JPH1139036A - Travel controller for work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the number of operators and to reduce the burden on the operator by detecting the relative position of another work vehicle against main work vehicle to be the reference of travel and controlling the other work vehicle to travel following the main work vehicle while keeping the set positioned relation based on position detection information. SOLUTION: The first machine body V1 as the main work vehicle becoming the reference of travel is manually operated by permitting the operator to operate respective levers for manual operation. The second machine body V2 of the other work vehicle is automatically operated so that it travels by following the first machine body V1. Thus, a position detection means 101 for detecting the relative position of the second machine body V2 against the first machine body V1 by using the controller 11 of the second machine body V2-side is provided. Respective signals from a plant foot sensor S0, first and second sensors S1 and S2, a ultrasonic sensor S3, a number of rotation sensor S4, a number of engine rotation sensor S5 and a follow-up travel change-over switch SW1 are inputted to the controller 11.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel control device for a working vehicle when a plurality of working vehicles are run while maintaining a predetermined positional relationship.

[0002]

2. Description of the Related Art For example, in a combine for agricultural work as an example of a work vehicle, the size of the machine is being increased in order to increase the work efficiency with the enlargement of the field (range of work). Thus, there is a limit to the size of a combine truck due to the size of a transport truck or the like. Therefore, in actual work, a plurality of combine harvesters are run at the same time to mow a large-area field with the shortest possible working time. Manual operation while judging the position of.

[0003]

However, in the above prior art, a driver is required every time the number of working vehicles increases, and it is necessary to drive carefully while judging the position of the other vehicles. In addition, there is a problem that the driving burden on each driver is large.

The present invention has been made in view of the above circumstances, and has as its object to reduce the burden on the driver while reducing the driver's manpower, and to solve the above-mentioned problems of the prior art. Is to eliminate.

[0005]

According to the first aspect of the present invention, the relative position of another work vehicle with respect to the main work vehicle serving as a reference for traveling is detected, and based on the position detection information, the other work vehicle is used as the main work vehicle. The vehicle is controlled so as to follow the work vehicle while maintaining the set positional relationship.

Therefore, for example, when a driver on a main work vehicle drives the main work vehicle by manual driving, another work vehicle on which no driver is mounted maintains the set positional relationship with the main work vehicle. As it follows, it will automatically travel,
A driver is not required every time the number of work vehicles increases, so that labor saving of the driver can be realized, and the driver of the main work vehicle does not need to judge the position with other aircraft. Since the vehicle travels with a route determined by its own judgment, a reduction in driving burden can be realized.

According to the second aspect, in the first aspect, the other work vehicle is controlled so as to travel in a side-by-side state in which the other work vehicle is arranged in a horizontal direction intersecting the traveling direction with respect to the main work vehicle.

Therefore, the vehicle can be run as a work vehicle having an apparently widened work width, and work can be efficiently performed in a work area having a large area in a work time as short as possible.
Is obtained.

According to the third aspect, in the first aspect, the other work vehicle is positioned rearward of the main work vehicle in the traveling direction and shifted in a lateral direction intersecting the traveling direction. The vehicle is controlled so as to travel in a rear laterally offset state.

Therefore, a work vehicle having a seemingly wide work width can efficiently work on a large-area work target area in a work time as short as possible, and an end portion between the main work vehicle and another work vehicle adjacent to the work vehicle. By overlapping each other in a forward view, it is possible to appropriately prevent the occurrence of an unworked portion between the two work vehicles, and thus the preferable means of claim 1 is obtained.

According to a fourth aspect, in the second or third aspect, in the non-work target range, the other work vehicles are positioned in a line along the traveling direction with respect to the main work vehicle and located behind the main work vehicle. Is controlled to run.

Therefore, in a non-working range, narrow passages and the like can be smoothly driven in a single line, whereby the preferable means of the second or third aspect is obtained.

According to claim 5, in claim 4, when shifting from the non-work target range to the work target range, the preceding main work vehicle first enters the work target range, and then the main work vehicle enters the work target range. Another work vehicle is placed in the work target range in a state where it is arranged in the lateral direction intersecting with the traveling direction with respect to the car or in the state where it is located behind and along the traveling direction and shifted in the lateral direction that intersects with the traveling direction. When entering and moving from the work target range to the non-work target range, after the main work vehicle first enters the non-work target range, other work vehicles It is controlled to enter the target range.

