WO2022004474A1

WO2022004474A1 - Harvester, automatic traveling method of harvester, program, recording medium, system, agricultural machine, automatic traveling method of agricultural machine, method, and automatic steering management system

Info

Publication number: WO2022004474A1
Application number: PCT/JP2021/023511
Authority: WO
Inventors: 中林隆志; 渡邉俊樹; 佐野友彦; 吉田脩; 川畑翔太郎; 堀内真幸; 齊藤直; 山岡京介; 奥平淳人
Original assignee: 株式会社クボタ
Priority date: 2020-06-30
Filing date: 2021-06-22
Publication date: 2022-01-06
Also published as: KR20230029589A; CN115361861A

Abstract

This harvester comprises: a machine body location calculation unit 40 which calculates the location of a machine body by using satellite positioning; a first machine body location acquisition unit 41 which takes, as a first machine body location, a machine body location acquired in response to a first signal generated by a manual operation during harvesting; a second machine body location acquisition unit 42 which takes, as a second machine body location, a machine body location acquired in response to a second signal generated by a manual operation in a place spaced apart from the first machine body location during the harvesting; a reference azimuth calculation unit 43 which calculates by taking, as a reference azimuth, the azimuth of a straight line connecting the first machine body location and the second machine body location; and a traveling control unit 50 which controls automatic traveling of the machine body on the basis of the reference azimuth or a traveling path calculated on the basis of the reference azimuth.

Description

Harvester, automatic driving method of harvester, program, recording medium, system, agricultural work machine, automatic driving method of agricultural work machine, method, automatic steering management system

The present invention relates to a harvester, an automatic traveling method of the harvester, a program, a recording medium, a system, an agricultural work machine, an automatic traveling method and method of an agricultural work machine, and an automatic steering management system.

The rice transplanter, which is one of the agricultural work vehicles, divides the field into an outer peripheral area and a central area located inside the field, and performs seedling planting work. For example, in the rice transplanter capable of automatic traveling according to Patent Document 1, a linear teaching traveling by manual steering is performed along the shore in the outer peripheral region before the seedling planting work is performed.

The direction along the teaching path obtained by the teaching run is set as the target direction (reference direction). In automatic steering, a target direction and a target travel path are used.

The seedling planting work is performed by automatic steering from the central area. Seedling planting work is carried out while going straight along the first target running route by automatic steering, the direction of the aircraft is changed by turning running by manual steering performed near the shore, and the target direction and the next target running again Seedling planting work is carried out by automatic steering using a route.

By repeating such straight running and turning running, when the seedling planting work for the central area is completed, the seedling planting work for the outer peripheral area is performed. After the seedling planting work on the outer peripheral area is completed, the rice transplanter goes out of the field.

The agricultural work machine disclosed in Patent Document 2 is provided with a positioning unit capable of acquiring the position information of the machine using a navigation satellite so that the agricultural work machine runs along the reference direction calculated in the first teaching run. , Steering control is performed by the steering control unit.

Patent Document 3 discloses an automatic work vehicle traveling system that manages a plurality of automatically traveling agricultural work vehicles put into one field. In this work vehicle automatic traveling system, for example, the first agricultural work vehicle and the second agricultural work vehicle capable of data communication exchange the working traveling state.

Each agricultural work vehicle is provided with a route element selection unit that selects a travel route element that is a travel target for automatic driving from a previously generated travel route element group. The route element selection unit selects the next travel route element in consideration of both working travel conditions and both aircraft positions. As a result, the first agricultural work vehicle and the second agricultural work vehicle coordinately perform the harvesting work while avoiding collision with each other.

Further, the first farm work vehicle and the second farm work vehicle can exchange the setting parameters of the vehicle traveling equipment group and the work equipment group equipped with each other, and the parameters of the own vehicle are based on the parameters of the other vehicle. Can be adjusted.

In the harvester capable of automatic traveling according to Patent Document 4, one side of an unworked area of a polygonal shape formed by manual surrounding cutting is used as a reference side, and this reference side is used as a reference side for the working width (including overlap). The line obtained by moving in parallel by 1/2 is calculated as the initial reference line.

Work on the unworked area is performed in a reciprocating running pattern that repeats straight running with automatic steering and U-turn turning running with manual steering with the initial reference line as the target running path. The target route for straight running with automatic steering is calculated by translating the initial reference line inward by the working width.

Rice transplanters and harvesters divide the field into an outer peripheral area and a central area located inside it, and carry out farm work. At that time, in the rice transplanter capable of automatic traveling according to Patent Document 1, a linear teaching traveling is manually performed in the outer peripheral region before the seedling planting work. The direction along the teaching path obtained by the teaching run is set as the target direction (reference direction).

In automatic steering, the target direction and the target travel route are used. The seedling planting work is performed by automatic steering from the central area. Seedling planting work is carried out while going straight along the first target travel route by automatic steering, the direction of the aircraft is changed by the turning travel performed near the shore, and the reference direction and the next target travel route are used again. Seedling planting work is carried out by automatic steering.

Japanese Unexamined Patent Publication No. 2017-123804 Japanese Unexamined Patent Publication No. 2019-097503 Japanese Unexamined Patent Publication No. 2018-99043 (paragraph number 0080 to paragraph number 0107) Japanese Unexamined Patent Publication No. 2020-0222397 (paragraph number 0053 to paragraph number 0056)

[First task]
Teaching running is indispensable for the harvester to perform automatic running by automatic steering using the reference direction calculated through teaching running as disclosed in Patent Document 1. However, when the harvester, which is one of the field work platforms, enters the field and does not perform the harvesting work immediately, the harvested product is pushed down.

Therefore, a conceivable method is to first perform teaching running in the existing work area formed by the harvester entering the field by manual steering and performing a certain harvesting work. Such a method has a drawback that the running time of the harvester without the harvesting work is increased and the efficiency of the harvesting work is deteriorated.

Therefore, an object of the present invention is to provide a harvester that can obtain a reference direction by teaching running while performing harvesting work.

[Second task]
When the harvester, which is one of the agricultural work vehicles, enters the field, if the harvesting work is not performed immediately, the harvested product will be pushed down. Further, in a harvester that performs automatic running using a reference direction calculated by using teaching running as disclosed in Patent Document 1, it is essential to perform teaching running before automatic running. Therefore, when entering the field and performing the harvesting work, it is preferable that the teaching run is performed at the earliest possible opportunity.

The harvesting work of the harvester is first carried out by orbiting the field along the shore side. In the lap running, in the place where the protrusion area protruding from the shore, the water outlet, etc. exist, the avoidance running using the reverse movement is performed to avoid these. Furthermore, at the beginning of the harvesting work, the relationship between the vehicle speed and the processing speed of the harvesting equipment may not be appropriate, and when the harvest is clogged, the aircraft is temporarily stopped or the engine is stopped in order to clear the clogging. It will be necessary to make it.

In the conventional teaching running as shown in Patent Document 1, emergency evacuation running states such as reverse movement, stopping, and even engine stop during the teaching running are not taken into consideration, and such running states occur. Then, the teaching run is stopped, and then the teaching run is started again. This is a problem for drivers who want to shift to autonomous driving as soon as possible.

Therefore, an object of the present invention is to provide an agricultural work machine that can obtain a reference direction required for automatic driving even if an emergency evacuation driving state occurs in teaching driving.

[Third task]
The agricultural work machine disclosed in Patent Document 2 is steered and controlled along one reference direction. Depending on the type of farm work machine, the farm work machine may not only travel along one side of the field, but may also travel along a plurality of directions according to the shape of the field. Therefore, it is desirable to flexibly use a plurality of reference directions according to the traveling state of the aircraft.

An object of the present invention is to provide an agricultural work machine capable of automatic steering control along a plurality of directions according to the shape of a field or the like.

[Fourth task]
In the work vehicle according to Patent Document 4 and Patent Document 1, at least one work vehicle in the same field automatically uses the same initial reference line or reference direction at almost the same time or at intervals of time (seasonal). Working runs are not considered. Therefore, in such a case, each agricultural work vehicle needs to calculate the initial reference line or reference direction separately. If there is a difference in each initial reference line or each reference direction calculated separately, there arises a problem that automatic steering based on a unified reference cannot be performed.

In the work vehicle automatic driving system according to Patent Document 3, a plurality of work vehicles put into the same field exchange information such as the work travel state and the machine body position to select an appropriate travel route element and cooperate with each other. Automatic work driving is realized. However, in this work vehicle automatic traveling system, a traveling route element group covering the field must be generated in advance.

An object of the present invention is automatic steering that enables automatic driving of an agricultural work vehicle using a standard for automatic steering that can be easily calculated without generating a traveling route for automatic driving that covers the agricultural work area in advance. To provide a management system.

As a means for solving the first problem described above, the harvester of the present invention is generated by a machine having a traveling device, a machine position calculation unit for calculating the position of the machine using satellite positioning, and a manual operation during the harvesting operation. It was generated by a manual operation at a place away from the first machine position during the harvesting work and a first machine position acquisition unit having the machine position acquired in response to the first signal as the first machine position. Calculated using the orientation of the straight line connecting the first aircraft position and the second aircraft position as the reference orientation and the second aircraft position acquisition unit whose second aircraft position is the aircraft position acquired in response to the second signal. A reference orientation calculation unit and a travel control unit that controls automatic travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation are provided.

In this configuration, the harvester enters the field and manually operates the harvesting work. At that time, the first aircraft position and the second aircraft position calculated by satellite positioning are acquired in response to the driver's operation. The direction of the straight line connecting the first machine position and the second machine position acquired at intervals is calculated as the reference direction. Automatic driving is started based on the calculated reference direction or the traveling route calculated based on this reference direction. That is, if the harvesting work is performed manually only while the first machine body position and the second machine body position are acquired, the harvesting work by automatic running becomes possible after that. The phrase "harvesting work" here includes a state in which the aircraft is performing harvesting work while traveling and a state in which the aircraft is stopped and performing harvesting work.

Automatic steering using the reference direction can be realized in multiple control modes. One of them is that the reference direction is set as the target direction for automatic driving, and steering is performed so as to maintain the target direction from the time when the start command for automatic driving is issued. The other one is that a travel path extending in the reference direction from the aircraft position at the time when the automatic travel start command is issued is set as a target route for automatic steering, and steering is performed along this target route. Is. In the former control mode, if a position shift occurs due to slipping or the like in the middle, there is a problem that the position shift cannot be corrected, but there is an advantage that the steering control algorithm becomes simple. In the latter control mode, the method of steering so as to eliminate the positional deviation (lateral displacement) of the aircraft with respect to the traveling path calculated by using the aircraft position by satellite positioning, and the steering by combining the positional deviation and the directional deviation are steered. There is a method, but whichever method is used, the problem of the former control mode is solved. From this, in one of the preferred embodiments of the present invention, the traveling route is set based on the reference direction at the start of automatic traveling, and the traveling control unit automatically travels the aircraft so as to follow the traveling route. To control.

It is preferable that the teaching run for acquiring the first machine position and the second machine position is a stable run even if the harvesting work is performed at the same time. Further, in order to obtain a desired reference direction, it is necessary to acquire the second aircraft position at an appropriate aircraft position with respect to the first aircraft position. Therefore, accurate manual steering is required for manual driving when reaching the position of the second aircraft from the position of the first aircraft. In order to solve this problem, in one of the preferred embodiments of the present invention, a display information generation unit that generates a traveling locus of the aircraft from the first aircraft position to the second aircraft position and the traveling locus are generated. It is equipped with a display device to display. In this configuration, the driver can confirm the state of driving on the traveling track displayed on the display device, and accurate driving is facilitated.

When driving support information is displayed on the display device, the display device is constantly checked by the driver during driving, so that it is also effective as an operation input device in which the driver gives a command regarding driving to the harvester. Therefore, in one of the preferred embodiments of the present invention, the display device is a touch panel, and the manual operation for generating the first signal is a touch operation for the first button displayed on the touch panel. The manual operation for generating the second signal is a touch operation for the second button displayed on the touch panel.

When calculating the reference direction with a straight line connecting the first aircraft position and the second aircraft position calculated by satellite positioning, the distance between the first aircraft position and the second aircraft position is calculated in consideration of the satellite positioning error. The larger the value, the higher the accuracy of orientation calculation. From the desired reference direction calculation accuracy and the error of satellite positioning, the minimum required distance between the first aircraft position and the second aircraft position can be estimated. For this reason, in one of the preferred embodiments of the present invention, traveling for a predetermined distance or more or traveling for a predetermined time or more from the position of the first aircraft is set as a condition for generating the second signal. The predetermined distance is determined from the desired reference direction calculation accuracy and the error of satellite positioning. Further, since the vehicle speed suitable for the harvesting work is almost fixed, the time for traveling a predetermined distance can be obtained in the same manner.

In one of the preferred embodiments according to the present invention, the second button is displayed on the touch panel when the above-mentioned conditions are satisfied for traveling for a predetermined distance or more or traveling for a predetermined time or more from the position of the first aircraft. With this configuration, after the first aircraft position is set, when the conditions (mileage and travel time) that guarantee the calculation accuracy of the reference direction are satisfied, the second button for setting the second aircraft position is the touch panel. Since it is displayed in, the driver's mistake such as setting the position of the second aircraft before the condition is satisfied is avoided.

