indicating the aircraft orientation calculated by the aircraft orientation calculation unit.

According to this configuration, the operator can confirm the aircraft orientation simply by looking at the orientation indicator. This makes it easy to check whether the aircraft orientation is appropriate while the aircraft is moving.

Furthermore, the present invention is characterized in that it includes a steering operation tool for steering, a travel control unit that controls travel of an aircraft having a travel device, and a control mode of the travel control unit that is set between a first mode and a second mode. a mode switching section that switches between the two modes, and a direction determining section that determines a reference direction for automatic steering, and when the control mode of the drive control section is the first mode, the drive control section selects the reference direction. or, when the travel of the aircraft is controlled based on a travel route calculated based on the reference orientation, and the control mode of the travel control unit is the second mode, the aircraft is The aircraft travels in response to an operation, and when the control mode of the travel control unit is the second mode, the aircraft includes a straight-line determination unit that determines whether the aircraft has traveled straight for a predetermined distance or for a predetermined time, When the straight-ahead determination unit determines that the aircraft has gone straight for the predetermined distance or for the predetermined time, the determination unit determines the direction of the straight-ahead travel for the predetermined distance or for the predetermined time. an aircraft orientation calculation unit that determines a reference orientation and calculates an aircraft orientation; and an orientation display unit that can display an orientation indicator indicating the aircraft orientation calculated by the aircraft orientation calculation unit, the orientation display unit When the control mode of the travel control section is the first mode, the azimuth index is displayed in the first display state, and when the control mode of the travel control section is the second mode, the azimuth index is displayed in the first display state. The purpose is to display in a second display state different from the first display state.

According to this configuration, the operator can confirm whether the current control mode is the first mode or the second mode simply by looking at the azimuth indicator. This makes it easy to check whether the aircraft orientation is appropriate and at the same time check the current control mode.

Furthermore, in the present invention, it is preferable that the azimuth indicator is a straight line extending in the longitudinal direction of the aircraft.

According to this configuration, the operator can intuitively grasp the orientation of the aircraft just by looking at the orientation indicator.

Furthermore, in the present invention, it is preferable that the orientation display section is capable of simultaneously displaying the orientation indicator and a work area that is a work area in the field.

According to this configuration, the operator can easily grasp the aircraft orientation and the work area at the same time. This makes it easy to check whether the aircraft orientation is appropriate, for example, when traveling along the outline of a work area.

It is a left side view of a combine. It is a figure showing lap running in a field. It is a figure which shows the reaping travel along the reaping travel route. FIG. 2 is a block diagram showing a configuration related to a control section. FIG. 3 is a diagram showing the configuration of a main shift lever. It is a figure which shows the structure of a reaping and threshing lever. It is a flowchart of a 1st determination routine. It is a flowchart of a 2nd determination routine. FIG. 7 is a diagram illustrating an example of a case where a reference orientation is automatically determined. FIG. 7 is a diagram illustrating an example of a case where a reference orientation is automatically determined. It is a diagram showing a recommended travel route. FIG. 3 is a diagram showing a display etc. that displays a recommended driving route. It is a figure which shows the combine which is performing intermediate running in other embodiment (9). FIG. 3 is a diagram showing a display displaying a direction indicator. FIG. 3 is a diagram showing a display displaying a direction indicator. FIG. 3 is a diagram showing a display displaying a direction indicator. FIG. 3 is a diagram showing a display displaying a direction indicator.

Embodiments for carrying out the present invention will be described based on the drawings. In the following description, unless otherwise specified, the direction of arrow F shown in FIGS. 1, 5, and 6 will be referred to as "front" and the direction of arrow B will be referred to as "rear." Further, the direction of arrow U shown in FIG. 1 is defined as "up", and the direction of arrow D is defined as "down".

In the following explanation, unless otherwise specified, the direction of arrow N, shown in FIGS. 2, 3, and 9 to 13 will be referred to as "north," the direction of arrow S as "south," and the direction of arrow E as shown in FIGS. The direction of arrow W is "east" and the direction of arrow W is "west."

[Overall configuration of combine harvester]
As shown in FIG. 1, a conventional combine harvester 1 (corresponding to the "agricultural working machine" according to the present invention) includes a machine body 10, a reaping section H (corresponding to the "harvesting device" and "working device" according to the present invention), It is equipped with a threshing device 13, a grain tank 14 (corresponding to a "harvest tank" according to the present invention), a transport section 16, a grain discharge device 18, and a satellite positioning module 80. The aircraft body 10 also includes a crawler-type traveling device 11, a driving section 12, and an engine EG.

The traveling device 11 is provided at the lower part of the combine 1. Further, the traveling device 11 is driven by power from the engine EG. Further, the combine 1 can be self-propelled by the traveling device 11.

Further, the driving unit 12, the threshing device 13, and the grain tank 14 are provided above the traveling device 11. An operator who monitors the work of the combine harvester 1 can board the operating section 12 . Note that the operator may monitor the work of the combine harvester 1 from outside the combine harvester 1.

The grain discharge device 18 is provided above the grain tank 14. Further, the satellite positioning module 80 is attached to the upper surface of the driving section 12.

The reaping part H is provided at the front part of the combine 1. The conveying section 16 is provided on the rear side of the reaping section H. Further, the reaping section H includes a cutting blade 15 and a reel 17.

The cutting blade 15 cuts the planted grain culms in the field. Further, the reel 17 is driven to rotate around a reel axis 17b extending in the left-right direction of the machine while raking the planted grain culms to be harvested. The cut grain culm cut by the cutting blade 15 is sent to the conveyance section 16.

With this configuration, the reaping unit H harvests grains in the field (corresponding to "agricultural products" and "harvested products" according to the present invention). The combine 1 is capable of reaping travel in which the traveling device 11 runs while cutting the planted grain culms in the field with the cutting blades 15.

That is, the combine harvester 1 includes a reaping section H that harvests grains in the field.

Further, harvesting grains in a field corresponds to "work" according to the present invention. That is, the combine harvester 1 includes a reaping section H that performs work in the field.

The reaped grain culm harvested by the reaping section H is conveyed to the rear of the machine by the conveyance section 16. Thereby, the harvested grain culm is conveyed to the threshing device 13.

In the threshing device 13, the harvested grain culm is threshed. The grains obtained by the threshing process (corresponding to the "harvest" according to the present invention) are stored in the 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.

That is, the combine harvester 1 includes a grain tank 14 that stores grains harvested by the reaping section H.

Further, as shown in FIG. 1, a communication terminal 4 is arranged in the operation section 12. The communication terminal 4 is configured to be able to display various information. In this embodiment, the communication terminal 4 is fixed to the operating section 12. However, the present invention is not limited to this, and the communication terminal 4 may be configured to be detachable from the operating section 12, or the communication terminal 4 may be located outside the combine harvester 1. .

Here, as shown in FIG. 2, the combine 1 runs in circles along the boundary OB of the field while harvesting grain in the outer peripheral area of the field, and then moves to the inner area of the field as shown in FIG. The system is configured to harvest grain in the field by performing reaping travel.

In this embodiment, the lap running shown in FIG. 2 is performed by manual steering running and automatic steering running. Further, reaping travel in the inner region shown in FIG. 3 is performed automatically. That is, the combine 1 is capable of automatic travel.

Note that the present invention is not limited to this, and the circular travel shown in FIG. 2 may be performed automatically. Moreover, in this specification, automatically steering driving means automatically performing forward driving without major direction changes such as α turns or U turns. Moreover, in this specification, automatic driving means automatically performing driving including large direction changes such as α turns and U turns.

Further, as shown in FIG. 1, the driving section 12 is provided with a main shift lever 19 (corresponding to the "main shift operating tool" according to the present invention). When the operator operates the main shift lever 19 while the combine 1 is running with manual steering or automatic steering, the vehicle speed of the combine 1 changes. That is, when the combine 1 is running with manual steering or automatic steering, the operator can change the vehicle speed of the combine 1 by operating the main shift lever 19.

Further, as shown in FIG. 1, the driving section 12 is provided with a steering operation tool 41. When the combine harvester 1 is running with manual steering, when the operator operates the steering operation tool 41, a speed difference is generated between the left and right crawlers in the traveling device 11. This causes the combine 1 to rotate. That is, when the combine harvester 1 is running with manual steering, the operator can steer the combine harvester 1 by operating the steering operating tool 41.

That is, the combine 1 includes a steering operation tool 41 for steering.

Note that the combine harvester 1 is configured so that the operating force applied to the steering operating tool 41 is not transmitted to the traveling device 11. That is, the steering operation tool 41 is not mechanically linked to the traveling device 11. When the operator operates the steering operating tool 41, the movement of the steering operating tool 41 is electrically detected, and the left and right crawlers in the traveling device 11 are controlled based on this detection. As a result, when a speed difference occurs between the left and right crawlers, the combine 1 turns. Moreover, in a state where there is no speed difference between the left and right crawlers, the combine 1 moves straight.

[Configuration related to power transmission]
As shown in FIG. 4, the combine 1 includes a threshing clutch C1 and a reaping clutch C2. The power output from the engine EG is distributed to the traveling device 11 and the threshing clutch C1.

