JPS62111307A - Turn control device for working car - Google Patents

Abstract

PURPOSE:To improve working by standarizing respective turn control patterns of the primary rotation or the like of a machine body and controlling a controlled variable for the rotation or the like of the machine body in accordance with practical intersected angles of respective processes. CONSTITUTION:The turn control device is constituted of a baring detecting means 8, a traveling distance detecting means 11, a process end part detecting means S0, traveling devices 4 (4L, 4R), a turn control pattern storing means 101, and a traveling control means 103 and the automatic traveling of a working car is controlled by successively executing respective turn control patterns. In this case, a setting means 100 for a reference bearing and a setting means 102 for a rotating angle are formed. Thus, correcting operation is executed based on the difference between a reference baring alpha based on the means 100 and a reference bearing beta in the succeeding process and a detecting bearing so that the sum of the primary and secondary rotating angles theta1, theta2 stored in the means 101 becomes said difference and theta1>theta2 is formed. The correcting rotation angle is applied to the traveling control means 103 to automatically correct the steering controlled variable.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a turn control device for a working vehicle that automatically moves the machine to the next working stroke in a direction intersecting the previous working stroke after the completion of one working stroke; Specifically, it is equipped with a direction detection means for detecting the orientation of the machine body, a travel distance detection means for detecting the distance traveled by the machine body, and a stroke end detection means for detecting that the machine body has reached the end of the working stroke. The detection means's blanking out information, the primary turning pattern stored in the turn control pattern storage means for turning at a predetermined angle toward the next stroke upon completion of the work stroke, and then a predetermined distance toward the near side of the next stroke. The present invention relates to a turn control device for a work vehicle that controls the running of the machine based on each turn control pattern: a backward movement pattern for moving backward, and a secondary turning pattern for turning at a predetermined angle in a direction along the next stroke and moving forward.

[Prior Art] In this type of turn control device described above, after the completion of one work stroke, the above-mentioned primary Each turn control pattern for turning, reversing, and secondary turning is defined in advance and stored in a storage device, etc., and when the stroke end detecting means detects the end of one working stroke, the direction detecting means and the traveling By sequentially executing each of the turn control patterns described above based on the information detected by the distance detection means, the machine is controlled to automatically travel to the next work process.

In other words, in order to reduce the control load on the control device, it is necessary to simplify and formalize the control algorithm for the turn control, so the shape of the work ground in the planned work area is artificially set in advance to be a rectangle. The direction of one work stroke and the next work stroke is set to intersect by approximately 90 degrees, and the movement of the aircraft is controlled based on the above-determined turn control pattern, and after the turn is completed, , the machine was automatically oriented in the direction of the next work process. Incidentally, since the angle at which one working stroke intersects with the next working stroke is set to approximately 90 degrees, in the above primary turning, the turning angle is a predetermined angle smaller than 90 degrees, and in the secondary turning, the turning angle is set to a predetermined angle smaller than 90 degrees. When turning, the aircraft turned by an angle obtained by subtracting the predetermined angle from 90 degrees, so that the entire aircraft turned by 90 degrees. In addition, in order to avoid reducing work efficiency, in order to minimize the movement path required for the machine to make a turn, it should be placed outside the unworked area adjacent to the point where one work process intersects with the next work process. , will cause a turn. In order to prevent the aircraft from rushing into the work area when retreating after the primary turning and during the secondary turning, the primary turning angle is set to be approximately 60 degrees larger than the secondary turning angle. It was set to .

[Problem that the invention seeks to solve]

However, in the above-mentioned conventional means, since the aircraft is turned on the assumption that the intersecting angle between one work stroke and the next work stroke is approximately 90 degrees, one work stroke and the next work stroke If the intersecting angle with the This means that the next work step will be started in a state that is deviated from the proper position.

In addition, if the shape of the work ground cannot be set to a rectangle, it is impossible to set the intersection angle between one work process and the next work process to approximately 90 degrees, and in such cases, With only the standardized turn control described above, it is not possible to properly orient the machine after the turn in the direction of the next work process while preventing the machine from rushing into the work area of the next process during the turn. there were.