When the driver confirms the running state of the harvester while looking at the running locus displayed on the display device in order to set the position of the second aircraft at the correct position, it is convenient if a guide sign is also displayed on the display device. Is. In particular, the harvester runs with the boundary line of the harvesting work area (field) and the line indicating the planting line of the harvested crop as a guide, so it is appropriate if the line embodying such a guideline is displayed on the display device. It is a good support for calculating the reference orientation. From this, in one of the preferred embodiments of the present invention, the display information generation unit generates a marker line parallel to the boundary line of the harvesting work area or the planting line of the harvested crop, and the boundary line or the marker. The line is displayed on the display device together with the travel locus.

If the operation for acquiring the position of the first aircraft is performed at the start of the harvesting work or immediately after the start of the harvesting work, the operation for acquiring the position of the second aircraft can also be performed at an early stage from the start of the harvesting work. As a result, the start of automatic driving can be accelerated. Therefore, in one of the preferred embodiments of the present invention, the manual operation for generating the first signal is an operation for the harvesting start operation tool for starting the harvesting operation by the harvesting device. With this configuration, the operation for acquiring the position of the first machine body becomes easy even at the same time as the start of the harvesting work.

The present invention covers not only the harvester but also the automatic traveling method for the harvester. According to the present invention, the automatic traveling method of the harvester provided with the aircraft having the traveling device is generated by the aircraft position calculation step of calculating the aircraft position using satellite positioning and the manual operation during the harvesting work by manual steering. The first machine position acquisition step in which the machine position acquired in response to one signal is set as the first machine position, and the second generated by manual operation at a place away from the first machine position during the harvesting operation. A reference orientation calculated using the orientation of a straight line connecting the first aircraft position and the second aircraft position as a reference orientation and a second aircraft position acquisition step in which the aircraft position acquired in response to a signal is set as the second aircraft position. It includes a calculation step and a travel control step for controlling the automatic travel of the aircraft based on the reference orientation or the travel route calculated based on the reference orientation. Also in the automatic traveling method according to the present invention, the above-mentioned action and effect in the harvester and the embodiment can be applied.

As a means for solving the above-mentioned first problem, the program of the present invention is a program for controlling a harvester equipped with an airframe having a traveling device, and is an airframe position calculation for calculating an airframe position using satellite positioning. The function, the first machine position acquisition function in which the machine position acquired in response to the first signal generated by the manual operation during the harvesting work by manual steering is set as the first machine position, and the first machine position during the harvesting work. The second aircraft position acquisition function that sets the aircraft position acquired in response to the second signal generated by manual operation at a location away from the first aircraft position as the second aircraft position, and the first aircraft position and the first aircraft position. A reference orientation calculation function that calculates the orientation of a straight line connecting two aircraft positions as a reference orientation, and traveling that controls automatic travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation. Realize the control function and the computer

As a means for solving the above-mentioned first problem, the recording medium of the present invention is a recording medium on which a program for controlling a harvester equipped with an aircraft having a traveling device is recorded, and the position of the aircraft is positioned by using satellite positioning. The first machine position acquisition function that sets the first machine position acquired in response to the first signal generated by the manual operation during the harvesting work by manual steering, and the above-mentioned machine position calculation function. The second machine position acquisition function that sets the machine position acquired in response to the second signal generated by the manual operation at a place away from the first machine position during the harvesting work as the second machine position, and the first The reference orientation calculation function that calculates the orientation of the straight line connecting the position of one aircraft and the position of the second aircraft as the reference orientation, and the reference orientation or the traveling route calculated based on the reference orientation of the aircraft. It records a driving control function that controls automatic driving and a program that realizes a computer.

As a means for solving the above-mentioned first problem, the system of the present invention is a system for controlling a harvester equipped with an airframe having a traveling device, and is an airframe position calculation for calculating an airframe position using satellite positioning. The unit, the first aircraft position acquisition unit having the aircraft position acquired in response to the first signal generated by manual operation during the harvesting operation as the first aircraft position, and the first aircraft position during the harvesting operation. A second aircraft position acquisition unit whose second aircraft position is the aircraft position acquired in response to a second signal generated by a manual operation at a location away from, and the first aircraft position and the second aircraft position. A reference azimuth calculation unit that calculates the azimuth of the straight line connecting the two as a reference azimuth, and a travel control unit that controls the automatic travel of the aircraft based on the reference azimuth or the travel route calculated based on the reference azimuth. , Equipped with.

As a means for solving the above-mentioned second problem, the agricultural work machine of the present invention includes a machine having a traveling device and performing forward traveling and non-forward traveling, and an aircraft position calculation unit for calculating the aircraft position using satellite positioning. , The first aircraft position acquisition unit whose first aircraft position is the aircraft position acquired in response to the first signal generated by manual operation, and through the forward travel, or both the forward travel and the non-forward travel. A second aircraft position acquisition unit whose second aircraft position is the aircraft position acquired in response to a second signal generated by a manual operation at a location moved from the first aircraft position, and the first aircraft position. The reference orientation calculation unit that calculates the orientation of the straight line connecting the second aircraft position and the second aircraft position as the reference orientation, and the automatic traveling of the aircraft based on the reference orientation or the traveling route calculated based on the reference orientation. It is provided with a traveling control unit for controlling.

In this configuration, in the teaching running for acquiring the first aircraft position and the second aircraft position necessary for calculating the reference direction, not only through forward running but also through both non-forward running other than forward running, etc. Emergency evacuation driving conditions are also acceptable. Therefore, even if non-forward running occurs, if the teaching running by manual operation is performed only while acquiring the position of the first machine and the position of the second machine, the reference direction is obtained, and then the automatic running becomes possible. ..

In one of the preferred embodiments of the present invention, the non-forward travel includes a reverse travel state and / or a reverse travel state, and the travel stop state includes an engine stop state or an engine drive state. ing. In this configuration, even if there is a protrusion area or a water outlet protruding from the shore in front of the aircraft moving forward for teaching running, the teaching running is not stopped and reverse movement is used to avoid these. Avoidance driving can be performed. Further, in this avoidance running, the teaching running is not stopped even if the vehicle is stopped or the engine is stopped, so that the teaching running is completed without waste and the reference direction required for the automatic running can be obtained.

In agricultural work machines such as harvesters, when the crop is clogged, an emergency evacuation running state such as a temporary stop of the machine or an engine stop occurs in order to clear the clog. However, if the teaching running is not stopped despite the occurrence of such an emergency evacuation running state, the running while performing agricultural work such as harvesting work can also be used as the teaching running. From this, in one of the preferred embodiments of the present invention, even if the forward travel is a work travel or the forward travel is a non-work travel, the first aircraft position acquisition unit is the first. The position of one machine can be acquired, and the position acquisition unit of the second machine can acquire the position of the second machine.

When calculating the reference direction with a straight line connecting the first aircraft position and the second aircraft position calculated by satellite positioning, the distance between the first aircraft position and the second aircraft position is calculated in consideration of the satellite positioning error. The larger the value, the higher the accuracy of orientation calculation. From the desired reference direction calculation accuracy and the error of satellite positioning, the minimum required distance between the first aircraft position and the second aircraft position is estimated. For this reason, in one of the preferred embodiments of the present invention, traveling for a predetermined distance or more or traveling for a predetermined time or more from the position of the first aircraft is set as a condition for generating the second signal. The predetermined distance is determined from the desired reference direction calculation accuracy and the error of satellite positioning. Further, since the vehicle speed suitable for the mowing work is almost fixed, the time for traveling a predetermined distance can be obtained in the same manner.

When the minimum distance between the first aircraft position and the second aircraft position acquired in teaching driving is set and the distance is calculated by the mileage of the aircraft, in order to make an appropriate judgment, move backward to the mileage. Do not include the mileage of. Similarly, when the minimum time required for traveling between the first aircraft position and the second aircraft position acquired in the teaching operation is set, for proper determination, the minimum time is calculated. Do not include stop time. For this reason, in one of the preferred embodiments of the present invention, the reverse distance is ignored as the predetermined distance, and the stop time is ignored as the predetermined time.

If the operation for setting the position of the first aircraft is performed at the start of farm work or shortly after the start of farm work, the operation for setting the position of the second aircraft can also be performed early from the start of farm work. As a result, the start of automatic driving can be accelerated. Therefore, in one of the preferred embodiments of the present invention, the manual operation for generating the first signal is an operation for the work start operation tool for starting the work operation by the work device. With this configuration, it is possible to smoothly set the position of the first machine even at the start of farm work.

The present invention is intended not only for agricultural work machines but also for automatic traveling methods for agricultural work machines. According to the present invention, the automatic traveling method of a harvester having a traveling device and having an aircraft that performs forward traveling and non-forward traveling is generated by a machine position calculation step for calculating the machine position using satellite positioning and a manual operation. The first aircraft is the first aircraft position acquisition step in which the aircraft position acquired in response to the first signal is set as the first aircraft position, and through the forward travel, or through both the forward travel and the non-forward travel. The second aircraft position acquisition step with the aircraft position acquired in response to the second signal generated by the manual operation at the place moved from the position as the second aircraft position, the first aircraft position and the second aircraft A reference orientation calculation step that calculates the orientation of a straight line connecting positions as a reference orientation, and a travel control step that controls automatic travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation. And. Also in the automatic traveling method according to the present invention, the above-mentioned action and effect on the agricultural work machine and the embodiment can be applied.

As a means for solving the above-mentioned second problem, the program of the present invention is a program for controlling an agricultural work machine having a traveling device and having an aircraft that performs forward traveling and non-forward traveling, and performs satellite positioning. Through the machine position calculation function that calculates the machine position using the machine, the first machine position acquisition function that sets the machine position acquired in response to the first signal generated by manual operation as the first machine position, and the forward traveling. Or, the second aircraft position is the aircraft position acquired in response to the second signal generated by the manual operation at the place moved from the first aircraft position through both the forward traveling and the non-forward traveling. It is calculated based on the two aircraft position acquisition function, the reference orientation calculation function that calculates the orientation of the straight line connecting the first aircraft position and the second aircraft position as the reference orientation, and the reference orientation or the reference orientation. The computer realizes a travel control function that controls the automatic travel of the aircraft based on the travel route.

As a means for solving the above-mentioned second problem, the recording medium of the present invention is a recording medium that records a program for controlling an agricultural work machine having a traveling device and having an aircraft that performs forward traveling and non-forward traveling. There is an aircraft position calculation function that calculates the aircraft position using satellite positioning, and a first aircraft position acquisition function that uses the aircraft position acquired in response to the first signal generated by manual operation as the first aircraft position. And, the aircraft position acquired in response to the second signal generated by the manual operation at the place moved from the first aircraft position through the forward travel or both the forward travel and the non-forward travel. The second aircraft position acquisition function, which is the position of two aircraft, the reference orientation calculation function, which calculates the orientation of the straight line connecting the first aircraft position and the second aircraft position as the reference orientation, and the reference orientation, or the reference. A program is recorded to realize a travel control function for controlling the automatic travel of the aircraft based on a travel route calculated based on the orientation, and a computer.

As a means for solving the above-mentioned second problem, the system of the present invention is a system for controlling an agricultural work machine having a traveling device and having an aircraft that performs forward traveling and non-forward traveling, and performs satellite positioning. Through the machine position calculation unit that calculates the machine position using the machine, the first machine position acquisition part that uses the machine position acquired in response to the first signal generated by manual operation as the first machine position, and the forward traveling. Or, the second aircraft position is the aircraft position acquired in response to the second signal generated by the manual operation at the place moved from the first aircraft position through both the forward traveling and the non-forward traveling. Calculated based on the reference orientation or the reference orientation, the two aircraft position acquisition unit, the reference orientation calculation unit that calculates the orientation of the straight line connecting the first aircraft position and the second aircraft position as the reference orientation, and the reference orientation. It is provided with a travel control unit that controls the automatic travel of the aircraft based on the travel route.

As a means for solving the above-mentioned third problem, the agricultural work machine of the present invention has an airframe having a maneuverable traveling device, an airframe position calculation unit for calculating an airframe position using satellite positioning, and a work traveling machine. A storage unit that stores a plurality of reference directions, a selection unit that selects one of the plurality of reference directions, and the reference direction or a traveling target line set based on the reference direction. It is characterized by being provided with a steering control unit that automatically controls steering of the traveling device based on the position of the machine.

According to the present invention, the storage unit stores a plurality of reference directions, and the selection unit can select one of the plurality of reference directions. Therefore, it is possible to configure a plurality of reference directions to be flexibly used according to the traveling state of the aircraft, and the steering control unit steers the traveling device according to the selected reference direction among the plurality of reference directions. Can be controlled. That is, the selection unit selects a necessary reference direction from a plurality of reference directions, and the steering control unit can control the steering based on the selected reference direction. As a result, an agricultural work machine capable of automatic steering control along a plurality of directions according to the shape of the field and the like is realized.

In the present invention, a reference direction calculation unit for calculating the reference direction based on a plurality of the aircraft positions calculated while traveling in the field is provided, and the reference direction calculation unit is a first point in the outer peripheral region of the field. The first reference direction is calculated as one of the plurality of reference directions based on the aircraft position calculated at each of the first point and the second point in the two-point running over the second point. After traveling over the first point and the second point, the first point is traveled between two points in the outer peripheral region over a third point and a fourth point different from both the first point and the second point. It is preferable to calculate the second reference direction as one of the plurality of reference directions based on the aircraft positions calculated at each of the three points and the fourth point.