The traveling device 11 has a main transmission 11a and a sub-transmission 11b. In this embodiment, the main transmission 11a is constituted by a hydrostatic continuously variable transmission. Further, the sub-transmission device 11b is constituted by a gear switching type transmission device, and is configured to be switchable between a high-speed state and a low-speed state. Note that the high speed state is a shift state for movement (non-work), and the low speed state is a shift state for work.

The power input from the engine EG to the traveling device 11 is shifted by the main transmission 11a and the auxiliary transmission 11b. Then, the crawler of the traveling device 11 is driven by the speed-changed power, so that the combine 1 travels.

As shown in FIG. 5, the main shift lever 19 is configured to be swingable in the front-rear direction. The range of motion of the main shift lever 19 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 19, the shift state of the main transmission 11a changes.

When the main shift lever 19 is located at the forward operation position FP, the main transmission 11a is in a forward shift state. At this time, the more the main shift lever 19 is tilted forward, the faster the power output from the main transmission 11a becomes.

When the main shift lever 19 is located at the neutral position NP, the main transmission 11a is in a neutral state. At this time, the main transmission 11a does not output power.

When the main shift lever 19 is located at the reverse operation position RP, the main transmission 11a is in a reverse shift state. At this time, the more the main shift lever 19 is tilted toward the rear, the faster the power output from the main shift device 11a becomes.

Further, as shown in FIG. 5, the main shift lever 19 is provided with an auxiliary shift switch 42. Each time the sub-transmission switch 42 is pressed, the shift state of the sub-transmission device 11b is switched between a high-speed state and a low-speed state.

The threshing clutch C1 shown in FIG. 4 is configured to be changeable between an on state where power is transmitted and an off state where no power is transmitted.

When the threshing clutch C1 is in the on state, power from the engine EG is transmitted to the threshing device 13 and the reaping clutch C2. Thereby, the threshing device 13 is driven.

Further, when the threshing clutch C1 is in the disengaged state, the power from the engine EG is not transmitted to either the threshing device 13 or the reaping clutch C2. At this time, the threshing device 13 is not driven.

Moreover, the reaping clutch C2 is configured to be changeable between an on state in which power is transmitted and a disengaged state in which power is not transmitted.

When both the threshing clutch C1 and the reaping clutch C2 are in the on state, power from the engine EG is transmitted to the reaping section H. As a result, the reaping section H is driven.

Furthermore, when the reaping clutch C2 is in the disengaged state, power from the engine EG is not transmitted to the reaping section H. At this time, the reaping section H is not driven.

Furthermore, even when the threshing clutch C1 is in the disengaged state, power from the engine EG is not transmitted to the reaping section H. At this time, the reaping section H is not driven.

As shown in FIGS. 4 and 6, the combine 1 includes a reaping and threshing lever 43. The reaping and threshing lever 43 is provided in the driving section 12. As shown in FIG. 6, the reaping and threshing lever 43 is configured to be swingable in the front-rear direction. The reaping and threshing lever 43 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 43, the on/off states of the threshing clutch C1 and the reaping clutch C2 change.

When the operating position of the reaping and threshing lever 43 is the first operating position M1, the threshing clutch C1 and the reaping clutch C2 are both in the engaged state.

When the operating position of the reaping and threshing lever 43 is the second operating position M2, the threshing clutch C1 is in an on state and the reaping clutch C2 is in an off state.

When the operating position of the reaping and threshing lever 43 is the third operating position M3, both the threshing clutch C1 and the reaping clutch C2 are in a disengaged state.

[Configuration related to control unit]
As shown in FIG. 4, the combine 1 includes a control section 20. The control unit 20 includes a vehicle position calculation unit 21, an area calculation unit 22, a first route calculation unit 23, and a travel control unit 24.

Here, in this embodiment, RTK-GPS (Real Time Kinematic GPS) is adopted. The satellite positioning module 80 shown in FIG. 1 receives GPS signals from an artificial satellite GS used in GPS (Global Positioning System), positioning data transmitted from a reference station (not shown) installed at a known position, receive. Then, as shown in FIG. 4, the satellite positioning module 80 sends the positioning data based on the received GPS signal and the positioning data received from the reference station to the vehicle position calculation unit 21.

The own vehicle position calculation unit 21 calculates the position coordinates of the combine 1 over time based on the positioning data received from the satellite positioning module 80. The calculated positional coordinates of the combine harvester 1 over time are sent to the area calculation section 22 and the travel control section 24.

Generally, in RTK-GPS positioning, N, which is called an integer bias, is determined by assuming the distance between the GPS satellite and the GPS receiver as N×λ+φ×λ+c×dT+c×dt. This enables highly accurate positioning. Note that λ is the wavelength of the carrier wave. Further, φ is the fractional part of the wave number between the GPS satellite and the GPS receiver. Further, c is the radio wave propagation speed, dT is the clock error of the GPS satellite, and dt is the clock error of the GPS receiver.

The state in which N is determined as an integer solution is called FIX. Furthermore, the positioning result at this time is called a FIX solution.

Further, a state in which N is not determined as an integer solution is called FLOAT. The positioning result at this time is called a FLOAT solution. The FIX solution has centimeter precision, whereas the FLOAT solution has precision from tens of centimeters to several meters.

A state in which a FIX solution is obtained in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21 corresponds to a "high-precision state" according to the present invention.

Note that the present invention is not limited to this. The satellite positioning module 80 does not need to use GPS. For example, the satellite positioning module 80 may use GNSS (GLONASS, Galileo, Michibiki, BeiDou, etc.) other than GPS.

The area calculation unit 22 calculates the outer peripheral area SA and the work target area CA, as shown in FIG. 3, based on the temporal position coordinates of the combine harvester 1 received from the own vehicle position calculation unit 21.

More specifically, the area calculation unit 22 calculates the traveling locus of the combine harvester 1 while traveling around the outer circumference of the field, based on the position coordinates of the combine harvester 1 over time received from the own vehicle position calculation unit 21. . Then, based on the calculated travel locus of the combine harvester 1, the area calculation unit 22 calculates, as an outer peripheral area SA, an area on the outer peripheral side of the field where the combine harvester 1 has traveled around while harvesting grain. Further, the area calculation unit 22 calculates an area inside the field from the calculated outer peripheral area SA as the work target area CA.

For example, in FIG. 2, the travel route of the combine 1 for traveling around the outer periphery of the field is shown by arrows. In the example shown in FIG. 2, the combine 1 runs three laps. When the reaping travel along this travel route is completed, the field will be in the state shown in FIG. 3.

As shown in FIG. 3, the area calculation unit 22 calculates the area on the outer periphery side of the field where the combine harvester 1 travels around while harvesting grain as the outer periphery area SA. Further, the area calculation unit 22 calculates an area inside the field from the calculated outer peripheral area SA as the work target area CA.

Then, as shown in FIG. 4, the calculation result by the area calculation section 22 is sent to the first route calculation section 23.

The first route calculation unit 23 calculates a reaping travel route LI, which is a travel route for reaping travel in the work target area CA, as shown in FIG. 3, based on the calculation result received from the area calculation unit 22. In addition, as shown in FIG. 3, in this embodiment, the reaping travel path LI is a plurality of mesh lines extending in the vertical and horizontal directions. Further, the plurality of mesh lines may not be straight lines, but may be curved.

As shown in FIG. 4, the reaping travel route LI calculated by the first route calculation unit 23 is sent to the travel control unit 24.

Further, as shown in FIG. 4, the combine 1 includes an inertial measurement device 81. Further, the control unit 20 includes a own vehicle orientation calculation unit 25 (corresponding to the “vehicle orientation calculation unit” according to the present invention).

The inertial measurement device 81 detects the angular velocity of the yaw angle of the aircraft body 10 and the acceleration in three axes directions perpendicular to each other over time. The detection result by the inertial measurement device 81 is sent to the own vehicle direction calculation section 25.

The own vehicle direction calculation section 25 receives the position coordinates of the combine harvester 1 from the own vehicle position calculation section 21 . Then, the host vehicle orientation calculation unit 25 calculates the attitude orientation of the combine harvester 1 (corresponding to the "body orientation" according to the present invention) based on the detection result by the inertial measurement device 81 and the position coordinates of the combine harvester 1. .

That is, the combine harvester 1 includes a vehicle orientation calculation section 25 that calculates the attitude and orientation of the combine harvester 1 .

More specifically, first, while the combine 1 is traveling, based on the current position coordinates of the combine 1 and the position coordinates of the combine 1 at the point where it was traveling immediately before, the own vehicle direction calculation unit 25 calculates the following: Calculate the initial attitude direction. Next, when the combine harvester 1 travels for a certain period of time after the initial attitude and orientation is calculated, the own vehicle orientation calculation unit 25 integrates the angular velocity detected by the inertial measurement device 81 during the travel for the certain period of time. , calculate the amount of change in attitude and orientation.

Then, by adding the amount of change in the attitude/azimuth calculated in this way to the initial attitude/azimuth, the host vehicle azimuth calculation unit 25 updates the calculation result of the attitude/azimuth. Thereafter, the amount of change in the attitude and orientation is calculated in the same manner at regular intervals, and the calculation results of the attitude and orientation are sequentially updated.