Therefore, in the work target range, a work vehicle having a seemingly wide working width is used to efficiently work on a large area work target in a short working time as much as possible. The vehicle can travel smoothly through narrow narrow passages, etc., and when the vehicle shifts from the non-work target range to the work target range and from the work target range to the non-work target range, the work vehicle stops running and time loss occurs. It is possible to work smoothly by avoiding as much as possible,
Thus, the preferable measure of the fourth aspect is obtained.

According to claim 6, according to any one of claims 1 to 5, a plurality of transmitters installed at a set interval on one of the main work vehicle and another work vehicle, A signal for position detection is transmitted, and a plurality of receivers installed at a set interval on the other of the main work vehicle and the other work vehicle receive a position detection signal from the transmitter, Based on distance information between each transmitter and each receiver obtained from transmission / reception information between each transmitter and each receiver, a relative position of another work vehicle with respect to the main work vehicle is detected.

Therefore, a relatively simple and practical method of using a wave signal such as an ultrasonic signal as a signal for position detection, installing a transmitter and a receiver for the ultrasonic signal and detecting the distance between the transmitter and the receiver. Means can appropriately detect the relative positions of the working vehicles, and
5 is obtained.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to a combine for agricultural work as a work vehicle will be described below with reference to the drawings. As shown in FIG. 1 and FIG. 2, the combine has a cockpit 17 in front of a body V provided with a pair of right and left crawler traveling devices 1, and a reaper 3 is provided in front of the cockpit 17 with the body V. At the rear of the cockpit 17, a threshing unit 2 for threshing and sorting the harvested culm is mounted.

A plurality of weeding tools 4A to 4D juxtaposed at a distance from each other in the lateral direction of the machine body are provided at the tip of the mowing unit 3.
Are supported by the frame 9 and the weeds 4A-4
Between D, a plurality of routes L1 to L3 for introducing stems and stems are formed. A device 5 for causing the stems and culms introduced into each of the paths L1 to L3, a clipper-type cutting blade 6 for cutting the root of the caused stems and culms, and a feed chain 8 for threshing the cut and stems on the rear side of the machine body. Transport device 19 for transport to
Are sequentially arranged on the rear side of the weeding tools 4A to 4D in that order. In addition, the transfer device 19 is provided with a stock sensor S0 that is turned on when the stem and stalk touches to detect that the cutting operation is being performed, and the ground of the cutting unit 3 is provided below the weeding tools 4A to 4D. An ultrasonic sensor S3 for detecting a height from the camera is provided.

The stalk and culm position detecting sensors S1 and S2 for detecting the position of the stalk and stalk introduced into the paths L1 to L3 in the path are arranged in the reaper 3 at a position one position lower than the weeding tool 4A on the uncut side. It is provided at the rear side position of the weeding implement 4B located on the cutting side,
A first sensor S1 for detecting a lateral distance between the stem and the cut edge of the stem introduced into the left path L1 of the weeding tool 4B.
And a second sensor S2 for detecting the lateral distance between the stem L and the uncut side end of the stem introduced into the path L2 on the right side of the weeding tool 4B.

The first and second sensors S1 and S2 are:
As shown in FIG. 3, the sensor bar 1 has the same configuration except for a symmetrical point, and is rotatable rearward on the frame around a rotation fulcrum 10a provided on a frame 9 on the rear side of the weeding implement 4B.
0 is provided in a state where it is urged to return to the stems and culms arranged in a line in the longitudinal direction of the body, and a potentiometer R1 for detecting a rotation angle at which the sensor bar 10 is rotated to the rear side of the body by contact with the stems and culms. , R2 are provided. That is, the airframe V
With the travel of the stalk, the root of the stem introduced into each of the paths L1 and L2 comes into contact with the sensor bar 10, and the sensor bar 10
Turns to the rear side of the aircraft at a turning angle according to the stem and stem contact position,
By detecting the rotation angles, the potentiometers R1 and R2 output a detection signal that increases as the lateral distance between the stems and stems arranged in the longitudinal direction of the machine and the mounting position of each sensor, that is, the end of the path, decreases.