With this configuration, the first reference direction and the second reference direction are calculated by repeating the running between two points for each different area in the outer peripheral area of the field. Therefore, for example, in the process of traveling in the outer peripheral region of the field, it is possible to calculate a plurality of reference directions.

In the present invention, a reference direction calculation unit for calculating the reference direction based on a plurality of the aircraft positions calculated while traveling in the field is provided, and the reference direction calculation unit is predetermined from the calculated reference direction. It is preferable that the reference azimuth, which is deviated only by the azimuth, can be calculated.

With this configuration, it is possible to calculate a new reference direction having a different direction based on the calculated reference direction. Therefore, it is possible to save the trouble of running the aircraft in order to calculate the reference direction, and it becomes easy to calculate a plurality of reference directions.

In the present invention, the predetermined orientation is preferably 90 degrees.

Since the shape of the field is often rectangular, this configuration makes it easy to calculate the reference orientation along the rectangular shape of the field.

In the present invention, it is preferable that the directional deviation setting unit capable of setting the directional deviation amount based on the artificial operation is provided, and the predetermined azimuth is the directional deviation amount set by the artificial operation.

In this configuration, for example, the passenger or the manager of the agricultural work machine operates the directional deviation setting unit to set the desired directional deviation amount, so that the reference azimuth deviates from the calculated reference azimuth by the desired azimuth. Can be calculated.

In the present invention, a reference direction calculation unit for calculating the reference direction based on a plurality of the aircraft positions calculated while traveling in the field is provided, and the reference direction calculation unit is manually operated in the outer peripheral region of the field. It is preferable to calculate the plurality of reference directions along the extending direction of at least one side of the outer periphery of the field based on the aircraft position calculated during the orbiting.

With this configuration, since a plurality of reference directions are calculated in the process of traveling around the outer peripheral area of the field, the reference directions can be easily calculated without imposing a burden on the passengers of the agricultural work machine. Further, since the reference direction is along the direction in which at least one side of the outer periphery of the field extends, the traveling target line can be configured to extend along the one side. From this, the steering control by the steering control unit is along the one side, and suitable work running is realized.

In the present invention, the aircraft orientation calculation unit for calculating the orientation of the aircraft is provided, the plurality of reference orientations having different orientations are stored in the storage unit, and the selection unit is set to the calculated orientation of the aircraft. It is preferable to select one of the plurality of reference orientations based on the above.

With this configuration, the aircraft orientation calculation unit calculates the aircraft orientation, and the reference orientation suitable for the aircraft orientation is automatically selected. Therefore, it is not necessary for the passenger or the like to bother to select the reference direction as compared with the configuration in which the reference direction is not selected based on the direction of the aircraft, and the selection of the reference direction becomes smooth.

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

When the steering control by the steering control unit is started while the passenger of the agricultural work machine is manually steering the aircraft to go straight, the steering control unit is stable only by finely adjusting the steering amount of the traveling device. Steering control can be executed. With this configuration, since the steering control by the steering control unit is started after the aircraft has traveled straight along the reference direction for a predetermined distance or a predetermined time, stable straight traveling is possible. Further, in the present configuration, since the steering control by the steering control unit is started in a state where a predetermined condition is satisfied, the steering control is performed under appropriate conditions.

In the present invention, it is preferable that the predetermined conditions include that the clutch for power transmission to the working device is engaged. Further, in the present invention, it is preferable that the predetermined conditions include that the working device is located at the working position.

With this configuration, work running based on automatic steering control is performed in an appropriate situation.

In the present invention, it is preferable that an orientation display unit capable of displaying an orientation index indicating the reference orientation selected by the selection unit is provided.

With this configuration, the passenger or manager of the agricultural work machine can easily grasp the reference direction selected by the selection unit from the plurality of reference directions on the direction display unit.

In the present invention, the directional display unit determines the display mode of the directional index depending on whether the traveling device is artificially steered or controlled or the traveling device is automatically steered. It is preferable to change it.

With this configuration, the passenger or manager of the agricultural work machine can easily grasp whether or not the steering control is performed by the steering control unit based on the display mode of the directional index.

As a means for solving the above-mentioned third problem, the system of the present invention is a system for controlling an agricultural work machine equipped with an aircraft having a maneuverable traveling device, and uses satellite positioning to determine the position of the agricultural work machine. An aircraft position calculation unit to be calculated, a storage unit capable of storing a plurality of reference directions for work driving, a selection unit for selecting one of the plurality of reference directions, the selected reference direction, or the selected reference direction. , A steering control unit that automatically steers and controls the traveling device based on the position of the aircraft is provided so as to follow a traveling target line set based on the selected reference direction.

As a means for solving the above-mentioned third problem, the program of the present invention is a program for controlling an agricultural work machine equipped with an airframe having a maneuverable traveling device, and is a program for controlling the airframe of the agricultural work machine by using satellite positioning. The aircraft position calculation function for calculating the position, the storage function for storing a plurality of reference directions for work driving in the memory, the selection function for selecting one of the plurality of reference directions, and the selected reference. The computer has a steering control function that automatically steers the traveling device based on the position of the aircraft so as to follow the orientation or the traveling target line set based on the selected reference orientation. make it happen.

As a means for solving the above-mentioned third problem, the recording medium of the present invention is a recording medium on which a program for controlling an agricultural work machine including an airframe having a maneuverable traveling device is recorded, and satellite positioning is used. A machine position calculation function for calculating the machine position of the agricultural work machine, a storage function for storing a plurality of reference directions for work driving in a memory, and a selection function for selecting one of the plurality of reference directions. Steering control that automatically steers the traveling device based on the aircraft position so as to follow the selected reference directional direction or the traveling target line set based on the selected reference azimuth. It records the functions and the programs that realize the functions on the computer.

As a means for solving the above-mentioned third problem, the method of the present invention is a method for controlling an agricultural work machine equipped with an airframe having a maneuverable traveling device, and uses satellite positioning to control the airframe of the agricultural work machine. An aircraft position calculation step for calculating a position, a storage step for storing a plurality of reference directions for work driving in a memory, a selection step for selecting one of the plurality of reference directions, and the selected reference. It includes a steering control step that automatically steers and controls the traveling device based on the aircraft position so as to follow the orientation or the traveling target line set based on the selected reference orientation.

As a means for solving the above-mentioned fourth problem, the automatic steering management system for the agricultural work vehicle of the present invention has the first aircraft position and the first aircraft, which are the aircraft positions of the agricultural work vehicle acquired by using satellite positioning. At least one of the combination with the second aircraft position acquired by using the satellite positioning at a place away from the position and the reference orientation which is the orientation of the straight line connecting the first aircraft position and the second aircraft position. The reference information management unit that manages as reference information and the travel control unit that controls the automatic travel of the agricultural work vehicle based on the reference orientation obtained from the reference information or the travel route calculated based on the reference orientation. , A reference information transmission unit for transmitting the reference information read from the reference information management unit.

In this automatic steering management system, the reference orientation, which is the combination of the first aircraft position and the second aircraft position acquired through teaching running in the field, or the orientation of the straight line connecting the first aircraft position and the second aircraft position, is set. It is managed by the standard information management department as standard information. Since the reference direction can be calculated from the first aircraft position and the second aircraft position, the reference information management unit manages only the combination of the first aircraft position and the second aircraft position, or the reference calculated from the combination. Only the orientation may be used, or both may be managed. Such standard information is managed by the standard information management unit and sent to the travel control unit of the agricultural work vehicle. The travel control unit performs automatic steering control based on the reference information. For example, in this field, when a plurality of agricultural work vehicles automatically run at almost the same time or at intervals of time (seasonal), the same standard information managed by the standard information management department is automatically used. Used for steering.

Automatic steering using the reference direction can be realized in multiple control modes. One of them is that the reference direction is set as the target direction for automatic driving, and steering is performed so as to maintain the target direction from the time when the start command for automatic driving is issued. The other one is that a travel path extending in the reference direction from the aircraft position at the time when the automatic travel start command is issued is set as a target route for automatic steering, and steering is performed along this target route. Is. In the former control mode, if a position shift occurs due to slip or the like in the middle, there is a problem that the position shift cannot be corrected, but there is an advantage that the steering control algorithm becomes simple. In the latter control mode, the method of steering so as to eliminate the positional deviation (lateral displacement) of the aircraft with respect to the traveling path calculated by using the aircraft position by satellite positioning, and the steering by combining the positional deviation and the directional deviation are steered. There is a method. Either method solves the problem of the former control mode. From this, in one of the preferred embodiments of the present invention, the travel path is set based on the reference direction at the start of automatic steering, and the travel control unit automatically travels the aircraft so as to follow the travel path. To control.

If the combination of the 1st aircraft position and the 2nd aircraft position is managed by the reference information management unit as the reference information, the positions on the map of the 1st aircraft position and the 2nd aircraft position, that is, in the field, can be obtained from this combination. The advantage of being able to grasp the position is obtained. Therefore, in one of the preferred embodiments of the present invention, the reference information management unit receives and manages the position of the first machine and the position of the second machine as the reference information.

When only the combination of the 1st aircraft position and the 2nd aircraft position is managed by the reference information management unit, in order to start automatic steering, the direction of the line connecting the 1st aircraft position and the 2nd aircraft position ( It is necessary to calculate the reference direction). Since it is a waste of processing to calculate the reference direction each time the automatic steering is started, it is preferable that the calculated reference direction is managed by the reference information management unit. In one form of managing the reference direction in the reference information management unit, the reference information management unit calculates and manages the reference direction from the position of the first machine and the position of the second machine. In another aspect, the reference information management unit receives and manages the reference direction calculated from the first aircraft position and the second aircraft position as the reference information. That is, at the stage when the position of the second aircraft is acquired, the reference direction is calculated and given to the reference information management unit.

During the farming season, farming vehicles carry out farming work in many fields. In addition, a plurality of farm work vehicles may be put into one field. Since each field has a different shape, the content of the reference information is also different. Therefore, when the farm work vehicle automatically travels in each field, it is preferable to reuse the reference information obtained for each field. For this reason, in one of the preferred embodiments of the present invention, the reference information management unit manages the reference information for each field in which the farm work vehicle works. With this configuration, the farm work vehicle can be automatically steered using the reference information in the field where the reference information is managed by the reference information management unit, without performing the teaching run.

In each field distributed in the area, multiple farm work vehicles perform farm work at the same time or at intervals of time (seasonal). In order for the farm work to be carried out efficiently and while reducing the burden on the driver, automatic driving using automatic steering is required. At that time, it is preferable that the standard information obtained in each field is commonly used by many agricultural work vehicles. For this reason, in one of the preferred embodiments of the present invention, the reference information management unit and the reference information transmission unit are provided in a management computer that can be connected to the farm work vehicle via a data communication line. As a result, the standard information obtained in many fields is shared with many agricultural work vehicles.

Of course, the automatic steering management system of the present invention can be constructed as a small-scale system using data exchange communication between a plurality of agricultural work vehicles, instead of a large-scale system using a management computer. In this case, this automatic steering management system may be constructed in the main agricultural work vehicle, or this automatic steering management system may be constructed in all agricultural work vehicles, and a specific automatic steering management system may be selected and used. You may. From this, in one of the preferred embodiments of the present invention, the agricultural work vehicle includes at least a first agricultural work vehicle and a second agricultural work vehicle, and the first agricultural work vehicle and the second agricultural work vehicle. The reference information management unit and the reference information transmission unit are provided on at least one of the above. The second agricultural work vehicle here is a general term for a plurality of agricultural work vehicles that are put into the same field in cooperation with the first agricultural work vehicle, and the second agricultural work vehicle means at least one agricultural work vehicle.

When a plurality of farm work vehicles cooperate to carry out farm work in one field, the preceding farm work vehicle, which is the master, first performs teaching driving, obtains standard information, performs automatic driving, and then performs automatic driving. The remaining farm work vehicles can be automatically driven by using the reference information received from the preceding farm work vehicle as the follow-on farm work vehicle to be a slave. In this case, the following agricultural work vehicle does not need to perform teaching running, and it is not necessary to manage the reference information obtained by teaching running, so that the control system becomes simple. Therefore, in one of the preferred embodiments of the present invention, the agricultural work vehicle includes a preceding agricultural work vehicle that performs work first in the same field and a succeeding agricultural work vehicle that performs work behind the preceding agricultural work vehicle. It is notified to the succeeding farm work vehicle that the standard information by the preceding farm work vehicle is managed by the standard information management unit.

In order to calculate the reference direction, it is necessary to acquire the position of the first aircraft while traveling and to acquire the position of the second aircraft after traveling a further predetermined distance. It is also possible to automatically acquire the position of the first aircraft by detecting the straight running of the vehicle body, and automatically acquire the position of the second aircraft after a predetermined distance thereafter. However, since the reference direction is calculated from the acquired first and second aircraft positions and used as a control target for automatic steering thereafter, it is important for automatic driving to obtain an appropriate reference direction. .. For this reason, it is preferable for the driver to manually acquire the position of the first machine and the position of the second machine while checking the position of the machine and the state of the machine. From this, in one of the preferred embodiments of the present invention, the first machine position is acquired in response to the first signal generated by the manual operation by the driver of the farm work vehicle, and the second machine is obtained. The position is acquired in response to a second signal generated by a manual operation by the driver of the farming vehicle at a location away from the first aircraft position.