Incidentally, the angular velocity detected by the inertial measurement device 81 includes a measurement error (drift). Since this measurement error increases over time, each time the amount of change in attitude and orientation is calculated, the error included in the amount of change in the calculated attitude and orientation increases.

Therefore, the host vehicle orientation calculation unit 25 is configured to correct the attitude orientation calculated based on the detection result by the inertial measurement device 81 using orientation information calculated based on the change in the position coordinates of the combine harvester 1. . It should be noted that the azimuth information calculated based on the change in the position coordinates of the combine 1 has a FIX solution obtained in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, and that the combine 1 is located several meters away. If the vehicle travels straight ahead over the above distance, high accuracy will be achieved. Therefore, the own vehicle direction calculation unit 25 corrects the correction using the direction information calculated based on the change in the position coordinates of the combine harvester 1 so that a FIX solution cannot be obtained in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21. This is done only when the combine harvester 1 has traveled straight for several meters or more.

In this specification, a FIX solution is obtained in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, and the combine 1 is traveling straight for several meters or more, and the combine harvester is A state in which highly accurate azimuth information is calculated based on a change in the position coordinates of 1 is referred to as a highly accurate azimuth calculation state.

With the configuration described above, the host vehicle azimuth calculation unit 25 can calculate the attitude and azimuth of the combine harvester 1 with high accuracy. The attitude and orientation of the combine harvester 1 calculated by the host vehicle orientation calculation unit 25 is sent to the travel control unit 24 .

The traveling control unit 24 is configured to be able to control the traveling device 11. The travel control unit 24 then calculates the position coordinates of the combine 1 received from the vehicle position calculation unit 21, the attitude and orientation of the combine 1 received from the vehicle orientation calculation unit 25, and the reaping direction received from the first route calculation unit 23. Automatic travel of the combine harvester 1 is controlled based on the travel route LI. More specifically, as shown in FIG. 3, the travel control unit 24 controls the travel of the machine body 10 so that the reaping travel is performed automatically along the reaping travel route LI.

That is, the combine 1 includes a travel control section 24 that controls the travel of the machine body 10 having the travel device 11.

Here, the travel control unit 24 is configured to start automatic travel along the reaping travel route LI in response to the operator pressing an automatic travel start button (not shown).

When automatic travel in the work area CA is started, as shown in FIG. Perform a reaping drive to cover the area.

In this embodiment, as shown in FIG. 3, a transport vehicle CV is parked outside the field. In the outer circumferential area SA, a stop position PP is set near the transport vehicle CV.

The transport vehicle CV can collect and transport the grains discharged by the combine harvester 1 from the grain discharge device 18. When discharging grains, the combine 1 stops at a stop position PP, and the grain discharge device 18 discharges the grains to the carrier CV.

As shown in FIG. 4, the communication terminal 4 has an ejection button 4a (corresponding to the "ejection operating tool" according to the present invention). When the combine harvester 1 is automatically traveling, when the operator operates the discharge button 4a, a predetermined signal is sent to the traveling control section 24.

When the travel control unit 24 receives this signal, it executes the discharge operation. The discharge operation is the operation of discharging grains from the grain tank 14. In the discharge work, the travel control unit 24 controls the travel of the combine harvester 1 so that the combine harvester 1 interrupts reaping travel in the work target area CA and heads toward the stopping position PP.

That is, the combine harvester 1 includes a discharge button 4a that, when operated, performs a discharge operation that discharges grains from the grain tank 14.

Note that the movement of the combine harvester 1 toward the stop position PP is a specific example of the "discharging work" in the present invention.

When the operator operates the discharge remote control while the combine 1 is stopped at the stop position PP, grains are discharged from the grain tank 14 to the carrier CV by the grain discharge device 18.

Note that the present invention is not limited to this, and the grains may be automatically discharged to the carrier CV while the combine 1 is stopped at the stop position PP.

The control unit 20 and each element included in the control unit 20, such as the own vehicle position calculation unit 21, may be a physical device such as a microcomputer, or may be a functional unit in software. .

[Configuration related to lifting and lowering operation of the reaping unit]
As shown in FIG. 1, the combine 1 includes a reaping cylinder 15A. Further, as shown in FIG. 4, the combine harvester 1 includes a reaping lifting/lowering operating tool 44.

The reaping lifting operation tool 44 is provided in the driving section 12. The control unit 20 is configured to control the expansion and contraction of the reaping cylinder 15A in accordance with the operation of the reaping lift operating tool 44 by the operator.

When the reaping cylinder 15A extends, the conveying section 16 and the reaping section H swing together in the direction in which the reaping section H rises. As a result, the reaping section H rises with respect to the machine body 10.

Further, when the reaping cylinder 15A contracts, the conveying section 16 and the reaping section H swing together in the direction in which the reaping section H descends. As a result, the reaping section H descends relative to the machine body 10.

With this configuration, the operator can lift and lower the reaping section H by operating the reaping lifting operation tool 44.

[Configuration related to automatic steering driving]
As shown in FIG. 4, the control section 20 includes an automatic steering control section 30. When the combine harvester 1 is not automatically traveling, the automatic steering control section 30 is configured to be able to switch the control mode of the travel control section 24 between a first mode and a second mode.

When the control mode of the travel control unit 24 is the first mode, the travel control unit 24 controls the travel device 11 so that the combine 1 performs automatic steering travel.

Further, when the control mode of the travel control section 24 is the second mode, a signal corresponding to the operation of the steering operating tool 41 is input to the travel control section 24. The travel control unit 24 then controls the travel of the aircraft 10 in response to this signal.

That is, when the control mode of the travel control section 24 is the second mode, the travel control section 24 controls the travel of the aircraft body 10 in accordance with the operation of the steering operating tool 41.

With this configuration, when the control mode of the travel control unit 24 is the second mode, the aircraft 10 travels according to the operation of the steering operating tool 41. Thereby, the combine 1 performs manual steering travel when the control mode of the travel control unit 24 is the second mode.

Below, the configuration related to automatic steering driving will be described in detail.

As shown in FIG. 4, the automatic steering control section 30 includes a direction determining section 31, a second route calculating section 32, a mode switching section 33, and a straight-ahead determining section 34.

The straight-ahead determination unit 34 determines whether the aircraft 10 has gone straight over a predetermined distance D1 when the control mode of the travel control unit 24 is the second mode.

More specifically, a signal indicating the operating state of the steering operating tool 41 is sent from the steering operating tool 41 to the automatic steering control section 30. Based on this signal, the straight-ahead determining unit 34 determines over time whether the steering operating tool 41 is being operated.

Then, the straight-ahead determining unit 34 calculates the moving distance of the combine 1 while the steering operating tool 41 is not being operated, based on the position coordinates of the combine 1 received from the own vehicle position calculating unit 21. When the calculated travel distance reaches the predetermined distance D1, the straight-line determining unit 34 determines that the aircraft 10 has traveled straight over the predetermined distance D1. Furthermore, if the calculated moving distance does not reach the predetermined distance D1, the straight-line determination unit 34 determines that the aircraft 10 has not traveled straight over the predetermined distance D1.

Then, when the predetermined start condition is satisfied and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over the predetermined distance D1, the direction determination unit 31 determines whether the direction determination unit 31 has started over the predetermined distance D1. A reference orientation TA (see FIG. 9) is determined based on the direction of straight travel.

More specifically, the direction determination unit 31 stores the transition of the position coordinates of the combine 1 while the steering operation tool 41 is not operated, based on the position coordinates of the combine harvester 1 received from the own vehicle position calculation unit 21. do. Then, when the straight-ahead determination unit 34 determines that the aircraft 10 has gone straight over the predetermined distance D1, the direction determination unit 31 selects two points among the stored position coordinates as the first registered point Q1 and This is determined as the second registered point Q2.

At this time, the direction determining unit 31 determines the position coordinates of the combine harvester 1 at the time when the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over the predetermined distance D1, as the second registration point Q2. Further, the position coordinates of the combine harvester 1 at the start of straight movement performed over a predetermined distance D1 are determined as the first registered point Q1.

In other words, the starting point and ending point of the straight-ahead movement performed over the predetermined distance D1 are determined as the first registered point Q1 and the second registered point Q2, respectively.

Then, the azimuth determining unit 31 determines a reference azimuth TA for automatic steering based on the first registered point Q1 and the second registered point Q2. More specifically, the direction determination unit 31 calculates the direction of a straight line from the first registered point Q1 to the second registered point Q2.

Here, the direction of the straight line from the first registration point Q1 to the second registration point Q2 is equal to the direction of straight movement performed over the predetermined distance D1. That is, the azimuth determination unit 31 calculates the direction of straight travel performed over the predetermined distance D1. Then, the orientation determination unit 31 determines the calculated direction as the reference orientation TA.

The format of the reference direction TA is not particularly limited; It's okay.

Further, the reference orientation TA does not have to have a direction from one side to the other. For example, the reference orientation TA may indicate the slope of a straight line in the coordinate system (for example, the slope of a straight line passing through the first registered point Q1 and the second registered point Q2), or the straight line itself in the coordinate system ( For example, it may indicate the straight line passing through the first registered point Q1 and the second registered point Q2), or it may indicate a direction based on north, south, east, and west (for example, "north-south direction" or "east-west direction"). etc.) may be used.