Next, the control configuration will be described. As shown in FIG. 4, the output of the engine E is transmitted to a hydraulic continuously variable transmission 16 via a belt, and the output of the continuously variable transmission 16 is transmitted via the transmission case 15 to the crawler traveling device 1.
Is to be driven. The transmission case 15 includes a steering clutch 12L for transmitting and receiving the driving force to the crawler traveling device 1 on each side.
12R is provided, and is configured to perform a turning operation around the side of the crawler traveling device 1 where the driving force is turned off and operated as a turning center. In the figure, V1 indicates a first aircraft described later, and V2 indicates a second aircraft.

In FIG. 4, S4 is a mission case 1.
S5 is an engine speed sensor for detecting the engine speed of the engine E, 13L and 13R are the steering clutches 12L and 12R. The steering hydraulic cylinders 14L and 14R are for controlling the supply of hydraulic oil to the steering hydraulic cylinders 13L and 13R. Although not shown, the output of the continuously variable transmission 16 is transmitted to the reaping unit 3 via a reaping clutch and the like, and is transmitted to the threshing unit 2 via a threshing clutch and the like.

Control device 11 using microcomputer
Is provided, and the control device 11 includes a stock sensor S0,
First and second sensors S1, S2, ultrasonic sensor S
3, speed sensor S4, engine speed sensor S
5, and respective signals from a follow-up traveling changeover switch SW1 for switching to a later-described following traveling mode. On the other hand, from the control device 11, the steering control valves 14L,
Each drive signal is output to 14R, the continuously variable transmission 16, and the mowing elevating actuator 18 such as a hydraulic cylinder. Although not shown in the figure, the same sensors and actuators as those on the second body V2 are connected to the control device 11 on the first body V1.

In the manual operation mode in which the follow-up traveling changeover switch SW1 is turned off,
An elevating lever for manually raising and lowering the mowing unit 3, a steering lever 20 for manually steering operation, and a shift lever 21 for manually shifting the vehicle speed are provided as shown in FIG. Have been.

As shown in FIG. 5, the combine travels in a field F of a rectangular shape or the like, which is a work target range, and performs harvesting work. In this case, the combine works as a main work vehicle serving as a reference for traveling. The first body V1 is manually operated by the driver operating each of the manual levers, and the second body V2 as another work vehicle follows the first body V1 so as to travel. It is automatically driven. For this purpose, as shown in FIG. 4, a position detecting means 101 for detecting the relative position of the second body V2 with respect to the first body V1 using the control device 11 on the second body V2 side is configured.

As shown in FIG. 6, at a rear right position A and a left position B of the first fuselage V1, a set interval 2L is set in the lateral width direction of the fuselage to transmit two ultrasonic signals for position detection. An ultrasonic transmitter 22 is provided. On the other hand, an ultrasonic wave for position detection from the transmitter 22 is provided at a set interval 2L in the lateral direction of the body at a front right position C and a left position D of the second body V2. Two ultrasonic receivers 23 for receiving signals are provided.

Then, as shown in FIG. 4, each ultrasonic transmitter 22 is driven by the control device 11 and each ultrasonic transmitter 2
The reception signal of No. 3 is input to the control device 11. In FIG. 4, the transmitter 22 is provided only on the first body V1 side, and the receiver 23 is provided only on the second body V2 side. Further, a transceiver 24 for communicating an identification code for identifying each of the transmitters 22 and other control information is provided connected to the control device 11, and an antenna 24a for the communication is provided for each machine V1, It is installed in V2. Note that the ultrasonic signals from both transmitters 22 are simultaneously
In order to avoid that the signals are not properly received and received by two receivers 23, the respective transmitters 22 are transmitted alternately at time intervals.

Then, a case will be described as an example where a signal from the transmitter 22 (referred to as an identification code B) at the rear left position B of the first body V1 is received by each receiver 23 on the second body V2 side. First, an identification code B composed of a pulse signal is transmitted from the first body V1 side as shown in FIG. 7A, and an ultrasonic signal is transmitted from the end of the identification code B.
On the second body V2 side, as shown in FIG. 7B, the identification code B is received after the delay time Td, and the receiver 23 at the position C receives the identification code B for a time Tb from the end of the reception.
c, the ultrasonic signal is received, and the receiver 2 at the position D
At 3, the ultrasonic signal is received after a time Tbd from the end of the reception of the identification code B. Here, instead of directly measuring the time Tbd, a time difference Tbd-Tbc from Tbc is measured, and both information of the time difference Tbd-Tbc and the time Tbc are added to measure the Tbd indirectly. Good. Although not described in detail, reception is detected when the reception amplitude of the ultrasonic signal exceeds a set value, and the received identification code B is decoded to determine the rear left position B of the first body V1.
It is confirmed that the signal is an ultrasonic signal from the transmitter 22.