In particular, if the intersection angle between one work process and the next work process is smaller than 90 degrees, the end of the work area where the current work process intersects with the next work process will have an acute angle turn point. If the machine protrudes in the direction of the aircraft and turns at a fixed primary turning angle, the aircraft will move close to the sharply protruding unworked area during subsequent reverse or secondary turns. When the aircraft moves backward or makes a secondary turn, there is a risk that the aircraft may enter the work area.

Therefore, when this turn control device is applied to, for example, a harvesting acid M machine such as a combine harvester, which is an example of a working vehicle, when moving backward after the above-mentioned primary turning or during a secondary turning, it is necessary to There is a risk that the aircraft may step on the fallen stem culm.

Similarly, when applied to a ground work vehicle such as a lawnmowing work vehicle, problems such as the generation of new unprocessed parts and poor appearance of work marks occur.

The present invention has been made in view of the above circumstances, and its purpose is to prevent the aircraft from rushing into the work area during a turn, regardless of the shape of the work ground, while performing regular turn control. At the same time, the purpose is to ensure that the machine after the turn faces in the proper direction in the direction of the next work process.

[Means for solving problems]

As shown in FIG. 1, the characteristic configuration of the turn control device for a work vehicle according to the present invention includes: a reference direction setting means for setting a reference direction along each work stroke; a direction detected by the direction detection means and a reference direction; Based on the comparison result, the sum of the primary turning angle and the secondary turning angle is the difference between the reference directions of the two intersecting processes, and the primary turning angle is larger than the secondary turning angle. and a turning angle setting means for automatically setting the turning angle in each of the primary turning pattern and the secondary turning pattern, and the functions and effects thereof are as follows.

[For production]

That is, as shown in FIG.
Reference direction (00) set for one stroke by
The primary turning angle is stored in the turn control pattern storage means (101) based on the difference between α) and the reference orientation (β) of the next stroke, and the orientation (θ) detected by the orientation detection means (8). (θ1) and secondary rotation angle (θ2) are the sum of this primary rotation angle (θI) and secondary rotation angle (θ2) (θ
1+θ2) is the difference between the reference orientation (α) set for the one stroke and the reference orientation (β) for the next stroke, and the primary turning angle (θ1) is smaller than the secondary turning angle (θ2). The turning angle setting means (102) sets the actual turning angle by performing a correction calculation based on the following formula (i), and the corrected turning angle is set as the control parameter h. By giving this to the traveling control means (103), the steering control amount of the traveling devices (4L) and (4R) is automatically corrected to an appropriate value corresponding to the intersection angle (β-α) of each stroke.

θ, −K・(β−α) ・・・・・・(i) θz −
(1-K)・(β-α)・・・・・・(ii) However, θ
,〉θZ, is set to 4.

In other words, regardless of the value of the intersecting angle (β - α) between one stroke and the next stroke, the aircraft should be oriented toward the next stroke while preventing the aircraft from entering the work area during the turn. The primary turning angle (θ1) and the secondary turning angle (θ2) are quantitatively set in correspondence with the actual crossing angle (β−α) so that the angle is in a proper state. In addition, the backward distance (L
c) is the detected distance (L) by the traveling distance detecting means (11).
Control is performed so that x) and the backward travel distance (Lc) stored in the turn control pattern storage means (101) match. Further, the start and end of the turn control will be performed based on the stroke end detection information by the stroke end detection means (S0).

〔Effect of the invention〕

Therefore, in each turn control pattern of primary turning, reverse movement, and secondary turning, although the control form is standardized, it is necessary to
It is possible to precisely control the amount of control of the traveling gear when the aircraft turns and moves backward, and no matter how the intersection angle between one stroke and the thorn stroke is set, the aircraft will not rush into the work area during a turn. We have now been able to control travel so that the orientation and width of the aircraft are appropriate for the next stroke after a turn.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

As shown in Figure 6, the planted stem culms of rice, wheat, etc. in the field are raised and harvested, and while the harvested stem culms are being conveyed, the posture is changed to a sideways posture, and the stems are received by the feed chain 5 (1). The reaping section (2) to pass and the feed chain (1)
A threshing device (3) that threshes the stem culms that are pinched and conveyed by the handlebars and sorts and collects the grains is combined with a pair of left and right crawler traveling devices (4L).
), (4R) is mounted on a machine (V) equipped with a self-propelled combine harvester as a work vehicle.