By the method described above, the azimuth determination unit 31 determines the reference azimuth TA based on the direction of straight travel performed over the predetermined distance D1.

Note that the present invention is not limited to this. The straight-line determination unit 34 may be configured to determine whether the aircraft 10 has traveled straight for a predetermined period of time when the control mode of the travel control unit 24 is the second mode. In this case, if the predetermined start condition is satisfied and the straight-ahead determining unit 34 determines that the aircraft 10 has gone straight for a predetermined time, the direction determining unit 31 determines that the direction determining unit 31 continues the flight for a predetermined time. The reference orientation TA may be determined based on the direction of straight forward movement determined.

That is, the combine 1 includes a straight-ahead determination section 34 that determines whether the machine body 10 has traveled straight for a predetermined distance D1 or a predetermined time when the control mode of the travel control section 24 is the second mode. Further, when the straight-line determination unit 34 determines that the aircraft 10 has traveled straight for a predetermined distance D1 or for a predetermined time, the direction determining unit 31 determines whether the aircraft 10 has traveled straight for a predetermined distance D1 or for a predetermined time based on the direction in which the aircraft 10 has traveled straight for a predetermined distance D1 or a predetermined time. Determine the reference orientation TA.

Note that the predetermined distance D1 is not particularly limited, but may be, for example, 1 meter. Further, the predetermined time is not particularly limited, but may be, for example, 1 second.

After the orientation determination unit 31 determines the reference orientation TA, the second route calculation unit 32 constantly calculates a traveling line passing through the cutting width center of the reaping unit H and along the reference orientation TA. That is, this travel line is calculated based on the reference orientation TA. Then, when the operator operates an automatic steering start/end button (not shown), the mode switching section 33 switches the control mode of the travel control section 24 from the second mode to the first mode.

When the control mode of the travel control unit 24 switches from the second mode to the first mode, the second route calculation unit 32 fixes the travel line that was calculated at the time the control mode switched from the second mode to the first mode. do. The fixed travel line becomes the automatic steering target line GL (corresponding to the "travel route" according to the present invention) (see FIG. 9), and is sent from the automatic steering control section 30 to the travel control section 24. That is, the second route calculation unit 32 determines the travel line calculated at that time as the automatic steering target line GL at the timing when the control mode is switched from the second mode to the first mode.

When the control mode of the travel control section 24 is the first mode, the travel control section 24 uses the position coordinates of the combine harvester 1 received from the own vehicle position calculation section 21 and the attitude of the combine harvester 1 received from the own vehicle direction calculation section 25. The travel of the combine 1 is controlled based on the direction and the automatic steering target line GL received from the automatic steering control section 30. More specifically, the traveling control unit 24 controls the traveling of the aircraft body 10 so that the mowing traveling is performed by automatic steering traveling along the automatic steering target line GL.

Note that, as described above, the reference orientation TA is for automatic steering. That is, the combine harvester 1 includes an azimuth determining section 31 that determines a reference azimuth TA for automatic steering.

Furthermore, the present invention is not limited to the configuration described above. When the control mode of the travel control unit 24 is the first mode, the travel control unit 24 may control the travel of the aircraft 10 based on the reference orientation TA instead of the automatic steering target line GL. In this case, the travel control unit 24 may control the body orientation so that the attitude and orientation of the combine harvester 1 matches the reference orientation TA or becomes parallel to the reference orientation TA.

That is, when the control mode of the travel control unit 24 is the first mode, the travel control unit 24 controls the travel of the aircraft 10 based on the reference orientation TA or the automatic steering target line GL calculated based on the reference orientation TA. control.

In this embodiment, when the control mode of the travel control section 24 is the first mode, when the operator operates the automatic steering start/end button, the mode switching section 33 changes the control mode of the travel control section 24 to the first mode. to switch to the second mode.

That is, the combine 1 includes a mode switching section 33 that switches the control mode of the travel control section 24 between the first mode and the second mode.

By the way, as shown in FIG. 4, the combine 1 includes a notification section 53. When the control mode of the travel control section 24 is switched from the second mode to the first mode, the automatic steering control section 30 sends a predetermined signal to the notification section 53. In response to this signal, the notification unit 53 performs notification to notify the operator that the control mode of the travel control unit 24 has been switched from the second mode to the first mode.

That is, the combine 1 includes a notification section 53 that provides notification when the control mode of the travel control section 24 is switched from the second mode to the first mode.

Further, when the control mode of the travel control section 24 is switched from the first mode to the second mode, the automatic steering control section 30 sends a predetermined signal to the notification section 53. In response to this signal, the notification unit 53 performs notification to notify the operator that the control mode of the travel control unit 24 has been switched from the first mode to the second mode.

In this embodiment, the notification unit 53 is a speaker that outputs audio. However, the present invention is not limited to this, and the notification section 53 may be a lamp, a display device, or the like.

As described above, the mode switching unit 33 switches the control mode of the travel control unit 24 between the first mode and the second mode in response to the operator operating the automatic steering start/end button.

Here, the mode switching unit 33 is configured to automatically switch the control mode of the travel control unit 24 between the first mode and the second mode depending on the situation even if the automatic steering start/end button is not operated. It is configured. The automatic switching of control modes will be described in detail below.

[About switching from 2nd mode to 1st mode]
The mode switching unit 33 changes the control mode of the travel control unit 24 to a first mode when a predetermined starting condition is satisfied and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over a predetermined distance D1. Configured to switch to mode. Furthermore, the mode switching unit 33 is configured not to switch the control mode of the travel control unit 24 to the first mode if the start condition is not satisfied.

Note that the present invention is not limited to this. The mode switching unit 33 changes the control mode of the travel control unit 24 to a first mode when a predetermined start condition is satisfied and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight for a predetermined period of time. It may be configured to switch to.

That is, when the predetermined start condition is satisfied and the straight-ahead determining unit 34 determines that the aircraft 10 has traveled straight for a predetermined distance D1 or for a predetermined time, the mode switching unit 33 switches the travel control unit 24 to a predetermined start condition. It is configured to switch the control mode to the first mode, and is configured not to switch the control mode of the travel control unit 24 to the first mode if the start condition is not satisfied.

Then, it is determined by the first determination routine shown in FIG. 7 whether or not this start condition is satisfied. This first determination routine is stored in the automatic steering control section 30. The automatic steering control section 30 repeatedly executes this first determination routine at regular intervals when the control mode of the travel control section 24 is the second mode.

The first determination routine will be described below with reference to FIGS. 4 and 7.

When the first determination routine is started, first, the process of step S01 is executed. In step S01, as shown in FIG. 4, the automatic steering control section 30 acquires information indicating the operating position of the main shift lever 19. Then, based on the acquired information, it is determined whether the main shift lever 19 is located at the forward operating position FP.

If the main shift lever 19 is not located at the forward operating position FP, the determination in step S01 is No, and the process is temporarily terminated. Further, when the main shift lever 19 is located at the forward operating position FP, a determination of Yes is made in step S01, and the process moves to step S02.

Here, as shown in FIG. 4, the automatic steering control section 30 is configured to receive an operation signal of the sub-shift switch 42. The automatic steering control unit 30 is configured to be able to determine the shift state of the sub-transmission device 11b based on this operation signal.

In step S02, it is determined whether the sub-transmission device 11b is in a working shift state. More specifically, it is determined whether the sub-transmission device 11b is in a low speed state.

If the auxiliary transmission 11b is not in the low speed state, the determination in step S02 is No, and the process is temporarily terminated. Further, when the sub-transmission device 11b is in a low speed state, a determination of Yes is made in step S02, and the process moves to step S03.

In step S03, as shown in FIG. 4, the automatic steering control unit 30 acquires information indicating whether or not the above-mentioned FIX solution has been obtained from the own vehicle position calculation unit 21. Then, based on the acquired information, it is determined whether the positioning state of the aircraft position is in a predetermined high-accuracy state. More specifically, it is determined whether a FIX solution is obtained in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21.

If a FIX solution is not obtained in the RTK-GPS positioning performed by the satellite positioning module 80 and the own vehicle position calculation unit 21, the determination in step S03 is No, and the process ends once. Further, if a FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, the determination in step S03 is Yes, and the process moves to step S04.

In step S04, as shown in FIG. 4, the automatic steering control unit 30 acquires information indicating the operating position of the reaping and threshing lever 43. Then, based on the acquired information, it is determined whether the reaping clutch C2 is in the on state.

When the operating position of the reaping and threshing lever 43 is the second operating position M2 or the third operating position M3, the determination in step S04 is No, and the process is temporarily terminated. Moreover, when the operating position of the reaping and threshing lever 43 is the first operating position M1, it is determined as Yes in step S04, and the process moves to step S05.

Here, as shown in FIG. 4, the combine harvester 1 includes a lift detection section 54. The lift detection unit 54 detects the expansion and contraction state of the reaping cylinder 15A. The detection result by the elevation detection section 54 is sent to the automatic steering control section 30. The automatic steering control section 30 is configured to be able to determine whether the reaping section H is located at the working position based on the detection result by the elevation detection section 54.