In the above, if the time Td is neglected to be small, the propagation time of the ultrasonic wave from the transmitter 22 at the position B to the receiver 23 at the position C becomes Tbc, and the transmitter 22 at the position B
The propagation time of the ultrasonic wave from the receiver 23 to the receiver 23 at the position D is Tb
d, the transmitter 22 at the position B and the receiver 2 at the position C
The distance Lbc between 3 and the distance Lbd between the transmitter 22 at the position B and the receiver 23 at the position D can be obtained by using the information on the propagation velocity v of the ultrasonic wave stored in advance as shown in the following equation.

[0030]

Lbc = v × Tbc, Lbd = v × Tbd

The above description also applies to the case where a signal from the transmitter 22 (identification code A) at the rear right position A of the first body V1 is received by each receiver 23 on the second body V2. The transmitter 22 at the position A and the receiver 2 at the position C
3 and the distance Lad between the transmitter 22 at the position A and the receiver 23 at the position D are obtained.

The distance information (Lbc, Lb)
d, Lac, Lad), a parameter representing the relative position between the first aircraft V1 and the second aircraft V2 is calculated as follows. As shown in FIG. 6, when the horizontal center of the body is set as the x-axis and the longitudinal direction of the body is set as the y-axis with the horizontal center position of the front of the body of the second body V2 as the origin, the x-axis is obtained from the position B of the first body V1. X, the length of the perpendicular, ie, the y coordinate, and the angle θabc between points A, B, and C
And the angle θbcd formed by the points B, C, and D is obtained as in the following equation.

[0033]

X = (Lbd ² −Lbc ² ) / 4L y = [(Lbd ² − (L + x) ² ] ^1/2 θabc = cos ⁻¹ ((4L ² + Lbc ² −Lac ² )
/ 4L·Lbc) θbcd = cos ⁻¹ ((4L ² + Lbc ² −Lbd ² )
/ 4L ・ Lbc)

From the above parameters, for example,
The distance between the center of the aircraft in the lateral width direction of the first aircraft V1 and the second aircraft V2 is detected based on the value of x + L.
The distance between the aircraft V1 and V2 in the longitudinal direction of the fuselage is detected based on the value of y.
And the value of the angle θbcd is compared (if θabc and θbcd are the same value, both aircraft are in a parallel state).

As described above, the position detecting means 101 is provided with each of the ultrasonic transmitters 22 and each of the ultrasonic receivers 23, and based on transmission / reception information of each of the ultrasonic transmitters 22 and each of the ultrasonic receivers 23. Based on the distance information obtained between each transmitter 22 and each receiver 23, the relative position of the second body V2 with respect to the first body V1 is detected.

As shown in FIG. 4, the position detecting means 10 is controlled by using the control device 11 on the side of the second body V2.
The travel control means 100 is configured to control the second body V2 to follow and travel with the first body V1 while maintaining the set positional relationship based on the first information.
That is, the second body V2 is automatically operated so as to travel following the first body V1.

Specifically, the traveling control means 100
In the field F which is the work target range, as shown in FIG. 5A, the second body V2 is positioned rearward of the first body V1 along the traveling direction with respect to the first body V1 and is moved in the traveling direction. When the vehicle travels in the “rear lateral displacement state” in which the position is shifted in the lateral direction intersecting with the vehicle and shifts from the headland, which is the non-work target range, to the field F, as shown in FIG. After the first aircraft V1 has first entered the field F, the first aircraft V1 is secondly moved in the “rear laterally offset state” with respect to the first aircraft V1.
When the body V2 enters the field F and shifts from the field F to the headland, as shown in FIG. 5B, the first body V1 first enters the headland, and then the rear of the first body V1. The second body V2 is made to enter the headland in a state where it is located on the side, and the second body V2 is connected to the first body V in the headland as shown in FIG.
It is configured to run in a state where it is positioned in a line along the traveling direction with respect to 1 and behind it.