As a means for solving the above-mentioned fourth problem, the program of the present invention is a program for controlling an automatic steering management system for an agricultural work vehicle, and the position of the agricultural work vehicle acquired by using satellite positioning. The combination of the first aircraft position and the second aircraft position acquired by the satellite positioning at a place away from the first aircraft position, and the straight line connecting the first aircraft position and the second aircraft position. Agricultural work based on a reference information management function that manages at least one of the reference orientations as reference information, the reference orientation obtained from the reference information, or a travel route calculated based on the reference orientation. The computer is provided with a reference information transmission function for transmitting the reference information managed by the reference information management function to the control unit that controls the automatic running of the vehicle.

As a means for solving the above-mentioned fourth problem, the recording medium of the present invention is a recording medium for recording a program for controlling an automatic steering management system for an agricultural work vehicle, and was acquired by using satellite positioning. The combination of the first aircraft position, which is the aircraft position of the agricultural work vehicle, and the second aircraft position obtained by using the satellite positioning at a place away from the first aircraft position, and the first aircraft position and the second aircraft. A reference information management function that manages at least one of the reference orientations that is the orientation of a straight line connecting the aircraft position as reference information, the reference orientation obtained from the reference information, or traveling calculated based on the reference orientation. The control unit that controls the automatic running of the agricultural work vehicle based on the route records a program that realizes a reference information transmission function for transmitting the reference information managed by the reference information management function and a computer. ..

As a means for solving the above-mentioned fourth problem, the method of the present invention is a method for controlling an automatic steering management system for an agricultural work vehicle, and the position of the agricultural work vehicle acquired by using satellite positioning is used. The combination of the first aircraft position and the second aircraft position acquired by the satellite positioning at a place away from the first aircraft position, and the straight line connecting the first aircraft position and the second aircraft position. Agricultural work based on a reference information management step that manages at least one of the reference orientations as reference information, the reference orientation obtained from the reference information, or a travel route calculated based on the reference orientation. The control unit that controls the automatic traveling of the vehicle includes a reference information transmission step for transmitting the reference information managed in the reference information management step.

(First Embodiment) It is a side view of the combine. (First Embodiment) It is a functional block diagram of the control system concerning automatic driving. (First Embodiment) It is a schematic diagram which shows the running pattern in a harvesting work. (First Embodiment) It is a schematic diagram which shows the other running pattern in a harvesting work. (First Embodiment) It is a schematic diagram which shows the teaching running. (First Embodiment) It is a schematic diagram which shows the transition from the manual steering running to the automatic steering running. (First Embodiment) It is a schematic diagram for demonstrating the basics of automatic operation control. (First Embodiment) It is a flowchart which shows an example of a harvesting work run. (Second Embodiment) It is a functional block diagram of the control system concerning automatic driving. (Note 421) (Second Embodiment) It is a schematic diagram which shows the teaching running. (Second Embodiment) It is a schematic diagram which shows the teaching running. (Second Embodiment) It is a schematic diagram which shows the teaching running. (Third Embodiment) It is a functional block diagram which shows the control system of an agricultural work machine. (Third Embodiment) It is a flowchart about calculation of a reference direction. (Third Embodiment) It is a top view of the field which shows the reference direction calculated by the perimeter mowing run for one round of the machine body. (Third Embodiment) It is a flowchart about automatic steering control. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a top view of the field which shows the automatic steering control of the airframe based on a reference direction. (Third Embodiment) It is a flowchart which shows the start determination routine of the automatic steering control. (Third Embodiment) It is a figure which shows the direction index. (Third Embodiment) It is a figure which shows the direction index. (Third Embodiment) It is a figure which shows the direction index. (Third Embodiment) It is a figure which shows the direction index. (Fourth Embodiment) It is a schematic diagram which shows the harvesting work performed cooperatively by two combines. (Fourth Embodiment) It is a schematic diagram which shows the harvesting operation which used the orbiting running and the round-trip straight running on two combines. (Fourth Embodiment) It is a functional block diagram of the control system about automatic driving mounted on a combine. (Fourth Embodiment) It is a flowchart which shows an example of the cooperative harvesting work run. (Fourth Embodiment) A combine that performs harvesting work by automatic steering based on the traveling path of a rice transplanter that performs seedling planting work by automatic steering based on the reference orientation obtained by teaching running and the reference orientation used by the rice transplanter. It is a schematic diagram which shows the traveling route of. (Fourth Embodiment) It is a schematic diagram which shows the automatic steering management system incorporated in the management computer of a remote place.

An embodiment of a conventional combine as an example of a harvester according to the present invention is described below based on drawings.

[Basic configuration of harvester]
As shown in FIG. 1, this combine includes an aircraft 1, a pair of steerable left and right crawler-type traveling devices 11, a boarding section 12, a threshing device 13, a grain tank 14, and a harvesting device 15. And a transport device 16 and a grain discharge device 18.

The traveling device 11 is provided at the lower part of the combine. The traveling device 11 has a pair of left and right crawler traveling mechanisms, and the combine can travel in the field as a harvesting work site by the traveling device 11.

Although not shown, the traveling device 11 includes a main transmission of a hydrostatic continuously variable transmission and a gear switching type auxiliary transmission. The auxiliary transmission is configured to be capable of shifting, with the number of gears for movement (non-working) and the number of gears for work traveling slower than that for movement.

The boarding unit 12, the threshing device 13, and the grain tank 14 are provided above the traveling device 11, and these are configured as the upper part of the machine body 1. The combine driver boarded the boarding section 12.

Normally, the passenger and the observer also serve concurrently. When the passenger and the observer are different persons, the observer may monitor the work of the combine from outside the combine.

A drive engine (not shown) is provided below the boarding section 12. The grain discharge device 18 is connected to the rear lower portion of the grain tank 14.

The combine is traveled by the traveling device 11 while harvesting the crops in the field by the harvesting device 15.

In other words, the harvesting device 15 harvests the crops in the field. Then, the combine can be run by the traveling device 11 while harvesting the crops in the field by the harvesting device 15.

The transport device 16 is provided adjacent to the rear side of the harvest device 15. The harvesting device 15 and the transporting device 16 are supported on the front portion of the machine body 1 so as to be able to move up and down by the expansion and contraction operation of the harvesting device cylinder 15a.

The crops harvested by the harvesting device 15 are transported to the threshing device 13 by the transport device 16 and threshed by the threshing device 13. The grain as a harvest obtained by the threshing process is stored in the grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by the grain discharging device 18 as needed.

The grain discharge device 18 is configured to swing around the vertical axis core at the rear of the machine. That is, the free end portion of the grain discharge device 18 protrudes to the lateral outside of the machine body 1 so that the crop can be discharged, and the free end portion of the grain discharge device 18 is within the range of the machine width of the machine body 1. The grain discharging device 18 is configured so as to be switchable between the stored storage state and the positioned storage state.

A satellite positioning module 80 is provided on the ceiling of the boarding section 12. The satellite positioning module 80 receives a GNSS (Global Navigation Satellite System) signal from the artificial satellite GS and outputs satellite positioning data indicating the position of the combine body. Signals of GNSS include GPS, QZSS, Galileo, GLONASS, BeiDou, and the like.

It is possible to calculate the direction (direction) of the aircraft 1 from the aircraft position between two points calculated based on satellite positioning data, but it is difficult to accurately calculate the instantaneous orientation of the aircraft 1 over a short distance. be. Therefore, in order to detect the orientation of the airframe 1, an inertial measurement module 81 called an IMU (Inertial Measurement Unit) is also provided in the airframe 1.

The inertial measurement module 81 has a gyro sensor and an acceleration sensor. The inertial measurement module 81 can detect the angular velocity of the turning angle of the airframe 1, and can calculate the directional change angle of the airframe 1 by integrating the angular velocity. For this reason, the measurement data measured by the inertial measurement module 81 includes data that can indicate the direction (direction) of the airframe 1.

Although not described in detail, the inertial measurement module 81 can measure the angular velocity of the turning angle of the machine body 1, the left-right tilt angle of the machine body 1, the angular velocity of the front-back tilt angle of the machine body 1, and the like.

The satellite positioning module 80 and the inertial measurement module 81 may be integrally configured.

[Control unit configuration]
FIG. 2 is a functional block diagram of a travel control system showing a function related to automatic travel control of the combine. This travel control system includes a general-purpose terminal VT, which is a tablet computer capable of data communication, and a control unit 4.

The control unit 4 is a core element of the travel control system, and is an aggregate of a plurality of ECUs connected by an in-vehicle LAN or the like. The control unit 4 has an automatic driving mode in which automatic driving control is executed, and a manual driving mode in which driving control is performed by manual operation.

The general-purpose terminal VT includes a touch panel 3 as a display device and a graphic user interface that manages input / output of information through the touch panel 3. The screen area of the touch panel 3 includes a support image display area 3a on which a running support image is displayed and an operation image display area 3b on which software buttons, lamps, and the like are displayed.

In this embodiment, the first button 31 and the second button 32, which will be described in detail later, are arranged as software buttons in the operation image display area 3b. Further, various applications for processing information regarding the harvesting work by this combine are installed in the general-purpose terminal VT. One of the applications is a display information generation unit 30 that generates information to be displayed in the support image display area 3a.

The control unit 4 includes an aircraft position calculation unit 40, a first aircraft position acquisition unit 41, a second aircraft position acquisition unit 42, a reference direction calculation unit 43, a travel route creation unit 44, and a travel locus creation unit 45. The aircraft orientation calculation unit 46 and the traveling control unit 50 are provided. Hereinafter, these may be collectively referred to as “functional unit”.

Signals from the satellite positioning module 80, the inertial measurement module 81, and the general-purpose terminal VT are input to the control unit 4. Although not shown, signals such as a vehicle speed sensor, an engine torque sensor, and an obstacle detection sensor are also input to the control unit 4.

Specifically, the control unit 4 is composed of a computer device having a CPU, a communication function, and a storage function (internal recording medium, external recording medium, and input / output interface), and a predetermined computer program. This computer program causes the computer device to function as the above-mentioned functional unit. The computer program is recorded on the computer-readable recording medium described above. By executing this computer program, a method including a step corresponding to each of the above-mentioned functional parts is executed in the combine.

The aircraft position calculation unit 40 calculates the aircraft position, which is the map position coordinates of the aircraft 1, at a predetermined repetition frequency based on the satellite positioning data output from the satellite positioning module 80.

The travel locus creation unit 45 creates a travel locus of the aircraft 1 based on the aircraft position acquired from the aircraft position calculation unit 40 over time. The created travel locus is sent to the display information generation unit 30 and image-processed so that the support image display area 3a of the touch panel 3 has a width corresponding to a linear line or a harvest width together with the combine icon. It is displayed as a band-shaped line BL.

The aircraft orientation calculation unit 46 calculates the orientation of the aircraft 1 based on the measurement data output by the inertial measurement module 81. When the inertial measurement module 81 is not mounted, the aircraft orientation calculation unit 46 can be configured to calculate the orientation of the aircraft 1 based on, for example, an electronic compass.

This combine performs teaching driving for automatic driving while performing harvesting work. For example, when the combine enters the field, the teaching run can be performed immediately or after the required posture change.

The first machine position acquisition unit 41 receives the first signal generated by the driver clicking (touching) the first button 31 from the general-purpose terminal VT during the harvesting work. The click operation of the first button 31 means the start of the teaching run. The first airframe position acquisition unit 41 acquires the airframe position at the timing of receiving the first signal from the airframe position calculation unit 40, and stores the airframe position as the first airframe position.

The second machine position acquisition unit 42 continues the teaching run, and when the machine 1 makes a work run to a place away from the first machine position, the driver clicks (touches) the second button 32. The second signal generated by this is received.

The second machine position acquisition unit 42 acquires the machine position at the timing when the second signal is received from the general-purpose terminal VT from the machine position calculation unit 40, and stores the machine position as the second machine position. The click operation of the second button 32 means the end of the teaching run. It should be noted that this combine can also perform teaching running in an already-worked area where the harvesting work has already been completed or in a mixed area including the already-worked area and the unworked area.

The reference direction calculation unit 43 uses the direction of a straight line connecting the first machine position read from the first machine position acquisition unit 41 and the second machine position read from the second machine position acquisition unit 42 as the reference direction. Calculated as. This reference orientation is stored and used in automatic steering control.

The traveling route creating unit 44 has a function of calculating a straight line extending in the reference direction through the vehicle body position (the position of the vehicle body reference point such as the cutting center of the harvesting device 15) as a target line. As will be described in detail later, this target line is determined and fixed as a target path in the automatic steering control when the automatic steering start command is output based on the operation of the automatic steering starter 71.

As a modification, the travel route creation unit 44 calculates a straight line extending in the reference direction through the vehicle body position as a target line at the time when the automatic steering start command is output, determines this target line as the target route, and fixes the target line. It may be configured to do so.

The travel control unit 50 has an automatic steering module 51, a manual steering module 52, and a vehicle speed control module 53. The automatic steering module 51 controls the automatic traveling of the aircraft 1 by a method described later during automatic traveling. The manual steering module 52 controls the traveling of the aircraft 1 based on the operation of the driver during the manual traveling. The vehicle speed control module 53 controls the vehicle speed when the aircraft 1 is moving forward and backward, and the vehicle speed when the aircraft 1 is stopped.