In the present embodiment, the fact that the amount of descent of the reaping section H from the highest position is equal to or greater than a predetermined value corresponds to the reaping section H being located at the working position.

In step S05, it is determined whether the reaping section H is located at the working position. If the reaping section H is not located at the working position, a negative determination is made in step S05, and the process is temporarily terminated. Moreover, when the reaping part H is located in the working position, it is determined as Yes in step S05, and the process moves to step S06.

In step S06, it is determined whether the aircraft 10 has traveled straight over a predetermined distance D1. This determination is made by the straight-ahead determining section 34, as described above.

If the aircraft 10 has not traveled straight ahead over the predetermined distance D1, the determination in step S06 is No, and the process ends once. Furthermore, if the aircraft 10 has gone straight over the predetermined distance D1, the determination in step S06 is Yes, and the process moves to step S07.

In step S07, a reference orientation TA is determined based on the direction of straight travel performed over a predetermined distance D1. This determination is made by the orientation determining section 31, as described above. The process then moves to step S08.

In step S08, the mode switching unit 33 switches the control mode of the travel control unit 24 from the second mode to the first mode. The process then moves to step S09.

In step S09, the notification unit 53 performs notification to notify the operator that the control mode of the travel control unit 24 has been switched from the second mode to the first mode. After that, the process ends once.

As understood from the above description, in this embodiment, the above-mentioned start condition includes a determination of Yes in all of steps S01 to S05. However, the present invention is not limited to this, and some of steps S01 to S05 may not be provided.

That is, the starting conditions include that the main gear shift lever 19 is located at the forward operating position FP, that the sub-transmission device 11b is in the shift state for work, and that the positioning state of the aircraft position is in a predetermined high-accuracy state. At least one of the following conditions is included: the clutch for transmitting power to the reaping section H is in an engaged state, and the reaping section H is located at the working position.

As shown in FIG. 7, in this embodiment, the direction determining unit 31 determines that the predetermined start condition is satisfied and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over a predetermined distance D1. If so, the reference orientation TA is determined based on the direction of straight travel performed over the predetermined distance D1. Further, the orientation determination unit 31 does not determine the reference orientation TA if the start condition is not satisfied.

However, the present invention is not limited thereto, and the direction determination unit 31 determines whether the aircraft 10 moves straight for a predetermined distance D1 or for a predetermined time by the straight-ahead determination unit 34, regardless of whether or not a predetermined starting condition is met. If it is determined that the vehicle has done so, the reference orientation TA may be determined based on the direction of straight travel carried out over a predetermined distance D1 or a predetermined period of time.

[About switching from 1st mode to 2nd mode]
The mode switching section 33 is configured to switch the control mode of the traveling control section 24 to a second mode when a predetermined release condition is satisfied when the control mode of the traveling control section 24 is the first mode. There is.

Then, a second determination routine shown in FIG. 8 determines whether this cancellation condition is satisfied. This second determination routine is stored in the automatic steering control section 30. The automatic steering control section 30 repeatedly executes this second determination routine at regular intervals when the control mode of the travel control section 24 is the first mode.

The second determination routine will be described below with reference to FIGS. 4 and 8.

When the second determination routine is started, first, the process of step S11 is executed. In step S11, as shown in FIG. 4, the automatic steering control section 30 acquires information indicating the operating position of the main shift lever 19. Then, based on the acquired information, it is determined whether the main shift lever 19 has been operated to an operating position other than the forward operating position FP. More specifically, it is determined whether the main shift lever 19 is located at the neutral position NP or the reverse operating position RP.

If the main shift lever 19 is located at the neutral position NP or the reverse operation position RP, the determination in step S11 is Yes, and the process moves to step S19. Further, if the main shift lever 19 is not located at the neutral position NP or the reverse operation position RP, a negative determination is made in step S11, and the process proceeds to step S12.

In step S12, it is determined whether the sub-transmission device 11b is no longer in the working shift state. More specifically, it is determined whether the sub-transmission device 11b is in a high-speed state.

If the sub-transmission device 11b is in a high-speed state, the determination in step S12 is Yes, and the process moves to step S19. Further, if the sub-transmission device 11b is not in a high-speed state, the determination in step S12 is No, and the process moves to step S13.

In step S13, as shown in FIG. 4, the automatic steering control unit 30 acquires information indicating whether or not the above-mentioned FIX solution has been obtained from the vehicle position calculation unit 21. Then, based on the acquired information, it is determined whether the positioning state of the aircraft position is no longer a predetermined high-accuracy state. More specifically, it is determined whether or not a FIX solution cannot be obtained in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21. In other words, it is determined whether the RTK-GPS positioning state by the satellite positioning module 80 and the vehicle position calculation unit 21 is FLOAT.

If a FIX solution is not obtained in the RTK-GPS positioning performed by the satellite positioning module 80 and the own vehicle position calculation unit 21, the determination in step S13 is Yes, and the process moves to step S19. Further, if a FIX solution is obtained in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, the determination in step S13 is No, and the process moves to step S14.

In step S14, as shown in FIG. 4, the automatic steering control unit 30 acquires information indicating the operating position of the reaping and threshing lever 43. Then, based on the acquired information, it is determined whether the reaping clutch C2 is in the disengaged state.

When the operation position of the reaping and threshing lever 43 is the second operation position M2 or the third operation position M3, it is determined as Yes in step S14, and the process moves to step S19. Moreover, when the operation position of the reaping and threshing lever 43 is the first operation position M1, it is determined as No in step S14, and the process moves to step S15.

In step S15, it is determined whether the reaping section H has moved to the non-working position. In the present embodiment, the fact that the amount of descent of the reaping section H from the highest position is equal to or less than a predetermined value corresponds to the reaping section H being located at the non-working position. If the reaping section H is located at the non-working position, the determination in step S15 is Yes, and the process moves to step S19. Moreover, when the reaping part H is not located at the non-working position, it is determined as No in step S15, and the process moves to step S16.

Here, as shown in FIG. 4, the automatic steering control section 30 is configured to receive an operation signal of the reaping lifting/lowering operating tool 44. The automatic steering control section 30 is configured to be able to determine whether or not an operation for moving the reaping section H to a non-working position has been performed based on this operation signal.

In step S16, it is determined whether an operation for moving the reaping section H to a non-working position has been performed. More specifically, it is determined whether or not the reaping part H has been operated to rise.

When the reaping part H is operated to rise, it is determined as Yes in step S16, and the process moves to step S19. Moreover, when the reaping part H has not been raised, the determination in step S16 is No, and the process moves to step S17.

In step S17, it is determined whether the steering operation tool 41 has been operated based on a signal sent from the steering operation tool 41 to the automatic steering control section 30 indicating the operating state of the steering operation tool 41. If the steering operating tool 41 is operated, the determination in step S17 is Yes, and the process moves to step S19. Further, if the steering operating tool 41 is not operated, the determination in step S17 is No, and the process moves to step S18.

Here, as shown in FIG. 4, the automatic steering control unit 30 is configured to receive an operation signal for the ejection button 4a from the communication terminal 4. The automatic steering control unit 30 is configured to be able to determine whether or not the ejection button 4a has been operated based on this operation signal.

In step S18, it is determined whether the ejection button 4a has been operated. If the ejection button 4a is operated, the determination in step S18 is Yes, and the process moves to step S19. Further, if the ejection button 4a is not operated, the determination in step S18 is No, and the process is temporarily terminated.

In step S19, the mode switching unit 33 switches the control mode of the travel control unit 24 from the first mode to the second mode. After that, the process ends once.

In step S19, after the control mode is switched, the notification unit 53 may issue a notification to notify the operator that the control mode of the travel control unit 24 has been switched from the first mode to the second mode. .

As understood from the above description, in this embodiment, the above-mentioned cancellation condition is that the determination is Yes in any of steps S11 to S18. However, the present invention is not limited to this, and some of steps S11 to S17 may not be provided.

In this case, the release conditions include that the main shift lever 19 is operated to an operation position other than the forward operation position FP, that the sub-transmission device 11b is no longer in the work shift state, and that the positioning state of the aircraft position is in a predetermined state. No longer in a high-precision state, the clutch for transmitting power to the reaping section H being disengaged, the reaping section H moving to a non-working position, and the operation for moving the reaping section H to a non-working position. This includes at least one of: being performed, and the steering operation tool 41 being operated. Further, the release condition includes that the ejection button 4a is operated.

Further, the present invention is not limited to this, and when step S18 is provided, all of steps S11 to S17 may not be provided.

Further, as explained above, the mode switching unit 33 switches the control mode of the travel control unit 24 to the second mode when at least one of the plurality of conditions included in the cancellation conditions is satisfied. It is configured.

However, the present invention is not limited thereto. The mode switching unit 33 is configured to switch the control mode of the travel control unit 24 to the second mode when a predetermined number of two or more conditions are satisfied among the plurality of conditions included in the cancellation conditions. Also good.

Here, an example will be described in which the reference orientation TA is determined by the first determination routine and the control mode of the travel control unit 24 is switched from the second mode to the first mode.

In the example shown in FIGS. 9 and 10, the combine 1 is traveling around the outer circumference of the field in the field shown in FIG. At this time, the combine harvester 1 is traveling on the first lap of the lap.