When the second machine V2 is automatically operated in the field F, the control device 11 on the second machine V2 side
Controls the steering based on the detection information of the first and second sensors S1 and S2 so as to maintain the introduction position of the stem and culm introduced into the reaping unit 3 in the machine lateral width direction at the proper setting position. That is, when the detection values of the potentiometers R1 and R2 of the sensors S1 and S2 are equal, the state is maintained, and when the detection value of the left potentiometer R1 is larger than the right, the steering is steered rightward, and the right potentiometer R2 is controlled. If the detected value is larger than the left, the steering clutches 12L and 12R are driven to steer to the left.

Next, the control operation of the following running (automatic driving) by the control device 11 on the second body V2 side will be described with reference to the flowcharts of FIGS. In the following description, the first machine V1 is referred to as a master machine, and the second machine V2 is referred to as a slave machine. First, when the control is started, as shown in FIG. 8, the operation mode is determined from the state of the following travel changeover switch SW1, and if the following traveling mode is set, the following traveling control is executed. Execute

In the following traveling control (FIG. 9), first, processing of an ultrasonic signal and measurement processing of a relative position and an angle with respect to the first body V1 are performed, and if it is too close, deceleration processing is performed. If too far, acceleration processing is performed. Next, it is determined whether the parent machine and the child machine are in the cutting mode in which the parent machine and the child machine run along the crop line in the field F or in the non-cutting mode in which the headland runs, that is, in the headland traveling mode. Perform the follow-up control processing 1 when both are in the cutting mode, and perform the follow-up control processing 2 when the master unit is in the cutting mode and the slave unit is in the non-cutting mode. When the is in the non-cutting mode, the tracking control process 3 is executed, and when both the master unit and the child device are in the non-cutting mode, the following control process 4 is executed.

In the follow-up control process 1 (FIG. 10), it is determined whether the relative position (x + L shown in FIG. 6) and the azimuth deviation between the master unit and the slave unit in the lateral direction are within an allowable range. If it is within the range, the direction control based on the detection information of the stem / culm position detection sensors S1 and S2 is executed. On the other hand, when the difference is not within the allowable range, in order to correct the position deviation, a speed difference between the left and right crawler traveling devices 1 is calculated from the information on the position deviation and the azimuth deviation, and an output process for obtaining the speed difference is performed. Do.

In the follow-up control process 2 (FIG. 11), first, the relative position and the azimuth deviation between the master unit and the slave unit are set to be equal to or less than the allowable values in order to move the slave unit from the headland running to a state along the strip of the field. Until the step, the approach control processing such as the 90-degree turning operation is performed. When the relative position and the azimuth deviation between the parent machine and the child machine become equal to or less than the allowable value, the mowing unit 3 is lowered to activate the mowing height control for maintaining the mowing unit at a predetermined mowing height, and the mowing operation is started. Then, when the stock sensor S0 detects a streak, the slave unit is set to the streak mode, and thereafter, the following control process 1 is executed.

In the follow-up control process 3 (FIG. 12), since the slave unit is in the cutting mode, the stem / culm position detection sensors S1,
The direction control based on the detection information of S2 is executed. And
If the uncut strips are gone (running to the edge of the field)
After the mowing unit 3 is raised, the child machine is set to the headland traveling mode.

In the follow-up control process 4 (FIG. 13), the slave unit is caused to perform a turning operation so as to be in a state of traveling on a headland from a state following the field line, and then follows immediately after the first body V1. It is controlled to run on the headland in this state.

[Alternative Embodiment] In the above embodiment, two ultrasonic transmitters 22 for transmitting a signal for position detection are installed on the main work vehicle (first body V1), while the other work vehicle (first body V1) is installed. Two ultrasonic receivers 23 for receiving ultrasonic signals for position detection are installed on the two bodies V2), but conversely, the other work vehicle (second
The transmitter 22 may be installed on the machine V2), and the receiver 23 may be installed on the main work vehicle (first machine V1). And
In this case, for example, the position detection unit 1 is provided on the first body V1 side.
01 is provided, and the position detection information is transmitted to the second aircraft V2 side, and the traveling control means 100 on the second aircraft V2 side performs traveling control. The number of the plurality of transmitters 22 and the number of receivers 23 may be more than two, and the location of the transmitter 22 and the receiver 23 is not limited to the front part and the rear part of the body, but may be the side part of the body.