In addition, by sensing geomagnetic changes, the absolute An azimuth sensor (8) is provided, which is an integral unit of a geomagnetic sensor that detects azimuth and a signal processing section that processes its detection signal, thereby configuring azimuth detecting means.

The reaping section (2) is configured to be able to be raised and lowered by a hydraulic cylinder (LC), and after completing one stroke, when turning to move on to the next work stroke, etc., it is raised greatly to remove the stem culm. (1) Be careful not to push it down.

As shown in FIGS. 2 and 6, below the reaping section (2), there is a stem culm (H) introduced into the reaping section (2) from the front.
) is a stock sensor (S0
), and constitutes a stroke end detecting means for detecting whether or not the stroke end has been reached by determining whether or not the reaping operation is in progress.

The weeding tools (5L) and (5R) on both left and right ends provided at the tip of the cutting section (2) are attached to the frame (6).
(6) Each body (v) is biased toward the front side and comes into contact with the base of the stem culm (11) introduced into the reaping section (2), at an angle corresponding to the contact position. The sensor bar (7) that rotates toward the rear of the aircraft (V) and its sensor bar (7)
A tracing sensor (Sl), (St) consisting of a potentiometer (R) for detecting the rotation angle of the stem culm (I) is provided.
It is designed to detect the amount of lateral deviation of the machine (V) with respect to I), and based on the detected deviation, the machine (V) automatically moves along the stem culm (11) during reaping work. The vehicle is configured as a means for detecting control parameters for controlling the vehicle to travel. In addition, the stem culm (11) planted in the field is
Since the sensor bar (7) is intermittently contacted, the output signal of the potentiometer (rl) changes intermittently. Therefore, in order to detect the amount of deviation in the lateral direction, signal processing such as averaging the output signal of the potentiometer (R) or detecting the maximum value per unit time is performed.

The output from the engine (E) is transferred to the hydraulic continuously variable transmission (9
) is configured to transmit the information to the driving transmission section (10) via the transmission line (10). A vehicle speed sensor (11) is provided to detect traveling speed (Vx) and traveling distance (X) by detecting the rotational speed of the input shaft (10a) to the transmission section (■0). , constitutes a traveling distance detecting means.

Also, a steering clutch brake (12, (121'l)) that separately connects and disconnects power transmission from the transmission section (10) to the left and right crawler traveling devices (4L) and (4R),
The steering clutch brake (12L), (12R)
Hydraulic cylinder (13L), (13R)
), and this hydraulic cylinder (13L), (13
A solenoid valve (14) is provided to operate each of the valves R) separately. In FIG. 2, (16) is an electromagnetic valve for operating a hydraulic cylinder (LC) for raising and lowering the reaping section (2).

Below, the travel control means (10) that controls the travel of the aircraft (V)
3) will be described in detail while explaining the operation of the control device (15).

First, to explain the outline of travel control, when performing reaping work by manually steering the outermost part of the reaping work range, the stock sensor (SO), ONL, and O
The azimuth (θ) detected by the azimuth sensor (8) until FF is repeatedly sampled, and the average azimuth is used as the reference azimuth (α), (β) of each side for each work process.
The outer periphery teaching is carried out as follows, and it is stored in the memory (101) provided in the control device (15). Thus, the memory (101) constitutes a turn control pattern storage means, and the reaping operation for storing the reference orientation constitutes a reference orientation setting means (100). (Hereinafter, it will be referred to as outer circumference teaching.) As shown in FIGS. 2 and 3, the operating state of the work mode selection switch (籏), which sets whether to perform the outer circumference teaching or automatic travel, is If this switch (lung) is checked and is in the ON state, the process for the outer periphery teaching is executed. When the steering control start switch (SW+) is turned on while the work mode selection switch (SW0) is in the OFF state, the state of the stock stock sensor (S0) is checked.

Then, when the machine body (v) is manually operated to start reaping work, the stock sensor (SO) is turned on and reaping control is started.

That is, when the stock sensor (SO) is turned on, the current detected orientation (θ) by the orientation sensor (8) is maintained within a tolerance with respect to the stored reference orientations (α) and (β). and the copying sensor (St), (
In order to maintain the amount of body deflection detected by SZ) in an appropriate state, the steering side is shifted to the steering side '4'llll.