In FIG. 9, the combine 1 first enters the field from a first point P1 in the northeast part of the field. At this time, the control mode of the travel control section 24 is the second mode. Further, at this time, it is assumed that the reference orientation TA has not yet been determined. Then, the combine harvester 1 travels toward the west at the north end of the field.

Next, the combine 1 passes through the second point P2. At this point, it is assumed that the operator operates the steering operating tool 41 to the straight-ahead state. Thereby, the combine 1 moves straight from the second point P2.

In this example, the operator does not operate the steering operating tool 41 from when the combine 1 passes the second point P2 until it reaches the third point P3. Further, it is assumed that the distance from the second point P2 to the third point P3 is a predetermined distance D1. Furthermore, when the combine harvester 1 reaches the third point P3, it is assumed that the determination is Yes in steps S01 to S05 of the first determination routine shown in FIG.

In this case, when the combine harvester 1 reaches the third point P3, it is determined as Yes in step S06 of the first determination routine. Thereby, the orientation determination unit 31 determines the reference orientation TA.

At this time, the direction determining unit 31 determines the second point P2 as the first registered point Q1. Further, the direction determining unit 31 determines the third point P3 as the second registered point Q2. Then, the orientation determination unit 31 calculates the direction of a straight line from the first registered point Q1 to the second registered point Q2, and determines this direction as the reference orientation TA. In FIG. 9, the reference orientation TA corresponds to the west direction.

Thereafter, the second route calculation unit 32 constantly calculates a travel line passing through the center of the cutting width of the reaping unit H and along the reference direction TA. In this example, the second route calculation unit 32 calculates a travel line extending in the east-west direction.

However, in this example, immediately after the reference orientation TA is calculated, the control mode of the travel control unit 24 is switched from the second mode to the first mode. Therefore, immediately after the reference azimuth TA is calculated, the traveling line is fixed and becomes the automatic steering target line GL. Further, this automatic steering target line GL passes through the second point P2 and the third point P3. Moreover, this automatic steering target line GL extends in the east-west direction at the northern end of the field.

Then, as shown in FIG. 9, the combine 1 starts automatic steering travel from the third point P3. As a result, the combine harvester 1 automatically steers toward the west at the north end of the field.

Thereafter, when the combine harvester 1 reaches the west end of the field, the operator operates the steering operation tool 41 and the like to change the traveling direction of the combine harvester 1 to the south. As a result, the determination in step S17 of the second determination routine shown in FIG. 8 is YES, and the control mode of the travel control unit 24 is switched from the first mode to the second mode.

At this point, the travel line calculated by the second route calculating section 32 is unfixed. From this point on, the second route calculating section 32 constantly calculates a traveling line passing through the center of the cutting width of the cutting section H and along the reference direction TA. In this example, the second route calculation unit 32 calculates a travel line extending in the east-west direction.

Then, as shown in FIG. 10, the combine 1 passes through the fourth point P4. At this point, it is assumed that the operator operates the steering operating tool 41 to the straight-ahead state. Thereby, the combine 1 moves straight from the fourth point P4.

In this example, the operator does not operate the steering operating tool 41 from when the combine 1 passes the fourth point P4 until it reaches the fifth point P5. Further, it is assumed that the distance from the fourth point P4 to the fifth point P5 is a predetermined distance D1. Further, when the combine 1 reaches the fifth point P5, it is assumed that the determination is Yes in steps S01 to S05 of the first determination routine shown in FIG.

In this case, when the combine harvester 1 reaches the fifth point P5, it is determined as Yes in step S06 of the first determination routine. Thereby, the orientation determination unit 31 updates the reference orientation TA by determining a new reference orientation TA.

At this time, the orientation determination unit 31 discards the already determined reference orientation TA. That is, the westward reference orientation TA shown in FIG. 9 is discarded at this point. Then, the direction determining unit 31 determines the fourth point P4 as the first registered point Q1. Further, the direction determining unit 31 determines the fifth point P5 as the second registered point Q2. Then, the orientation determination unit 31 calculates the direction of a straight line from the first registered point Q1 to the second registered point Q2, and determines this direction as the reference orientation TA. In FIG. 10, the reference orientation TA corresponds to the south direction.

Thereafter, the second route calculation unit 32 constantly calculates a travel line passing through the center of the cutting width of the reaping unit H and along the reference direction TA. In this example, the second route calculation unit 32 calculates a travel line extending in the north-south direction.

However, in this example, immediately after the reference orientation TA is calculated, the control mode of the travel control unit 24 is switched from the second mode to the first mode. Therefore, immediately after the reference azimuth TA is calculated, the traveling line is fixed and becomes the automatic steering target line GL. Further, this automatic steering target line GL passes through the fourth point P4 and the fifth point P5. Moreover, this automatic steering target line GL extends in the north-south direction at the western end of the field.

Then, as shown in FIG. 10, the combine 1 starts automatic steering travel from the fifth point P5. As a result, the combine harvester 1 automatically steers toward the south at the west end of the field.

[Recommended driving route]
As shown in FIG. 4, the control unit 20 includes a recommended route calculation unit 26. The recommended route calculation unit 26 calculates a recommended travel route RL (see FIG. 11) in the field.

That is, the combine 1 includes a recommended route calculation unit 26 that calculates a recommended travel route RL in the field. Below, the recommended travel route RL will be explained in detail.

When the field is not rectangular, the work target area CA is shaped into a rectangle by traveling so that the uncut area AA of the field (corresponding to the "unworked area" according to the present invention) approaches a rectangle in the above-mentioned round trip. It can be done.

For example, FIG. 11 shows a non-rectangular field. This field has a pentagonal shape, with the eastern part of the field protruding toward the east. Further, FIG. 11 shows the recommended travel route RL calculated by the recommended route calculation unit 26. As the combine 1 travels in circles along the recommended travel route RL, the work area CA becomes rectangular.

To explain in detail, in the first round of this round trip, the planted grain culms in the first area A1 are harvested. Moreover, in the second round, the planted grain culms in the second area A2 are harvested. Moreover, in the third round, the planted grain culms in the third area A3 are harvested. Note that the area where the planted grain culm has been cut becomes the already-cut area BA (corresponding to the "already-worked area" according to the present invention).

Further, FIG. 11 shows two recommended travel routes RL. One recommended travel route RL corresponds to the second round of the round trip. The other recommended travel route RL corresponds to the third lap of the round trip.

When the round trip is completed, the fourth area A4 remains uncut. This fourth area A4 is rectangular. This fourth area A4 becomes the work target area CA. Thereby, the work target area CA becomes a rectangle.

During this round trip, the uncut area AA of the field gradually approaches a rectangular shape. For example, in the lower right part of FIG. 11, the combine harvester 1 running on its second lap is shown in an enlarged view. In this enlarged view, the combine 1 is traveling from the sixth point P6 to the seventh point P7.

When the combine harvester 1 is located at the sixth point P6, the actual cutting width is smaller than half of the cutting width of the cutting section H. In this specification, the actual cutting width is the width of the portion of the cutting section H where the planted grain culms are actually cut.

Further, when the combine harvester 1 is located at the seventh point P7, the actual cutting width is larger than half of the cutting width of the cutting section H. As the combine harvester 1 travels in this manner, the outline at the east end of the uncut area AA approaches a straight line extending in the north-south direction.

In this way, when the combine harvester 1 travels along the recommended traveling route RL in the field shown in FIG. , approaching in a straight line extending north-south. As a result, the uncut area AA gradually approaches a rectangular shape.

The recommended route calculation unit 26 is configured to calculate the recommended travel route RL as shown in FIG. 11. That is, the recommended route calculation unit 26 calculates the recommended travel route RL so that the unmown area AA of the field approaches a rectangle as the machine body 10 travels along the recommended travel route RL.

The method for calculating the recommended travel route RL will be described in detail. As shown in FIG. 4, the recommended route calculation unit 26 receives from the own vehicle position calculation unit 21 the temporal position coordinates of the combine harvester 1 that is performing the first lap of the lap. The recommended route calculation unit 26 calculates the traveling trajectory of the combine harvester 1 during the first round of the round trip based on the position coordinates over time.

Then, the recommended route calculation unit 26 calculates the outer shape of the field based on the calculated travel trajectory of the combine harvester 1. Then, a recommended travel route RL is calculated based on the calculated external shape of the field.

Further, as shown in FIG. 4, information indicating the calculated recommended travel route RL is sent from the recommended route calculation unit 26 to the communication terminal 4. The communication terminal 4 has a display 4b (corresponding to the "display section" and "direction display section" according to the present invention). The communication terminal 4 displays the recommended travel route RL on the display 4b based on the information received from the recommended route calculation unit 26.

Below, the display of the recommended travel route RL will be explained using an example.

In the example shown in FIG. 12, the combine 1 is traveling around the outer circumference of the field in the field shown in FIG. 11. At this time, the combine harvester 1 is running on its second lap. Further, at this time, the control mode of the travel control section 24 is the first mode. Therefore, the combine harvester 1 is automatically steering traveling along the automatic steering target line GL.