Further, the master-slave relationship between the first body V1 and the second body V2 may be reversed, that is, the second body V2 may be a main work vehicle and the first body V1 may be a work vehicle that follows. Alternatively, an ultrasonic receiver 23 similar to the second aircraft V2 may be installed on the first aircraft V1 side, and an ultrasonic transmitter 22 similar to the first aircraft V1 may be installed on the second aircraft V2 side.

Next, another embodiment for position detection and position control will be described. Instead of an ultrasonic signal, Figure 1
As shown in FIG. 4 (a), two electromagnetic wave transmitters E1 and E2 for transmitting electromagnetic waves of different frequencies are installed at the rear of the main working vehicle (first body V1) at intervals, while other work is performed. Two receivers ES1 and ES2 composed of coils and the like for receiving the electromagnetic wave signal while distinguishing each frequency are installed at a front portion of the vehicle (the second body V2) at intervals. Then, the reception voltage corresponding to the electromagnetic wave of each frequency in the two receivers ES1 and ES2 is, for example, the transmitter E when the two bodies are in the same traveling direction and are shifted by a predetermined distance in the lateral direction.
The travel of the second body V2 may be controlled so as to be a value corresponding to the distance from E1, E2.

As shown in FIG. 14 (b), an alternating current is applied to the electric wire W1 surrounding the main working vehicle (the first body V1) to generate an alternating magnetic field, and the alternating magnetic field is converted to the second body V1.
Detection coils MS1, MS2 installed on two sides with an interval
So that the magnetic field detected by the two detection coils MS1 and MS2 has a value corresponding to, for example, a state in which the two aircraft are shifted in the same traveling direction and a predetermined distance in the lateral direction.
It may control the traveling of the second body V2.

As another embodiment of position detection, as shown in FIG. 15, the angle can be freely changed from a winding section Kd provided at a distance a from the right end to the front end of another work vehicle (second body V2). The leading end of the rope Ri fed out in the state is fixed at the rear part of the main work vehicle (the first machine V1) at a position of a distance b from the right end so that the angle can be changed.
The angle θ1 of the rope Ri with respect to 1 and the angle θ2 of the rope Ri with respect to the second body V2 are detected by a potentiometer or the like, and the length of the fed rope Ri is the number of rotations of the winding roller at the winding section Kd. It has been detected by detection or the like. Then, by comparing the two angles θ1 and θ2, the inclination state of the two aircraft is determined, and further,
For example, the distance D1 in the front-rear direction and the distance D2 in the lateral direction between the two aircraft in the state of θ1 = θ2 = θ are obtained as in the following equation.

[0050]

D1 = (length of rope Ri) × sin (θ) D2 = (length of rope Ri) × cos (θ) −a + b

The traveling control means 100 causes the second body V2 to travel in the "rear lateral displacement state" (see FIG. 5A) with respect to the first body V1 in the work target range.
The second body V2 may be run in a “side-by-side state” in which the second body V2 is arranged in a horizontal direction intersecting the traveling direction with respect to the first body V1.
In this “side-by-side state”, the vehicle travels with the interval between the two aircrafts V1 and V2 set slightly smaller than the work width of each aircraft.
In the first run, the running position is shifted in the lateral direction, so that work can be performed smoothly without any unworked portion.

The traveling control means 100 is provided with
1, V2 is not always maintained in a vertical line in the non-work target area (headland), but the second aircraft V2 is always in the "rear laterally displaced state" or "horizontally aligned state" with respect to the first aircraft V1. ".

In the above embodiment, another work vehicle (the second vehicle V
On the 2) side, the relative position with respect to the main work vehicle (the first machine V1) was detected and controlled so as to maintain the set positional relationship. In addition to this, on the second machine V2 side or the first machine V1 side, Based on the detected relative position information of the two aircraft, the first
The traveling control means provided on the body V1 side may give a control command to the second body V2 side to perform the follow-up control.