Upon completion of one work process, the stock sensor (S0)
is turned off, the left and right scanning sensors (Sl), (S
Z) is in the OFF state, and the stock sensor (S0), copying sensor (s1), (S
Z) If all are 0FFL and this state has passed for a predetermined time (approximately 1.5 seconds in this example), it is determined that one work process has ended, the reaping control is ended, and the next Activate turn control to move the aircraft (V) to the path of . Note that in order to determine the end of one work process, the status of both the stock sensor (SO) and copying sensors (Sl) and (SZ) are checked. ON/, O when in contact with the stem culm (H)
Since the configuration is FF, this stock sensor (S0)
Since it is not possible to completely distinguish between the case where the stem culm (H) is temporarily interrupted and the case where the stem culm (H) is temporarily interrupted, all sensors (s0), (S
l), (SZ) are all in the OFF state, it is better to determine that one work process has ended, because there is less time delay in determining the end of the work process and fewer malfunctions occur.Next, the turn The operation of the control device (15) in control will be described in detail.

As shown in FIGS. 4 and 5, the stock sensor (S
O) and the copying sensors (Sl) and (SZ) are turned off and a predetermined time has elapsed, the reaping section (2) is raised by 1 and the reaping operation is interrupted, based on the formula (i) described in detail later. , calculate the primary turning angle (θI) and calculate the travel distance (L
x), and at the same time, the traveling speed (νX)
The vehicle speed sensor (1
1) Based on the vehicle speed (Vx) detected by the transmission device (9)
To operate 1jyfu 111 to step 18).

Then, the traveling distance (Lx) is a predetermined distance (Lx) that is preset based on the width of the body (V) so that the turning of the body (V) does not push down the stem culm (11) at the end of the next stroke.
When reaching La), the aircraft moves to the left, which is the next travel direction.
Based on the change in the direction (θ) detected by the direction sensor (8), the left side crawler traveling device (4L) is not driven so that the left side crawler traveling device (4L) is turned so that the left side crawler traveling device (4L) turns until it reaches the set primary turning angle (θl). Turn on the pulse 7' (14) (
Step #9 to Step #10).

The detected direction (θ) is the direction (
When α+θ1) is reached, the electromagnetic valve (14) is turned to 0FF.
L, decelerate until the traveling speed (Vx) reaches zero and stops traveling, and then color the traveling path 1%'I (Lb) during that time.
(Step #11 to Step #16).

After stopping (hereinafter referred to as the primary turning pattern), wait until a predetermined time (approximately 2.0 seconds in this example) has elapsed, and when the aircraft (v) comes to a complete stop...1.
9) to the reverse side and start reversing while accelerating until it reaches a predetermined speed (Vb), and then calculate the travel distance (Lx
) (Step #17 to Step #22)
. (Hereinafter referred to as a backward movement pattern) The travel distance (Lx) due to the backward movement is changed to a predetermined distance (Ld) set in advance by the distance (L
When a predetermined distance (Lc) corresponding to the distance obtained by adding b) is reached, the drive of the right side crawler traveling device (4R) is stopped in order to orient the aircraft (V) toward the next stroke start point. Based on the orientation (θ) detected by the orientation sensor (8), until the change becomes the secondary turning angle (θ2),
In other words, the electromagnetic valve (14) is turned on until the detected orientation (θ) matches the reference orientation (β) for the next process, and the deceleration operation is performed until the traveling speed (vx) becomes zero and the aircraft (V) stops. (Step #23 to Step #28).

When the machine (V) stops, the reaping section (2) is lowered and moved forward while increasing the speed until it reaches a predetermined speed (Vc), and the next work is continued until the stock source sensor (SO) is turned on. It plunges into the end of the stroke (s?) f129~
S'y Fub #34). (Hereinafter, it will be referred to as a secondary turning pattern.) In the above secondary turning pattern, if the plant head sensor (S0) turns ON while moving forward, the next work process will be performed from the stem culm (II) by the above-mentioned reaping control. Reaping control is started so that the machine body (V) automatically travels along the road and then performs the reaping work.