The lower part of FIG. 12 shows the content displayed on the display 4b at this time. The display 4b displays the current body position of the combine harvester 1, the recommended travel route RL, and the automatic steering target line GL.

That is, the combine 1 includes a display 4b that displays the machine position and the recommended travel route RL.

Note that in FIG. 12, the automatic steering target line GL is displayed at a position slightly shifted from the recommended travel route RL so as not to overlap the recommended travel route RL. However, if the operator is driving the combine 1 along the recommended travel route RL, the actual automatic steering target line GL and the actual recommended travel route RL will overlap. In this case, the automatic steering target line GL and the recommended travel route RL may be displayed on the display 4b in an overlapping state.

Further, as shown in FIG. 12, the display 4b may be configured to display the uncut area AA and the cut area BA in different colors. Further, the display 4b may be configured to display the already cut area BA by filling in the area where the combine harvester 1 has already traveled with a predetermined color.

Moreover, in FIG. 12, the portion where the combine harvester 1 is currently performing the reaping operation is included in the uncut area AA. That is, the current position of the combine harvester 1 is displayed as the uncut area AA. However, the present invention is not limited to this, and the current body position of the combine harvester 1 may be displayed as the already cut area BA.

With the configuration described above, by manually steering the aircraft 10 to move the aircraft 10 straight ahead for a predetermined distance D1 or for a predetermined time, the operator can manually steer the aircraft 10 based on the direction of the straight travel for the predetermined distance D1 or for a predetermined time. , the reference orientation TA will be automatically determined.

That is, with the configuration described above, the operator does not need to operate a dedicated button or the like in order to determine the reference orientation TA.

Therefore, with the configuration described above, it is possible to realize the combine 1 that can reduce the labor required for determining the reference orientation TA.

[About the display of direction indicators]
Below, the display of the direction index HS (see FIG. 14) on the display 4b will be explained.

As shown in FIG. 4 , the attitude and orientation of the combine 1 calculated by the own vehicle direction calculation unit 25 is sent from the own vehicle direction calculation unit 25 to the communication terminal 4 . Based on the received attitude and azimuth, the communication terminal 4 displays an azimuth index HS indicating the current attitude and azimuth of the combine harvester 1 on the display 4b, as shown in FIG. Thereby, the display 4b can display the direction index HS.

That is, the combine harvester 1 includes a display 4b that can display the orientation index HS indicating the attitude and orientation of the combine harvester 1 calculated by the own vehicle orientation calculation unit 25.

As shown in FIGS. 14 to 17, the azimuth index HS is a straight line extending in the longitudinal direction of the aircraft. Further, the azimuth index HS is displayed so as to pass through the center position of the combine harvester 1 in the left-right direction. Further, in this embodiment, the orientation index HS is displayed in such a manner that both ends of the orientation index HS reach the ends of the display 4b.

Note that the present invention is not limited to this. For example, the direction index HS may be long enough that both ends of the direction index HS do not reach the ends of the display 4b. Further, the direction indicator HS may be an arrow pointing forward of the fuselage of the combine 1, or the like.

Furthermore, as described above, the display 4b can display the mowed area BA. The already mown area BA corresponds to the "worked area in the field" according to the present invention. As shown in FIGS. 14 to 17, the display 4b can simultaneously display the direction index HS and the mown area BA.

Below, with reference to FIGS. 14 to 17, changes in the display of the azimuth index HS as the combine harvester 1 travels for reaping will be described. In the example shown in FIGS. 14 to 17, the combine harvester 1 is running for reaping in a field.

In the above explanation, the traveling line passing through the center of the cutting width of the reaping section H is fixed and becomes the automatic steering target line GL, but in the examples shown in FIGS. 14 to 17, At the time when the control mode of the traveling control unit 24 is switched from the second mode to the first mode in step S08 of the first determination routine, the automatic steering target line GL passing through the center position of the fuselage of the combine 1 in the left-right direction is calculated. shall be

In the state shown in FIG. 14, the control mode of the travel control section 24 is the first mode. Therefore, the combine harvester 1 is automatically steering traveling along the automatic steering target line GL.

At this time, the direction index HS is displayed in the first display state. Specifically, the direction index HS is displayed as a solid line. Further, the azimuth index HS indicates the attitude and azimuth of the combine harvester 1 and also indicates the automatic steering target line GL.

In this way, when the control mode of the traveling control unit 24 is the first mode, the display 4b displays the direction index HS in the first display state. Further, when the control mode of the travel control unit 24 is the first mode, the azimuth index HS coincides with the automatic steering target line GL.

It is assumed that the combine harvester 1 continues to move for reaping from the state shown in FIG. 14 and reaches the state shown in FIG. 15. At this time, the operator operates the steering operation tool 41 and the like to change the direction of the combine harvester 1 to the left. As a result, the determination in step S17 of the second determination routine shown in FIG. 8 is YES, and the control mode of the travel control unit 24 is switched from the first mode to the second mode. The automatic steering target line GL is then discarded.

That is, in the state shown in FIG. 15, the control mode of the travel control section 24 is the second mode. Therefore, the combine harvester 1 is running with manual steering. At this time, the direction index HS is displayed in the second display state. Specifically, the direction index HS is displayed as a broken line.

In this way, when the control mode of the traveling control unit 24 is the second mode, the display 4b displays the direction index HS in the second display state.

That is, the display 4b displays the azimuth index HS in the first display state when the control mode of the travel control section 24 is the first mode, and displays the azimuth index HS in the first display state when the control mode of the travel control section 24 is the second mode. The HS is displayed in a second display state different from the first display state.

Thereby, in response to the control mode of the traveling control unit 24 being switched from the first mode to the second mode, the azimuth index HS is switched from the first display state to the second display state.

It is assumed that the combine harvester 1 continues to move for reaping from the state shown in FIG. 15 and reaches the state shown in FIG. 16. In the state shown in FIG. 16, the combine 1 is traveling in a direction perpendicular to the traveling direction in FIG. 14.

In the state shown in FIG. 16, the control mode of the travel control section 24 is the second mode. At this time, the direction index HS is displayed in the second display state. Specifically, the direction index HS is displayed as a broken line.

It is assumed that the combine 1 continues to move straight from the state shown in FIG. 16 and reaches the state shown in FIG. 17. At this time, it is assumed that the determination in step S06 of the first determination routine shown in FIG. 7 is Yes, and the control mode of the travel control unit 24 is switched from the second mode to the first mode.

Thereby, the azimuth index HS is switched from the second display state to the first display state. Similarly to the state shown in FIG. 14, in the state shown in FIG. 17, the azimuth index HS indicates the attitude and azimuth of the combine 1 and also indicates the automatic steering target line GL.

Note that the present invention is not limited to the configuration described above. In the examples shown in FIGS. 14 to 17, the automatic steering target line GL may be calculated to pass through the center of the cutting width of the cutting section H. Further, the direction index HS may be displayed so as to pass through the center of the cutting width of the cutting section H. Further, when the control mode of the travel control unit 24 is the first mode, the azimuth index HS and the automatic steering target line GL do not need to match.

Further, the first display state and the second display state are not limited to solid lines and broken lines, and may be any display mode as long as they can be distinguished from each other. For example, the orientation index HS in the first display state may be a solid red line, and the orientation index HS in the second display state may be a solid yellow line.

[Other embodiments]
(1) The traveling device 11 may be of a wheel type or a semi-crawler type.

(2) In the embodiment described above, the reaping travel route LI calculated by the first route calculation unit 23 is a plurality of mesh lines extending in the vertical and horizontal directions. However, the present invention is not limited thereto, and the reaping travel route LI calculated by the first route calculation unit 23 does not have to be a plurality of mesh lines extending in the vertical and horizontal directions. For example, the reaping travel route LI calculated by the first route calculation unit 23 may be a spiral travel route. Furthermore, the reaping travel route LI does not have to be orthogonal to another reaping travel route LI. Further, the reaping travel route LI calculated by the first route calculation unit 23 may be a plurality of parallel lines parallel to each other.

(3) Own vehicle position calculation unit 21, area calculation unit 22, first route calculation unit 23, travel control unit 24, own vehicle direction calculation unit 25, recommended route calculation unit 26, automatic steering control unit 30, direction determination unit 31 , the second route calculating section 32, the mode switching section 33, and the straight-ahead determining section 34, some or all of which may be provided outside the combine harvester 1. It may be provided in a management facility or a management server.

(4) The combine 1 may be configured so that automatic steering is not possible, as long as automatic steering is possible.

(5) The steering operating tool 41 and the reaping lifting operating tool 44 may be the same operating tool, for example, may be an operating lever.

(6) The above-mentioned starting conditions may include that the calculation state of the aircraft orientation is a predetermined high-accuracy state. More specifically, the start condition may include being in a high-precision azimuth calculation state.

(7) Add to the above start condition that ``the aircraft's heading is within a predetermined angle with respect to the reference heading TA, or the aircraft's heading is within a predetermined angle with respect to the reference heading TA plus 180°. ” may be included.

(8) The straight-ahead determining unit 34 is configured to determine whether the aircraft 10 has traveled straight for a predetermined distance D1 and to determine whether the aircraft 10 has traveled straight for a predetermined time. Also good.