The traveling device 11 of this combine is composed of a crawler type left traveling mechanism 11a and a right traveling mechanism 11b. Therefore, the traveling control unit 50 gives a shifting control signal to the left shifting mechanism 10a to adjust the speed of the left traveling mechanism 11a, and also gives a shifting control signal to the right shifting mechanism 10b to speed the right traveling mechanism 11b. To adjust. The aircraft 1 is steered by driving the left traveling mechanism 11a and the right shifting mechanism 10b at different speeds.

[About the harvesting work route]
This combine travels across the field to harvest planted grain rods such as wheat and rice. At that time, the frequently used harvesting running patterns are schematically shown in FIGS. 3 and 4. In the pattern shown in FIG. 3, the combine that has entered the field travels while performing harvesting work along a boundary line (one side of the field) such as the shore that borders the field.

When the running on one side is completed, the aircraft 1 changes direction (turns 90 degrees in FIG. 3) so as to follow the next side. Although this change of direction is simplified in the figure, it is actually a turning run with reverse movement called an alpha turn (switchback turn). In this way, the traveling around the field is performed by combining the linear traveling and the turning traveling.

When the aircraft 1 reaches the starting point, the next lap will be run on the route that has entered the inside by the amount of the harvest width. In this way, by repeating the circular running inward in a spiral shape, the harvesting work running of the entire field is completed.

The pattern shown in FIG. 4 is a linear route for the combine that has entered the field to make a lap of about 2 to 3 laps and the inner unworked area (inner area) left by this lap. It consists of a reciprocating run that repeats the direction change at the U-turn (180 ° U-turn turn in FIG. 4).

The 180 ° U-turn turn is performed on the existing work area (outer peripheral area). In the 180 ° U-turn turn using only forward movement, the distance from the straight path after running to the next straight path becomes large, but in the 180 ° U-turn turn using the switchback turn, that is the case. The distance is short, and it is possible to have a running pattern in which a straight path that has finished running and the next straight path are adjacent to each other.

In the above two harvesting running patterns, there is a long linear path other than the turning path for changing direction. The automatic traveling control of the present invention is a control for traveling on this linear path by automatic steering as much as possible. The linear path here includes not only a strict straight path but also a linear path consisting of a polygonal line and a path drawing a large curve.

[About automatic steering control]
As shown in FIG. 5, the first aircraft position (indicated by point A in FIG. 5) and the second aircraft position (indicated by point A in FIG. 5) and the second aircraft position (indicated by point A in FIG. 5) through the teaching run performed by the combine that entered the field during the harvesting work run. Then, (indicated by point B) and is acquired. Further, a reference azimuth, which is the azimuth of a straight line connecting the position of the first aircraft and the position of the second aircraft, is calculated.

The automatic traveling of the present invention is performed based on this reference direction or a traveling route as a target route calculated based on this reference direction. The position of the first machine and the position of the second machine can be acquired when the machine 1 is traveling and the harvesting work is being performed, or when the machine 1 is stopped and the harvesting work is being performed. You can also do it.

Considering that the calculation accuracy of the aircraft position based on the satellite positioning data deteriorates when the aircraft 1 is stationary, the first aircraft position and the second aircraft position are harvested while the aircraft 1 is traveling. It is preferable to get it when.

FIG. 6 shows a method of determining a traveling route that is a target route for automatic steering.

Alignment that finally reaches the desired route (a virtual route before the travel route is determined) for the driver to manually steer and try to drive the aircraft 1 in a straight line next. Drive while assuming the route. When the aircraft 1 reaches a position suitable for starting automatic driving, the driver operates the automatic steering starter 71.

In this embodiment, a target line in the direction of the reference direction passing through the cutting center of the harvesting device 15 (one of the reference points of the aircraft 1 set in advance) is constantly calculated, and when automatic steering is started (1). (When the automatic steering starter 71 is operated), the target line is determined and fixed as a traveling path.

Therefore, the travel route is determined and fixed in response to the operation of the automatic steering starter 71 by the driver. This makes it possible to start automatic driving.

For example, in the harvesting running pattern as shown in FIG. 4, running toward the next linear path through a 180 ° U-turn turn in the surrounding area is alignment running. In the 180 ° U-turn turn, the non-harvesting work running with the harvesting device 15 raised is performed, and when entering the next linear path, the harvesting work running with the harvesting device 15 lowered is started, and the harvesting work running is automatically started at this timing. It is convenient if steering is also started.

Since the start of the harvesting work accompanied by the descent of the harvesting device 15 is performed by the harvesting work operating tool, when the harvesting work operating tool is used as the automatic steering starting tool 71, the start of the harvesting work and the automatic steering is one operating tool. It is possible and convenient by the operation of.

It should be noted that the target line is always calculated, and when the automatic steering is started, the target line is determined as a traveling path and is not fixed, but a reference that passes through the reference point at that time when the automatic steering is started. A configuration may be adopted in which a target line in the direction of orientation is created and fixed as a traveling route.

Automatic steering control for automatic driving can be performed in the following three steering modes, and at least one of them is incorporated in the automatic steering module 51. When multiple modes are incorporated, they are selected and used.

(1st steering mode)
In this mode, as shown in FIG. 7, the travel route is determined and fixed by the travel route creation unit 44, and the aircraft orientation calculated by the aircraft orientation calculation unit 46 and calculated by the aircraft position calculation unit 40. Aircraft position is used.

The angle formed by the travel path (target route) extending in the reference orientation and the aircraft orientation line (the line indicating the direction of the aircraft 1 passing through the reference point of the aircraft 1) is the orientation deviation: θ, and the aircraft 1 with respect to the travel route. The deviation (distance from the reference point of the aircraft 1 to the traveling path) is the positional deviation: d.

In steering control, directional deviation and misalignment are used as control inputs, and a steering control signal is output so that the directional deviation falls within the permissible directional range. If the misalignment exceeds the permissible position, priority is given. The steering control signal is output so that the misalignment falls within the allowable position range.

In addition, instead of handling the misalignment and misalignment individually, by using the sensor fijun technology, control is adopted in which the steering control signal is directly output by inputting both the misalignment and the misalignment. You may.

In this mode, the driving route is set at the start of automatic driving.

(Second steering mode)
In this mode, the directional shift is not used as the steering control input, only the misalignment is used as the steering control input. That is, a steering control signal is output so as to eliminate the misalignment, and the reference point of the aircraft 1 is steered so as to be on the traveling path.

In this mode, the driving route is set at the start of automatic driving.

(Third steering mode)
In this mode, the misalignment is not used as the input value for steering control, and only the directional deviation, which is the deviation of the aircraft orientation with respect to the reference orientation, is used as the input for steering control. Therefore, it is not necessary to create a traveling route at the start of automatic traveling. From the start of automatic steering, a steering control signal is output so that the aircraft orientation becomes the reference orientation.

If a position shift occurs due to slippage or accumulation of measurement errors during automatic steering control, it will not be corrected. This mode is mainly used for fields with little slip and short straight distances.

[Flow of harvesting work]
Next, an example of the harvesting work run will be described with reference to the flowchart of FIG. In this harvesting work run, a part of the run on the first side of the lap work run is regarded as a teaching run, and the first machine position (point A) and the second machine position (point B) are acquired to calculate the reference direction. (See Fig. 5).

The straight path after that is automatically driven by automatic steering in the above-mentioned first maneuvering mode. The traveling pattern shown in FIG. 4 is adopted, and when traveling on two sides orthogonal to one side, the orientation obtained by rotating the reference orientation by 90 degrees is used as the reference orientation.

When the combine enters the field through the doorway (# 01), the harvester starts the harvesting run by manual steering (# 02).

Next, a teaching run is performed to obtain the reference direction required for automatic steering. In order to start the teaching run, the driver clicks the first button 31 (see FIG. 2) displayed in the operation image display area 3b of the touch panel 3 (# 11).

In response to this click operation, the first aircraft position, which is the aircraft position at that time, is acquired (# 12). At the same time, the point A indicating the position of the first machine is displayed in the support image display area 3a of the touch panel 3 (# 13).

Along with the harvesting work run, as shown in FIG. 2, in the support image display area 3a, a band-shaped line BL showing the run trajectory of the combine from the point A is displayed together with the combine icon at the harvest width ( # 14).

Further, in the support image display area 3a, a sign line GL indicating a line parallel to the shore or the ridge of the field is displayed in order to perform accurate teaching running.

If the orientation of the planting strip of the harvested crop is known, a line parallel to the planting strip may be displayed as a marker line GL.

The end condition of the teaching run is whether the combine has traveled a predetermined distance (for example, 5 m) or more from the position of the first aircraft, or whether the predetermined time required for traveling the predetermined distance has elapsed. Here, it is determined whether or not sufficient teaching running has been performed on condition that the running distance is equal to or longer than a predetermined distance (# 15).

When the condition indicating sufficient teaching running is satisfied (# 15Yes branch), the second button 32 is displayed in the operation image display area 3b of the touch panel 3 (# 16).

When the driver clicks the second button 32 (# 17Yes branch), in response to this click operation, the second aircraft position, which is the aircraft position at that time, is acquired (# 18), and the support image display area 3a Point B indicating the position of the second aircraft is displayed on the traveling locus displayed in (# 19).

The driver can confirm the teaching run by the points A and B displayed in the support image display area 3a and the running locus between them.

Furthermore, the direction of the straight line connecting the position of the first machine and the position of the second machine is calculated and stored as the reference direction (# 20).

When the teaching run, which is the harvesting work run by manual steering, is completed, the combine will be able to shift from manual steering to automatic steering. The automatic steering starter 71 is used for the operation for starting the automatic running in the automatic steering. It is checked whether or not the automatic steering starter 71 has been operated (# 30).

When the driver determines that the aircraft 1 is in the position where the automatic steering should be started and the automatic steering starter 71 is operated (# 30Yes branch), the aircraft at that time is as explained with reference to FIG. The travel route is determined and fixed based on the position and the reference direction (# 31). Then, in this example, automatic steering in the first steering mode is started (# 32).

When automatic steering is started, it is checked whether automatic steering is stopped due to reasons such as direction change (# 33).

There are various conditions for the transition from automatic steering to manual steering, and one of them is the operation of the steering lever (not shown) for changing direction. When the automatic steering is stopped (# 33Yes branch), the combine is in the manual steering state (# 34). By manual steering, the driver changes the direction of the aircraft 1 and aligns it for the harvesting work in the next section.

Next, in order to shift from manual steering to automatic steering again, it is checked whether or not the start of automatic steering by the operation of the automatic steering starter 71 is required (# 35).

When the start of automatic steering is requested by the operation of the automatic steering starter 71 (# 35Yes branch), the vehicle jumps to step # 31, and the traveling route is determined based on the aircraft position and the reference direction at that time. It is fixed and automatic steering is started.

When the reference direction of a different direction is stored as the reference direction, the reference direction having a direction close to the direction of the aircraft 1 at the time when the start of automatic steering is requested is used for determining the traveling route. Used. Of course, a configuration may be adopted in which the driver selects the reference direction used for determining the traveling route.

The resumption of automatic steering is usually performed from the harvesting work running in which the harvesting device 15 is lowered following the direction change running (non-harvesting work running) by the manual steering in which the harvesting device 15 is raised.

For this reason, a harvesting start operating tool that starts a harvesting operation by a harvesting device such as a harvesting device 15 may be used in combination with the automatic steering starter 71 or instead of the automatic steering starter 71.

[Modified example of the first embodiment]
The present invention is not limited to the configuration exemplified in the above-described embodiment, and the following will exemplify another typical embodiment of the present invention.

(1) In the above-described embodiment, the aircraft orientation calculation unit 46 for calculating the orientation of the aircraft 1 based on the measurement data of the inertial measurement module 81 is provided, but it is calculated over time by the aircraft position calculation unit 40. A configuration may be adopted in which the direction of the aircraft 1 is calculated from the aircraft position.

(2) Each functional unit shown in the functional block diagram of FIG. 2 may be combined with another functional unit, or one functional unit may be separated into a plurality of functional units.

(3) In the above-described embodiment, the first machine position and the second machine position are the machine positions at the operation timings of the first button 31 and the second button 32, respectively, but instead of this, the first button It may be a representative value (average value, etc.) of a plurality of aircraft positions before and after the operation timing of the 31 and the second button 32.

(4) In the above-described embodiment, the traveling device 11 is composed of a crawler-type left traveling mechanism 11a and a right traveling mechanism 11b, and the aircraft 1 is due to a speed difference between the left traveling mechanism 11a and the right traveling mechanism 11b. However, a traveling device 11 in which the aircraft 1 is steered by changing the steering angle of the steering wheel may be adopted.

(5) In the above-described embodiment, the teaching run is performed while performing the harvesting work, but it is also possible to perform the teaching running without performing the harvesting work and calculate the reference direction.

(6) A system for controlling the combine (harvester) may be configured by the functional unit of the control unit 4 described above.

[Second Embodiment]
Another embodiment of the present invention will be described with reference to FIGS. 9-12. The same reference numerals may be given to the same configurations as those of the above-described embodiments, and detailed description thereof may be omitted.

The combine of the present embodiment is different from the combine of the above-described embodiment in the following points. The second machine position acquisition unit 42 includes the teaching travel management unit 42a. Hereinafter, it will be described in detail.