By the way, in the turn control explained above, the intersection angle of each stroke, which is the difference between the reference bearing (α) of the stroke that has finished traveling and the reference bearing (β) of the next stroke, is different from the standard 90 degrees. Regardless of the angle, the primary turning, secondary The turning angles (θl) and (θ2) for each turn are automatically set based on the reference azimuths (α) and (β) of the two intersecting strokes. Means (1
02).

θ, =K・(β−α)=2/3 (β−α)・・・・
・・・(i) θ2 = (1-K)・(β-α) = 1/3(β-α)-β-θ, ・・・・・・(11)
In other words, in the primary turn, the detected direction (θ) is rotated until it matches the angle (α + θυ) obtained by adding the primary turning angle (θI) to the reference direction (α) of the stroke, and in the secondary turn The aircraft will turn until the detected heading (θ) matches the reference heading (β) for the next stroke, so no matter what the intersection angle of each stroke is, the aircraft movement path during the turn will be This allows the aircraft to turn so that it is outside the work area and that the orientation of the aircraft after the turn matches the orientation of the next stroke.

In addition, since the retreat path 1111 (Lc) is set based on the forward distance (Lb) during the primary turning, the forward distance during the primary turning may be affected by slippage during turning, the weight of the treated stem culm (1), etc. Even if (Lb) changes, the position in the width direction of the aircraft (V) entering the stroke of the secondary turning angle will not deviate significantly from the appropriate state for the next stroke.

[Another example]

In the above embodiment, the primary turning angle (θI) is calculated as the difference (β) between the reference orientation (α) of the current process and the reference orientation (β) of the next process.
-α) is set to 273, but the primary turning angle (θ1) only needs to be larger than the secondary turning angle (θ2), depending on the size of the aircraft (V) and turning performance. Various changes can be made depending on the situation.

Further, in the above embodiment, an example was shown in which the reference orientation setting means is automatically set by outer circumferential teaching, but it may be set manually in advance.

[Brief explanation of drawings]

FIG. 1 is a functional block diagram showing the configuration of the present invention. Fig. 2 and subsequent figures show embodiments of the present invention, Fig. 2 is a block diagram showing the configuration of the control system, Fig. 3 is a flowchart showing the overall operation of the control device, and Fig. 4 is the control device for turn control. FIG. 5 is an explanatory diagram showing the movement of the machine during a turn, and FIG. 6 is a schematic side view of the combine harvester. (v)... Airframe, (8)... Orientation detection means, (11)... Mileage detection means, (SO
)... Stroke end detection means, (θl)...
・Primary turning angle, (θ2)...Secondary turning angle,
(α), (β)...Reference direction, (θ)...
・Detection direction, (Lx) ・・Travel distance, (Lc
)......Predetermined distance. (100)... Reference direction setting means, (101)... Turn control pattern storage means, (102)... Turning angle setting means.

Claims (1)

[Scope of Claims] In order to automatically move the machine (V) to the next work process in a direction intersecting with the previous work process after completing one work process, an azimuth detecting means (8) for detecting the orientation of the machine (V) is provided. ), a traveling distance detecting means (11) for detecting the traveling distance (Lx) of the machine body (V), and a stroke end detecting means (S_0) for detecting that the machine body (V) has reached the working stroke end. In preparation, the detection information of each of these detection means (8), (11), (S_0), and the information stored in the turn control pattern storage means (101) are set to the next stroke side upon completion of one work stroke. A primary turning pattern that turns the turning angle (θ_1), then a backward movement pattern that moves backward a predetermined distance (Lc) toward the point before the next stroke, and a secondary turning angle (θ_2) set in the direction along the next stroke.
A turn control device for a work vehicle that controls traveling of a machine (V) based on each turn control pattern of a secondary turning pattern for turning and moving forward; ), (β), a reference orientation setting means (100) for setting the primary turning based on a comparison result between the orientation (θ) detected by the orientation detection means (8) and the reference orientations (α), (β). Angle (θ_1) and secondary rotation angle (θ_2)
The sum of the reference directions (α) and (β
) and the primary turning angle (θ_1) is larger than the secondary turning angle (θ_2). A turning control device for a working vehicle, which is equipped with a turning angle setting means (102) for automatically setting the turning angle.