(9) In the embodiment described above, when the combine harvester 1 is driven straight for a predetermined distance D1 by manual steering, automatic steering is performed so that the straight direction is maintained. Therefore, when performing intermediate traveling, the uncut area AA tends to be crossed diagonally.

Here, the first registered point Q1 and the second registered point Q2 can be determined manually, and the function of determining the reference orientation TA by the process described in the above embodiment can be switched between enabled and disabled. It may be configured as follows.

For example, the combine 1 includes a first registration button (not shown) and a second registration button (not shown), and the position coordinates of the combine 1 at the time when the first registration button is operated are the first registration point Q1. , and the position coordinates of the combine harvester 1 at the time when the second registration button is operated may be determined as the second registration point Q2. In this case, the orientation determination unit 31 may determine the direction of the straight line from the first registration point Q1 to the second registration point Q2 as the reference orientation TA, as in the above embodiment.

With this configuration, as shown in FIG. 13, it becomes possible to suitably perform intermediate traveling. To be more specific, in the example shown in FIG. 13, the southward reference orientation TA is determined by operating the first registration button and the second registration button during lap driving.

Incidentally, during the round trip, the combine 1 travels along the boundary OB of the field. Therefore, it is easy to determine the first registration point Q1 and the second registration point Q2 so that the reference orientation TA is precisely parallel to the field boundary OB.

Then, when driving the combine harvester 1 to divide the uncut area AA into two areas, the operator presses the automatic steering start/end button.

As a result, the control mode of the travel control unit 24 is switched from the second mode to the first mode, and automatic steering travel along the automatic steering target line GL is started. Since the automatic steering target line GL runs along the north-south direction, the combine 1 accurately travels along the north-south direction. Therefore, compared to the case of performing intermediate traveling in the above embodiment, it is easier to avoid a situation in which the uncut area AA is diagonally crossed.

(10) The mode switching unit 33 may be configured such that the control mode of the travel control unit 24 cannot be automatically switched from the second mode to the first mode. In this case, when the straight-ahead determination unit 34 determines that the aircraft 10 has gone straight for a predetermined distance D1 or a predetermined time, the reference orientation TA is determined, and the switching from the second mode to the first mode is not performed. It is also possible to have a configuration in which there is no.

(11) The mode switching unit 33 may be configured such that the control mode of the travel control unit 24 cannot be automatically switched from the first mode to the second mode.

(12) When the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight for a predetermined distance D1 or a predetermined time, the mode switching unit 33 switches the travel control unit to The control mode may be configured to switch the control mode of No. 24 to the first mode.

Note that the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with the 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 used not only for ordinary combine harvesters, but also for various agricultural machines such as self-retracting combine harvesters, tractors, rice transplanters, corn harvesters, potato harvesters, and carrot harvesters.

1 Combine harvester (agricultural machine)
4a Ejection button (ejection operation tool)
4b Display (display section, direction display section)
10 Aircraft body 11 Traveling device 11b Sub-transmission device 14 Grain tank (harvest tank)
19 Main gear shift lever (main gear shift operating tool)
24 Travel control section 25 Own vehicle direction calculation section (aircraft direction calculation section)
26 Recommended route calculation unit 31 Direction determination unit 33 Mode switching unit 34 Straight-ahead determination unit 41 Steering operation tool 53 Notification unit AA Unmoved area (unworked area)
BA Already cut area (already worked area)
D1 Predetermined distance FP Forward operation position GL Automatic steering target line (driving route)
H Reaping section (harvesting device, working device)
HS Direction indicator RL Recommended driving route TA Reference direction

Claims (10)

a steering operation tool for steering;
a travel control unit that controls travel of an aircraft having a travel device;
a mode switching unit that switches the control mode of the travel control unit between a first mode and a second mode;
A direction determination unit that determines a reference direction for automatic steering,
When the control mode of the travel control unit is the first mode, the travel control unit controls travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation;
When the control mode of the travel control unit is the second mode, the aircraft travels in accordance with the operation of the steering operation tool,
When the control mode of the travel control unit is the second mode, the vehicle includes a straight-line determination unit that determines whether the aircraft has traveled straight for a predetermined distance or a predetermined time;
When the straight-ahead determination unit determines that the aircraft has traveled straight for the predetermined distance or for the predetermined time, the direction determining unit may be configured to determine, based on the direction in which the aircraft has traveled straight for the predetermined distance or for the predetermined time, to determine the reference direction ;
The mode switching unit controls the traveling control unit when a predetermined start condition is satisfied and the straight-ahead determination unit determines that the aircraft has traveled straight for the predetermined distance or the predetermined time. The mode is configured to automatically switch to the first mode, and the control mode of the travel control unit is not switched to the first mode if the start condition is not satisfied. Agricultural machinery. The start conditions include that the main gear shift operation tool is located at the forward operating position, that the sub-transmission device is in a work gear shift state, and that the positioning state of the aircraft position is in a predetermined high-accuracy state; The agricultural machine according to claim 1 , wherein at least one of the following is included: a clutch for transmitting power to the working device is in an engaged state, and the working device is located at a working position. The mode switching section is configured to switch the control mode of the traveling control section to the second mode when a predetermined release condition is satisfied when the control mode of the traveling control section is the first mode. has been
The release conditions include that the main gear shift operating tool is operated to an operating position other than the forward operating position, that the sub-transmission device is no longer in the working shift state, and that the positioning state of the aircraft position is in a predetermined high-accuracy state. the clutch for transmitting power to the working device is disengaged, the working device moves to a non-working position, an operation is performed to move the working device to the non-working position, and the above-mentioned steering The agricultural machine according to claim 1 or 2 , wherein at least one of the following is operated: an operating tool. A harvesting device for harvesting agricultural products in the field,
a harvest tank that stores the harvest harvested by the harvesting device;
a discharge operation tool that is operated to perform a discharge operation that discharges the harvest from the harvest tank;
The mode switching section is configured to switch the control mode of the traveling control section to the second mode when a predetermined release condition is satisfied when the control mode of the traveling control section is the first mode. has been
The agricultural machine according to any one of claims 1 to 3 , wherein the release condition includes operating the discharge operating tool. The agricultural machine according to any one of claims 1 to 4 , further comprising a notification unit that provides notification when the control mode of the travel control unit is switched from the second mode to the first mode. a steering operation tool for steering;
a travel control unit that controls travel of an aircraft having a travel device;
a mode switching unit that switches the control mode of the travel control unit between a first mode and a second mode;
A direction determination unit that determines a reference direction for automatic steering,
When the control mode of the travel control unit is the first mode, the travel control unit controls travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation;
When the control mode of the travel control unit is the second mode, the aircraft travels in accordance with the operation of the steering operation tool,
When the control mode of the travel control unit is the second mode, the vehicle includes a straight-line determination unit that determines whether the aircraft has traveled straight for a predetermined distance or a predetermined time;
When the straight-ahead determination unit determines that the aircraft has traveled straight for the predetermined distance or for the predetermined time, the direction determining unit may be configured to determine, based on the direction in which the aircraft has traveled straight for the predetermined distance or for the predetermined time, to determine the reference direction;
A working device that performs work in a field;
a recommended route calculation unit that calculates a recommended travel route in the field;
a display unit that displays the aircraft position and the recommended travel route,
The recommended route calculation unit is an agricultural machine that calculates the recommended travel route so that the unworked area of the field approaches a rectangle as the machine travels along the recommended travel route. an aircraft orientation calculation unit that calculates the aircraft orientation;
The agricultural machine according to any one of claims 1 to 6 , further comprising: an azimuth display unit capable of displaying an azimuth indicator indicating the aircraft orientation calculated by the aircraft orientation calculation unit. a steering operation tool for steering;
a travel control unit that controls travel of an aircraft having a travel device;
a mode switching unit that switches the control mode of the travel control unit between a first mode and a second mode;
A direction determination unit that determines a reference direction for automatic steering,
When the control mode of the travel control unit is the first mode, the travel control unit controls travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation;
When the control mode of the travel control unit is the second mode, the aircraft travels in accordance with the operation of the steering operation tool,
When the control mode of the travel control unit is the second mode, the vehicle includes a straight-line determination unit that determines whether the aircraft has traveled straight for a predetermined distance or a predetermined time;
When the straight-ahead determination unit determines that the aircraft has traveled straight for the predetermined distance or for the predetermined time, the direction determining unit may be configured to determine, based on the direction in which the aircraft has traveled straight for the predetermined distance or for the predetermined time, determine the reference direction,
an aircraft orientation calculation unit that calculates the aircraft orientation;
an azimuth display section capable of displaying an azimuth indicator indicating the aircraft azimuth calculated by the aircraft azimuth calculation section;
The azimuth display section displays the azimuth indicator in a first display state when the control mode of the travel control section is the first mode, and when the control mode of the travel control section is the second mode. An agricultural machine that displays the direction indicator in a second display state different from the first display state. The agricultural machine according to claim 7 or 8 , wherein the azimuth indicator is a straight line extending in the longitudinal direction of the machine body. The agricultural machine according to any one of claims 7 to 9 , wherein the azimuth display section can simultaneously display the azimuth indicator and a work area that is a completed work area in the field.

Images