In the present embodiment, in the teaching running that starts when the position of the first machine is acquired, the machine 1 is allowed to temporarily stop, stop the engine, and move backward. Compared to teaching running that allows only forward movement, the permission conditions for permitting the position of the second aircraft are more diverse.

For example, if the permission condition is that the mileage between the first aircraft position and the second aircraft position is equal to or greater than a predetermined value, the reverse distance is ignored. That is, the mileage in reverse and the forward mileage that supplements the mileage returned to the position side of the first aircraft by reverse must be excluded from the mileage for determining the condition.

Further, when the permission condition is that the traveling time between the first aircraft position and the second aircraft position is longer than a predetermined time, the temporary stop time of the aircraft 1 and the traveling time and the reverse movement of the aircraft 1 are carried out. The total travel time for forward travel that compensates for the travel distance returned to the position side of the first aircraft must be excluded from the travel time for condition determination.

In order to solve such a problem, as shown in FIG. 9, the second machine position acquisition unit 42 includes a teaching travel management unit 42a. The teaching travel management unit 42a satisfies the conditions for determining the position of the second aircraft despite the special travel modes in teaching travel such as "temporary stop of the aircraft 1", "engine stop", and "reverse". Determine if it is possible.

When the storage location of the first aircraft position is evacuated to another storage location due to engine stop or the like, it is necessary to transfer the first aircraft position from the evacuated storage location to the regular storage location after restarting the engine. Such processing is also performed by the teaching travel management unit 42a.

Specifically, the first machine position acquired by the first machine position acquisition unit 41 is stored in the memory address assigned to the RAM, but when the power is cut off by a key-off operation or the like, it is stored in advance. It is saved and stored in the save area of the non-volatile memory. After that, when the power supply is restored by a key-on operation or the like, the position of the first machine is read from the save area of the non-volatile memory and stored in the previous memory address.

In addition to such processing, maintaining the function of the RAM with a spare battery is also required to maintain the position of the first machine when the power is turned off by a key-off operation or the like. In any case, by such a recovery process, even if the engine is stopped and the power is cut off due to the key-off operation during the teaching running, the teaching running is effective.

[About automatic steering control]
As shown in FIG. 10, the first aircraft position (indicated by point A in FIG. 10) and the second aircraft position (indicated by point A in FIG. 10) and the second aircraft position (indicated by point A in FIG. 10) through the teaching run performed by the combine that entered the field during the harvesting work run. Then, (indicated by point B) and is acquired. There are various forms of teaching running, such as a form consisting only of forward running and a form including non-forward running.

Non-forward running includes a reverse running state, a running stopped state, or both. Further, the running stop state includes an engine stop state or an engine drive state.

The traveling mode shown in FIG. 10 is a standard traveling mode using only forward traveling.

The traveling mode shown in FIG. 11 is one of the non-forward traveling modes, which is a special traveling mode in which reverse traveling (indicated by a dotted arrow) is performed in the middle and then forward traveling is performed again. be.

The traveling mode shown in FIG. 12 is also one of the non-forward traveling modes, which is a special traveling mode in which the aircraft 1 in the middle is stopped (stopped) and then the forward traveling is performed again. When the vehicle is stopped, there are an engine drive state in which the engine is driven as it is and an engine stop state in which the engine is stopped. Both are considered valid teaching runs.

Regardless of whether it is a standard driving condition or a special driving condition, when the second aircraft position is effectively acquired, the reference azimuth is the direction of a straight line connecting the first aircraft position and the second aircraft position. Is calculated.

The automatic traveling of the present invention is performed based on this reference direction or a traveling route as a target route calculated based on this reference direction.

It should be noted that a configuration may be adopted in which not all of the above-mentioned special running conditions are regarded as effective teaching running, but only one of the special running conditions is regarded as effective teaching running.

Further, the position of the first machine and the position of the second machine can be acquired when the machine 1 is running and the harvesting work is being performed, or can be obtained when the machine 1 is not performing the harvesting work. Further, either the first machine position or the second machine position can be acquired even when the machine 1 is stopped and the harvesting work is being performed.

In the present embodiment, it is determined whether or not sufficient teaching running has been performed in the harvesting work running on condition that the running distance is equal to or longer than a predetermined distance (# 15 in FIG. 8). At that time, not only the above-mentioned standard running mode but also a special running mode is regarded as effective teaching running, and the teaching running management unit 42a meets the end condition of the teaching running according to each running mode. Check if it is.

[Third Embodiment]
Another embodiment of the present invention will be described with reference to FIGS. 13-29. The same reference numerals may be given to the same configurations as those of the above-described embodiments, and detailed description thereof may be omitted.

The combine of the present embodiment has the same configuration as the conventional combine of the first embodiment shown in FIG. The combine of the present embodiment includes the control system shown in FIG.
[Control unit configuration]
The control unit 230 shown in FIG. 13 is a core element of the control system of the combine, and is shown as an aggregate of a plurality of ECUs.

That is, the control unit 230 is a computer device having a CPU, a communication function, and a storage function (internal recording medium, or external recording medium and input / output interface), and a predetermined computer device, similarly to the control unit 4 of the first embodiment. It consists of a computer program. This computer program causes the computer device to function as the above-mentioned functional unit. The computer program is recorded on the computer-readable recording medium described above. By executing this computer program, a method including a step corresponding to each of the above-mentioned functional parts is executed in the combine.

The control unit 230 is configured to be switchable between an automatic steering mode in which automatic steering control is executed and a manual steering mode in which automatic steering control is not executed. "Automatic steering control" is to set a linear traveling target line C, which will be described later, based on a predetermined direction, and control the traveling device 11 so that the aircraft 1 travels along the traveling target line C. Means.

The control unit 230 calculates the reference direction B as the predetermined direction. Further, the control unit 230 is configured to be able to communicate with a general-purpose terminal VT (touch panel type screen terminal).

The reference direction B is the direction in which the aircraft 1 should go straight on the ground in the automatic steering control, and is managed by an angle value based on, for example, either north, south, east, or west. In the present embodiment, the aircraft 1 can travel in one direction and in the direction opposite to one direction by 180 ° along the reference direction B.

In this case, it is sufficient that the reference direction B is managed by an angle value in the range of 180 ° with respect to any of the north, south, east, and west, but the reference direction B is managed by the angle value in the range of 360 °. It may be. Alternatively, the reference direction B may be managed by a vector value.

The "reference direction" in the present invention is the direction in which the aircraft 1 should go straight on the ground in automatic steering control. In the present invention, the aircraft 1 can travel in one direction and in the direction 180 ° opposite to one direction along the reference direction B, but only in one direction along the reference direction B. A configuration in which the machine body 1 travels is also included in the present invention.

The control unit 230 includes a machine position calculation unit 231, a machine direction calculation unit 232, a reference direction calculation unit 233, a storage unit 234, a selection unit 235, a line setting unit 236, a steering control unit 237, and conditions. A determination unit 238 and a determination unit 238 are provided. Similar to the first embodiment, these may be collectively referred to as "functional unit" below.

The signals of the satellite positioning module 80, the inertial measurement module 81, the start point setting switch 221a, and the end point setting switch 221b are input to the control unit 230. Although not shown, signals such as a vehicle speed sensor, an engine torque sensor, and an obstacle detection sensor are also input to the control unit 230.

The aircraft position calculation unit 231 calculates the position coordinates of the aircraft 1 over time based on the positioning data output by the satellite positioning module 80. That is, the aircraft position calculation unit 231 calculates the aircraft position using satellite positioning. The calculated position coordinates of the aircraft 1 over time are sent to the aircraft orientation calculation unit 232 and the steering control unit 237.

The aircraft orientation calculation unit 232 can calculate the traveling orientation change angle of the aircraft 1 by integrating the angular velocity detected by the inertial measurement module 81. Further, the aircraft orientation calculation unit 232 can calculate the traveling speed and the traveling orientation of the aircraft 1 by time-differentiating the position coordinates of the aircraft 1 calculated over time.

That is, the aircraft orientation calculation unit 232 is based on at least one of the position coordinates of the aircraft 1 calculated over time by the aircraft position calculation unit 231 and the angular velocity output by the inertial measurement module 81. Is calculated.

The traveling direction of the aircraft 1 calculated by the aircraft orientation calculation unit 232 is sent to the selection unit 235 and the steering control unit 237. The aircraft orientation calculation unit 232 may calculate the traveling orientation of the aircraft 1 based on, for example, an electronic compass.

A setting switch 221 for setting the reference direction B is provided. The setting switch 221 is, for example, an icon button displayed on a general-purpose terminal VT (for example, a touch-operable screen such as a liquid crystal screen or an OLED screen) provided on the boarding unit 12, and is a start point setting for setting a start point position. It has a switch 221a and an end point setting switch 221b for setting an end point position.

When the start point setting switch 221a can be operated in the manual steering mode, the aircraft 1 runs in this state, and the start point setting switch 221a is operated, the position Aa of the aircraft 1 at this timing calculates the reference direction. It is sent to the section 233. The position Aa is calculated by the machine body position calculation unit 231 at the timing when the start point setting switch 221a is operated. At the time when the start point setting switch 221a is operated, the end point setting switch 221b cannot be operated.

After the passenger operates the start point setting switch 221a, when the aircraft 1 continues to travel and is separated from the position Aa by a distance beyond a preset distance, the end point setting switch 221b can be operated.

The start point setting switch 221a may be operable or the start point setting switch 221a may be inoperable while the aircraft 1 is traveling after the passenger operates the start point setting switch 221a.

When the start point setting switch 221a can be operated, when the passenger operates the start point setting switch 221a again, the position Aa of the aircraft 1 at this timing may be sent to the reference direction calculation unit 233 again.

When the start point setting switch 221a is inoperable, a button for erasing the memory of the position Aa and canceling the setting of the reference direction B may be displayed instead of the start point setting switch 221a.

When the end point setting switch 221b is operated, the position Ab of the aircraft 1 at this timing is sent to the reference direction calculation unit 233. The position Ab is calculated by the aircraft position calculation unit 231 at the timing when the end point setting switch 221b is operated.

Then, based on the positions Aa and Ab, the reference direction B for the work run is calculated by the reference direction calculation unit 233, and the calculated reference direction B is stored in the storage unit 234.

That is, the reference direction calculation unit 233 calculates the reference direction B based on the positions of the plurality of aircraft calculated while the field is running.

Further, the storage unit 234 is configured to be able to store a plurality of reference directions B for work running. The storage unit 234 is not limited to the one that stores the reference direction B, and may be, for example, the one that stores the positions Aa and Ab.

Further, the control unit 230 is connected to the directional deviation setting unit 239. The directional deviation setting unit 239 is configured so that the directional deviation amount ΔB can be set based on an artificial operation.

The directional deviation setting unit 239 is, for example, an icon button displayed on the general-purpose terminal VT provided on the boarding unit 12, but may be a dial-type switch or a lever.

Then, the reference direction calculation unit 233 is configured to be able to calculate another reference direction B that is deviated by a "predetermined direction" from the calculated reference direction B. The "predetermined direction" is the direction deviation amount ΔB set by human operation.

The selection unit 235 selects one of the plurality of reference directions B.

First, the selection unit 235 acquires the traveling direction of the aircraft 1 from the aircraft orientation calculation unit 232.

Then, the selection unit 235 selects the reference direction B closest to the traveling direction of the aircraft 1 from the plurality of reference directions B stored in the storage unit 234.

The condition determination unit 238 receives signals from, for example, the main shift lever 222, the auxiliary shift switch 223, the cutting and threshing lever 224, the elevating detection unit 225, the threshing clutch 226, and the cutting clutch 227, and automatically steers based on these signals. It is configured so that "predetermined conditions" for control can be determined.

The determination result of the condition determination unit 238 is sent to the line setting unit 236. The details of the processing of the condition determination unit 238 will be described later in [About the start determination routine].

The main shift lever 222, the auxiliary shift switch 223, the cutting and threshing lever 224, the elevating detection unit 225, the threshing clutch 226, and the cutting clutch 227 will also be described later in [About the start determination routine].

The line setting unit 236 constantly acquires the latest position coordinates of the aircraft 1 calculated by the aircraft position calculation unit 231.

Further, the line setting unit 236 acquires the determination result from the condition determination unit 238. Then, if the determination result allows automatic steering control, the line setting unit 236 is a reference selected by the storage unit 234 from the left and right center portions of the harvesting device 15 based on the latest position coordinates. The traveling target line C extending forward along the direction B is constantly calculated.

When the control unit 230 is switched to the automatic steering mode, the line setting unit 236 fixes (sets) the travel target line C calculated at that time as the travel target line C to be traveled by the aircraft 1.

This set travel target line C is fixed until the automatic steering mode is canceled. The travel target line C extends from the aircraft 1 to the front of the aircraft and is parallel to the reference direction B selected by the storage unit 234.

That is, the line setting unit 236 sets the travel target line C based on the selected reference direction B.

When the passenger operates the steering lever (not shown) or the main shift lever 222 to the stop position during the automatic steering mode, the control unit 230 changes from the automatic steering mode to the manual steering mode. It can be switched.

When the control unit 230 is switched from the automatic steering mode to the manual steering mode, the line setting unit 236 cancels the setting of the traveling target line C.

The line setting unit 236 may be configured to calculate and set the travel target line C when the control unit 230 is switched to the automatic steering mode.

The steering control unit 237 can calculate the amount of positional deviation of the aircraft 1 in the lateral direction with respect to the traveling target line C.