In the above embodiment, one main work vehicle (first machine V1) and one other work vehicle (second machine V2) are used.
Has described the case where the vehicle follows the vehicle.
The present invention can also be applied to a case where two or more other work vehicles (second body V2) follow and travel with respect to one main work vehicle (first body V1).

In the above embodiment, the case where the work vehicle is a combine is illustrated, but an agricultural work vehicle such as a mower other than the combine, or a civil work vehicle such as a bulldozer may be used.

[Brief description of the drawings]

FIG. 1 is a side view of a combine.

FIG. 2 is a plan view of the front part of the combine.

FIG. 3 is a plan view of a sensor for detecting a stem and stem position.

FIG. 4 is a block diagram of a control configuration.

FIG. 5 is a plan view showing a traveling state of the combine.

FIG. 6 is a plan view for explaining detection of a relative position of the combine.

FIG. 7 is a time chart showing transmission and reception of a signal for position detection.

FIG. 8 is a flowchart of a control operation.

FIG. 9 is a flowchart of a control operation.

FIG. 10 is a flowchart of a control operation.

FIG. 11 is a flowchart of a control operation.

FIG. 12 is a flowchart of a control operation.

FIG. 13 is a flowchart of a control operation.

FIG. 14 is a plan view showing another embodiment of the position detecting means.

FIG. 15 is a plan view showing another embodiment of the position detecting means.

[Explanation of symbols]

 22 Transmitter 23 Receiver 100 Travel control means 101 Position detection means V1 Main work vehicle V2 Other work vehicles

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Toshiyuki Matsumoto 64 Ishizukita-cho, Sakai City, Osaka Prefecture Inside the Kubota Sakai Plant (72) Inventor Yasuo Irie 64 Ishizukita-cho, Sakai City, Osaka Prefecture Office (72) Inventor Yasuo Fujii 64 Ishizukita-machi, Sakai City, Osaka Prefecture Inside Kubota Sakai Plant (72) Inventor Yasuyuki Yamanaka 64 Ishizukita-machi, Sakai City, Osaka Prefecture Kubota Sakai Plant, Inc.

Claims (6)

[Claims] 1. A position detecting means for detecting a relative position of another work vehicle with respect to a main work vehicle serving as a reference for traveling, and the other work vehicle is designated as the main work vehicle based on information of the position detection means. Traveling control means for controlling the vehicle to follow the vehicle while maintaining the set positional relationship is provided,
A travel control device for a work vehicle, wherein the another work vehicle follows the main work vehicle and travels. 2. The vehicle according to claim 1, wherein the travel control means is configured to cause the other work vehicle to travel in a side-by-side state in which the other work vehicle is arranged in a horizontal direction intersecting a traveling direction with respect to the main work vehicle. Work vehicle travel control device. 3. The traveling control means is configured to position the another work vehicle behind the main work vehicle with respect to the main work vehicle in the traveling direction and to position the other work vehicle in a lateral direction intersecting the traveling direction. The travel control device for a work vehicle according to claim 1, wherein the travel control device is configured to travel in a rearward lateral shift state in which the vehicle is shifted. 4. The travel control means causes the other work vehicle to run in a state of being located in a line in the traveling direction with respect to the main work vehicle in a non-work target range and positioned behind the main work vehicle. The travel control device for a working vehicle according to claim 2 or 3, wherein 5. When the traveling control means shifts from the non-work target range to the work target range, the traveling control means causes the leading main work vehicle to enter the work target range first, and then moves to the main work vehicle. In contrast, when the other work vehicle enters the work target range in the side-by-side state or the rear laterally displaced state and moves from the work target range to the non-work target range, the main work vehicle enters the non-work target range first. 5. The travel control device for a work vehicle according to claim 4, wherein the other work vehicle is configured to enter the non-work target range while being positioned behind the main work vehicle after the driving. 6. The position detecting means includes a plurality of transmitters which are installed at a set interval on one of the main work vehicle and the other work vehicle and transmit a signal for position detection. A plurality of receivers installed at a set interval on the other of the main work vehicle and the other work vehicle to receive a signal for position detection from the transmitter, and each of the transmitters The relative position of the another work vehicle with respect to the main work vehicle is detected based on distance information between each transmitter and each receiver obtained from transmission / reception information between the first work vehicle and each receiver. The travel control device for a work vehicle according to any one of claims 1 to 5.