Further, the steering control unit 237 can calculate the angle deviation between the traveling direction of the aircraft 1 and the reference direction B selected by the storage unit 234, that is, the direction deviation.

When the control unit 230 is set to the automatic steering mode, the steering control unit 237 is based on the aircraft position information from the aircraft position calculation unit 231 and the directional information from the aircraft orientation calculation unit 232. The traveling device 11 is controlled so that 1 travels along the traveling target line C.

[Calculation of reference direction]
When harvesting a field, first, the passenger (which may be a watcher, the same shall apply hereinafter) manually manipulates the combine to, in the outer perimeter area of the field, along the outer perimeter of the field, i.e. along the ridge. Harvesting is carried out while mowing the surrounding area (an example of work driving).

This peripheral mowing area becomes a turning space for the machine 1 when the combine harvests crops in the field inner area (for example, the work target area CA in FIGS. 23 and 24) while reciprocating in the subsequent process. For this reason, it is desirable that the turning space be secured widely.

For this reason, the passenger runs the combine two to three laps in the outer peripheral area of the field, and secures an area of about two to three times the harvest width of the combine as a turning space.

The calculation of the reference direction B is performed together with the peripheral mowing running in the outer peripheral region in the field. FIG. 14 is a flowchart showing the order of calculation of the reference direction B.

First, the end point setting switch 221b is automatically switched to the inoperable state (step # 101).

In this embodiment, the start point setting switch 221a and the end point setting switch 221b are icon buttons of the general-purpose terminal VT.

The inoperable state of the end point setting switch 221b is, for example, a state in which the icon button of the end point setting switch 221b is not displayed on the general-purpose terminal VT (including the gray out of the icon button), or the icon button of the end point setting switch 221b is general purpose. Even if it is displayed on the terminal VT, the operation of the passenger etc. may not be reflected.

When the passenger moves the combine to the ridge of the field and starts going straight (or substantially straight) along the ridge of the field, the passenger operates the start point setting switch 221a (step # 102).

In the present embodiment, the "operation" includes the icon operation of the start point setting switch 221a and the end point setting switch 221b, which are icon buttons.

When the start point setting switch 221a is operated (step # 102: Yes), the position Aa is stored as the position coordinates of the machine body 1 (step # 103). The position Aa is the position coordinates of the machine 1 calculated by the machine position calculation unit 231 at the timing when the start point setting switch 221a is operated.

Then, the passenger runs the work while making the combine go straight (or almost straight) along one side of the ridge of the field. During this time, whether or not the aircraft 1 is separated from the position Aa by a preset distance or more is determined by the reference direction calculation unit 233 (step # 104).

The "preset distance" is, for example, 5 meters from the position Aa.

If the aircraft 1 is not farther than the preset distance from the position Aa (step # 104: No), the process of step # 109 is performed.

Step # 109 is a process of switching the end point setting switch 221b to the inoperable state when the end point setting switch 221b is in the operable state. That is, unless the aircraft 1 is farther than the preset distance from the position Aa (step # 104: No), the inoperable state of the end point setting switch 221b is maintained, and the passenger cannot operate the end point setting switch 221b.

If the aircraft 1 is farther than the preset distance from the position Aa (step # 104: Yes), the end point setting switch 221b is switched to the operable state (step # 105), at this time, the end point setting switch 221b is set. If it is already in an operable state, the operable state of the end point setting switch 221b is maintained.

Then, it is determined whether or not the end point setting switch 221b has been operated (step # 106).

If the end point setting switch 221b is not operated (step # 106: No), the processes of steps # 104 to # 105 are repeated.

At this time, if the aircraft 1 does not move beyond the preset distance from the position Aa due to factors such as the combine traveling backward (step # 104: No), the end point setting switch 221b is switched to the inoperable state again. (Step # 109).

When the end point setting switch 221b is operated (step # 106: Yes), the position Ab is stored as the position coordinates of the aircraft 1 (step # 107). The position Ab is the position coordinates of the machine 1 calculated by the machine position calculation unit 231 at the timing when the end point setting switch 221b is operated.

In this way, the passenger runs the work while moving the combine straight (or substantially straight) along one side of the ridge of the field, and operates the start point setting switch 221a and the end point setting switch 221b to operate the positions Aa and Ab. Is obtained.

When the positions Aa and Ab are acquired, the reference direction calculation unit 233 calculates the reference direction B as the direction of the straight line connecting the two points of the positions Aa and Ab (step # 108).

That is, the reference direction calculation unit 233 calculates the direction of the straight line connecting the two machine positions calculated by the machine position calculation unit 231 as the reference direction B. Further, in step # 108, the reference direction calculation unit 233 stores the calculated reference direction B in the storage unit 234. As a result, the calculation process of the reference direction B is completed.

By repeating the above-mentioned processes from step # 101 to step # 108, the reference direction calculation unit 233 is configured to be able to acquire a plurality of reference directions B.

For example, the passenger moves the combine to another ridge in the field and operates the start point setting switch 221a to drive the combine straight (or substantially straight) along one side of the other ridge. After that, the end point setting switch 221b is operated. At this time, the reference direction calculation unit 233 performs the processes from step # 101 to step # 108 again to calculate another reference direction B.

In the example shown in FIG. 15, one round of peripheral cutting is performed along the ridge of the field, and a plurality of reference directions B1, B2, B3, and B4 are calculated by the reference direction calculation unit 233, and the storage unit 234 is used. A plurality of reference directions B1, B2, B3, and B4 having different directions are stored in the storage. The reference direction B1 is calculated based on the positions A1 and A2, the reference direction B2 is calculated based on the positions A3 and A4, the reference direction B3 is calculated based on the positions A5 and A6, and the reference direction B3 is calculated based on the positions A7 and A8. Direction B4 has been calculated.

Positions A1, A3, A5, and A7 are positions Aa (see FIGS. 13 and 14) at the timing when the start point setting switch 221a is operated, and positions A2, A4, A6, and A8 are positions A8 where the end point setting switch 221b is operated. Position Ab at the timing (see FIGS. 13 and 14).

That is, the reference direction calculation unit 233 calculates the reference direction B based on the aircraft position calculated during the orbiting in the outer peripheral region of the field. At this time, the reference direction calculation unit 233 calculates a plurality of reference directions B along the extending directions of the outer periphery of the field.

In other words, the reference direction calculation unit 233 calculates a plurality of reference directions B along the extending direction of the outer periphery of the field based on the aircraft position calculated during the orbital running by the artificial operation in the outer peripheral region of the field.

Position A1 is the "first point" of the present invention, and position A2 is the "second point" of the present invention. Further, the reference direction B1 is the "first reference direction" of the present invention. That is, the reference directional direction calculation unit 233 has a plurality of reference directional directions B based on the aircraft positions calculated at the positions A1 and A2 in the two-point traveling over the positions A1 and A2 in the outer peripheral region of the field. The reference direction B1 is calculated as one.

Position A3 is the "third point" of the present invention, and position A4 is the "fourth point" of the present invention. Further, the reference direction B2 is the "second reference direction" of the present invention. That is, after traveling over the position A1 and the position A2, the reference direction calculation unit 233 reaches the position A3 and the position in the two-point traveling over the positions A3 and the position A4 which are different from the positions A1 and A2 in the outer peripheral region. The reference direction B2 is calculated as one of the plurality of reference directions B based on the aircraft positions calculated for each of A4.

In the present embodiment, as shown in FIG. 15, the reference direction B1 is calculated based on the positions A1 and A2, and the reference direction B2 is calculated based on the positions A3 and A4, but the present embodiment is not limited to this embodiment. .. For example, even if the orientation deviation amount ΔB of 90 degrees is set by the artificial operation of the orientation deviation setting unit 239, and the reference orientation calculation unit 233 calculates the reference orientation B2 that is offset by 90 degrees from the calculated reference orientation B1. good. That is, when the reference direction B1 is calculated based on the positions A1 and A2, the reference direction B2 deviated by 90 degrees from the reference direction B1 without traveling between two points over the positions A3 and A4. The configuration may be calculated automatically.

[About automatic steering control]
After the reference direction B is stored in the storage unit 234, a determination process as shown in FIG. 16 is performed according to a human operation before the automatic steering control.

First, the position of the machine 1 calculated by the machine position calculation unit 231 is stored as the position Pa (step # 111).

Subsequently, it is determined whether or not the predetermined conditions for automatic steering control are satisfied (step # 112).

Whether or not the predetermined conditions for automatic steering control are satisfied is determined by the start determination routine shown in FIG. 25.

This start determination routine is a subroutine called in the process of step # 112 and is processed by the condition determination unit 238.

The start determination routine returns the return value of Yes to step # 112 if a predetermined condition for automatic steering control is satisfied.

Further, the start determination routine returns a return value of No to step # 112 if a predetermined condition for automatic steering control is not satisfied.

The start determination routine shown in FIG. 25 will be described later in [About the start determination routine].

When the return value of No is returned to step # 112 from the start determination routine (step # 112: No), the processes of steps # 111 to # 112 are repeated, and the position Pa is continuously updated.

When the return value of Yes is returned to step # 112 from the start determination routine (step # 112: Yes), the selection unit 235 acquires the traveling direction of the aircraft 1 from the aircraft orientation calculation unit 232 (step # 113).

Then, the selection unit 235 selects the reference direction B closest to the traveling direction of the aircraft 1 among the plurality of reference directions B (step # 114).

In the example shown in FIG. 17, since the traveling direction of the aircraft 1 is along the reference direction B1, the selection unit 235 selects the reference direction B1 from the plurality of reference directions B.

Then, the line setting unit 236 (or selection unit 235) calculates the difference Δθ between the traveling direction of the aircraft 1 and the reference direction B (step # 115), and the difference Δθ is within a preset threshold value (for example, within 5 °). ) (Step # 116).

If the difference Δθ is larger than the preset threshold value (step # 116: No), the processes of steps # 111 to # 115 are repeated, and the position Pa is continuously updated.

At this time, the same reference direction B may be repeatedly selected in step # 114, but in this case, the selection of the selection unit 235 is retained.

Further, if the machine 1 turns during this period and the reference direction B closest to the traveling direction of the machine 1 becomes another reference direction B, the selection unit 235 selects the other reference direction B.

If the difference Δθ is within the preset threshold value (step # 116: Yes), the line setting unit 236 determines whether or not the aircraft position is separated from the position Pa stored in step # 111 by a distance longer than the preset distance. Judgment (step # 117).

If the determination in step # 117 is No, the processes in steps # 112 to # 117 are repeated. At this time, the process of step # 111 is not performed and the position Pa is not updated. When the machine body 1 moves forward in this state, the separation distance between the machine body position and the position Pa stored in step # 111 increases.

Then, when the determination in step # 117 becomes Yes, the control unit 230 shifts to the automatic steering mode, and the steering control unit 237 performs automatic steering control (step # 118).

As can be understood from the above description, in the steering control unit 237, the aircraft 1 travels straight over a predetermined distance along the reference direction B selected by the selection unit 235 and the predetermined conditions are satisfied. If it is determined that the operation has been performed, the traveling device 11 is automatically steered and controlled.

When the control unit 230 shifts to the automatic steering mode, the line setting unit 236 sets a linear traveling target line C parallel to the reference direction B in front of the aircraft 1.

After the transition to the automatic steering mode, the position information of the aircraft 1 is calculated over time by the aircraft position calculation unit 231, and the relative directional change angle is calculated over time by the aircraft orientation calculation unit 232.

Then, the steering control unit 237 calculates the amount of lateral displacement of the aircraft 1 with respect to the travel target line C and the orientation deviation angle between the reference direction B and the travel direction of the aircraft 1, and the aircraft 1 travels. The traveling device 11 is controlled so as to travel along the target line C.

As described above, since the area of the peripheral mowing run is used as the turning space of the combine in the subsequent process, the peripheral mowing run of the combine is performed over 2 to 3 laps.

In the present embodiment, one round of mowing is performed along the outer periphery of the field to calculate a plurality of reference directions B (see FIG. 15), and each of the reference directions B is stored in the storage unit 234. .. Therefore, each of these reference directions B can be used for the peripheral mowing run after the second lap.

In FIG. 17, the surrounding cutting run is performed adjacent to the cutting marks extending over the positions A1 and A2. At this time, the selection unit 235 selects the reference direction B1 closest to the traveling direction of the aircraft 1, and the line setting unit 236 sets a linear traveling target line C1 parallel to the reference direction B1 ahead of the traveling direction of the aircraft 1. Generate. Then, in the region D1 over the cutting width of the combine, automatic steering control along the traveling target line C1 is performed.

In FIG. 18, the surrounding cutting run is performed adjacent to the cutting marks extending over the positions A3 and A4. At this time, the selection unit 235 selects the reference direction B2 closest to the traveling direction of the aircraft 1, and the line setting unit 236 sets a linear traveling target line C2 parallel to the reference direction B2 in front of the traveling direction of the aircraft 1. Generate. Then, in the region D2 over the cutting width of the combine, automatic steering control along the traveling target line C2 is performed.

In FIG. 19, the surrounding cutting run is performed adjacent to the cutting marks extending over the positions A5 and A6. At this time, the selection unit 235 selects the reference direction B3 closest to the traveling direction of the aircraft 1, and the line setting unit 236 sets a linear traveling target line C3 parallel to the reference direction B3 in front of the traveling direction of the aircraft 1. Generate. Then, in the region D3 over the cutting width of the combine, automatic steering control along the traveling target line C3 is performed.

In FIG. 20, the surrounding cutting is performed adjacent to the cutting marks extending over the positions A6 and A7, and the traveling direction of the aircraft 1 is the same as or close to the reference direction B1. Therefore, the selection unit 235 selects the reference direction B1, and the line setting unit 236 generates a linear traveling target line C4 parallel to the reference direction B1 in front of the traveling direction of the aircraft 1. Then, in the region D4 over the cutting width of the combine, automatic steering control along the traveling target line C4 is performed.

In FIG. 21, the surrounding cutting is performed adjacent to the cutting marks extending over the positions A6 and A7, and the traveling direction of the aircraft 1 is the same as or close to the reference direction B2. Therefore, the selection unit 235 selects the reference direction B2, and the line setting unit 236 generates a linear traveling target line C5 parallel to the reference direction B2 in front of the traveling direction of the aircraft 1. Then, in the region D5 over the cutting width of the combine, automatic steering control along the traveling target line C5 is performed.

In FIG. 22, the surrounding cutting run is performed adjacent to the cutting marks extending over the positions A7 and A8. At this time, the selection unit 235 selects the reference direction B4 closest to the traveling direction of the aircraft 1, and the line setting unit 236 sets a linear traveling target line C6 parallel to the reference direction B4 in front of the traveling direction of the aircraft 1. Generate. Then, in the region D6 over the cutting width of the combine, automatic steering control along the traveling target line C6 is performed.

When the harvesting around the combine is completed, as shown in FIGS. 23 and 24, the combine harvests the crop while reciprocating around the work target area CA left inside the work area left by the surrounding cutting.

In the work target area CA, the cutting run in which the crop is cut while advancing along the travel target line C and the direction change of 180 ° (or approximately 180 °) in the outer peripheral region outside the work target area CA are repeated. .. As a result, the combine harvests the crop so as to cover the entire work area CA.

At this time, the traveling direction of the aircraft 1 is the same as or close to the reference direction B1. Therefore, the selection unit 235 selects the reference direction B1, and the line setting unit 236 generates linear traveling target lines C7, C8, etc. parallel to the reference direction B1 in front of the traveling direction of the aircraft 1. As a result, for example, in the reciprocating travel shown in FIG. 23, automatic steering control along the travel target line C7 is performed in the region D7 over the cutting width of the combine. Further, for example, in the middle division running shown in FIG. 24, automatic steering control along the running target line C8 is performed in the region D8 over the cutting width of the combine.

That is, the line setting unit 236 sets the travel target line C in the work target area CA based on the reference direction B calculated during the orbital travel in the outer peripheral region.

In the examples shown in FIGS. 23 and 24, the work target area CA is cut around so as to be a polygon with unequal sides along the shape of the field, but the work target area CA is a quadrangle. Peripheral mowing may be carried out so as to be. The burden on the occupant is reduced by performing automatic steering control during reciprocating running after mowing around the combine.

In this way, the selection unit 235 selects one of the plurality of reference directions B based on the calculated travel direction of the aircraft 1, and the line setting unit 236 selects the travel target based on the selected reference direction B. Set line C.

[About the start judgment routine]
Hereinafter, the start determination routine processed by the condition determination unit 238 will be described with reference to FIGS. 13 and 25.

When the start determination routine is started by calling step # 112 in FIG. 25, the process of step # 121 is first executed.

In step # 121, the condition determination unit 238 acquires information indicating the operation position of the main shift lever 222 shown in FIG.

The main shift lever 222 is configured to be swingable in the front-rear direction. The range of motion of the main shift lever 222 is divided into three, a forward operation position FP, a neutral position NP, and a reverse operation position RP.

Then, by operating the main shift lever 222, the shift state of the main shift device of the traveling device 11 changes.

When the main speed change lever 222 is located at the neutral position NP, the main speed change device is in the neutral state and the traveling device 11 is not driven to travel.

The traveling device 11 travels forward at a high speed so that the main shift lever 222 tilts from the neutral position NP to the side where the forward operation position FP is located.

The traveling device 11 travels backward at a high speed so that the main shift lever 222 tilts from the neutral position NP to the side where the reverse operation position RP is located.

A signal from the sensor that detects the swing angle of the main shift lever 222 is input to the condition determination unit 238, and the condition determination unit 238 determines whether or not the main shift lever 222 is located at the forward operation position FP. ..

If the main shift lever 222 is not located at the forward operation position FP, it is determined as No in step # 121, and the return value of No is returned to step # 112.

Further, when the main shift lever 222 is located at the forward operation position FP, it is determined as Yes in step # 121, and the process proceeds to step # 122.

The condition determination unit 238 is configured to receive the operation signal of the auxiliary shift switch 223 shown in FIG.

The auxiliary shift switch 223 is provided on the main shift lever 222. Each time the auxiliary transmission switch 223 is operated, the transmission state of the auxiliary transmission device (not shown) is alternately switched between working traveling (low speed state) and non-working (high speed state).

A signal from the sensor that detects the state of the auxiliary shift switch 223 is input to the condition determination unit 238. The condition determination unit 238 is configured to be able to determine whether the shift state of the auxiliary shift switch 223 is for working or non-working.

In step # 122, it is determined whether or not the state of the auxiliary shift switch 223 is for work driving. More specifically, it is determined whether or not the auxiliary transmission is in a low speed state.

If the auxiliary transmission is not in the low speed state, it is determined as No in step # 122, and the return value of No is returned to step # 112.

If the auxiliary transmission is in a low speed state, it is determined as Yes in step # 122, and the process proceeds to step # 123.

In step # 123, the condition determination unit 238 acquires information indicating whether or not the FIX solution (known technique) necessary for RTK-GPS positioning is obtained from the aircraft position calculation unit 231 shown in FIG. Then, based on the acquired information, it is determined whether or not the positioning state of the aircraft position is at least a predetermined accuracy.

More specifically, the condition determination unit 238 determines whether or not the FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the aircraft position calculation unit 231.

If the FIX solution is not obtained in the RTK-GPS positioning by the satellite positioning module 80 and the aircraft position calculation unit 231, No is determined in step # 123, and the return value of No is returned to step # 112.

If a FIX solution is obtained in RTK-GPS positioning by the satellite positioning module 80 and the aircraft position calculation unit 231, it is determined to be Yes in step # 123, and the process proceeds to step # 124.

In step # 124, the condition determination unit 238 acquires information indicating the operation position of the harvesting threshing lever 224 shown in FIG.

The harvesting threshing lever 224 is provided on the boarding section 12. The harvesting threshing lever 224 is configured to be swingable in the front-rear direction.

The harvesting threshing lever 224 is configured so that the operation position can be selectively switched between the first operation position M1, the second operation position M2, and the third operation position M3. By operating the harvesting threshing lever 224, the on / off state of the threshing clutch 226 and the harvesting clutch 227 changes.

A signal from the sensor that detects the swing angle of the cutting and threshing lever 224 is input to the condition determination unit 238. The condition determination unit 238 is configured to be able to determine whether the operation position of the cutting and threshing lever 224 is the first operation position M1, the second operation position M2, or the third operation position M3.

When the operating position of the harvesting threshing lever 224 is the first operating position M1, both the threshing clutch 226 and the harvesting clutch 227 are in the engaged state. In this state, the power from the engine is transmitted to the threshing device 13 and transmitted to the harvesting device 15 via the cutting clutch 227. As a result, the threshing device 13 and the harvesting device 15 operate.

When the operating position of the cutting threshing lever 224 is the second operating position M2, the threshing clutch 226 is in the on state and the cutting clutch 227 is in the off state. In this state, the power from the engine is transmitted to the threshing device 13 and not to the cutting clutch 227. As a result, the threshing device 13 operates and the harvesting device 15 does not operate.

When the operating position of the cutting threshing lever 224 is the third operating position M3, both the threshing clutch 226 and the cutting clutch 227 are in the off state. In this state, the power from the engine is not transmitted to either the threshing device 13 or the cutting clutch 227. At this time, the threshing device 13 and the harvesting device 15 do not operate.

Then, the condition determination unit 238 determines whether or not the threshing clutch 226 is in the engaged state based on the acquired information.

When the operation position of the harvesting threshing lever 224 is the third operation position M3, it is determined as No in step # 124, and the return value of No is returned to step # 112.

Further, when the operation position of the harvesting threshing lever 224 is the first operation position M1 or the second operation position M2, it is determined as Yes in step # 124, and the process proceeds to step # 125.

Further, the condition determination unit 238 determines whether or not the cutting clutch 227 is in the engaged state based on the acquired information (step # 125).

When the operation position of the harvesting threshing lever 224 is the second operation position M2 or the third operation position M3, No is determined in step # 125, and the return value of No is returned to step # 112.

Further, when the operation position of the harvesting threshing lever 224 is the first operation position M1, it is determined as Yes in step # 125, and the process proceeds to step # 126.

In step # 126, it is determined whether or not the harvesting device 15 is located at the working position. In the present embodiment, the amount of descent from the highest position of the harvesting device 15 is equal to or more than a predetermined value, which corresponds to the position of the harvesting device 15 at the working position.

Here, the combine harvester 1 is provided with an elevating detection unit 225. The elevating detection unit 225 detects the expansion / contraction state of the harvesting device cylinder 15a. The detection result by the elevating detection unit 225 is sent to the condition determination unit 238.

Then, the condition determination unit 238 determines whether or not the harvesting device 15 is located at the working position based on the detection result by the elevating detection unit 225.

If the harvesting device 15 is not located at the working position, it is determined as No in step # 126, and the return value of No is returned to step # 112.

When the harvesting device 15 is located at the working position, it is determined as Yes in step # 126. If it is determined to be Yes in step # 126, it is determined that a predetermined condition for automatic steering control is satisfied, and the return value of Yes is returned to step # 112.

As can be understood from the above description, in the present embodiment, the above-mentioned "predetermined condition" for automatic steering control includes the determination of Yes in all of steps # 121 to # 126. It has been. However, the present invention is not limited to this, and a part of steps # 121 to # 126 may not be provided.

That is, the above-mentioned "predetermined conditions" for automatic steering control include that the main shift lever 222 is located at the forward operation position FP, that the auxiliary transmission is in a shift state for work, and that the aircraft is in a shift state for work. The positioning state of the position is higher than the predetermined accuracy, the clutch for power transmission to the threshing device 13 is in the engaged state, and the clutch for power transmission to the harvesting device 15 is in the engaged state. At least one of the fact that the harvesting device 15 is located at the working position is included.

[About the screen display of the reference direction and the driving target line]
While the processes of steps # 111 to # 117 in FIG. 16 are being performed, the selected reference direction B and the combine (agricultural work machine) are displayed on the general-purpose terminal VT provided in the boarding unit 12 (FIG. 27). And FIG. 28).

The directional indexes RL1 and RL2 of the reference azimuth B and the combine are displayed on the general-purpose terminal VT so that the combine is tilted according to the difference Δθ (see FIGS. 16, 27 and 28).

The directional indicators RL1 and RL2 are lines indicating the reference directional B selected by the selection unit 235. Therefore, the passenger can easily adjust the traveling direction of the aircraft 1 to the reference direction B while checking the general-purpose terminal VT before starting the automatic steering control.

In the example shown in FIGS. 26 to 29, the peripheral mowing run is performed along the reference direction B1, and then the peripheral mowing run is performed along the reference direction B2.

The directional indicators GL1 and GL2 shown in FIGS. 26 and 29 are lines indicating the traveling target line C set by the line setting unit 236. In the present embodiment, the general-purpose terminal VT is an "direction display unit" capable of displaying the direction indexes GL1, GL2, RL1 and RL2.

In the example shown in FIGS. 26 to 29, the directional indicators GL1, GL2, RL1 and RL2 are displayed on the screen of the general-purpose terminal VT so that the combine rotates without rotating, but the combine does not rotate. The azimuth index GL1, GL2, RL1 and RL2 may be rotated.

That is, the directional indexes GL1, GL2, RL1, RL2 of the reference azimuth B and the combine are respectively tilted so that one of the directional indexes GL1, GL2, RL1, RL2 of the reference azimuth B and the combine is inclined according to the difference Δθ. It may be displayed on the general-purpose terminal VT.

In the examples shown in FIGS. 26 to 29, the reference direction B1 and the reference direction B2 deviated by 90 degrees from the reference direction B1 are set.

Therefore, if the difference Δθ between the reference direction B1 and the direction of the aircraft 1 is within 45 degrees (half the angle of 90 degrees), the selection unit 235 selects the reference direction B1.

Further, if the difference Δθ between the reference direction B1 and the direction of the aircraft 1 is larger than 45 degrees, the selection unit 235 selects the reference direction B2.

That is, the selection unit 235 selects the reference direction B closest to the direction of the machine 1 from the plurality of reference directions B based on the direction of the machine 1 calculated by the machine direction calculation unit 232.

FIG. 26 shows a state in which the crops in the uncut area (the area where the crops in the field are not cut) are cut by the harvesting device 15 while the automatic steering control is performed along the reference direction B1.

The directional index GL1 of the traveling target line C is displayed on the general-purpose terminal VT, and automatic steering control is performed so that the aircraft 1 follows the traveling target line C.

The work area D is displayed on the general-purpose terminal VT with a width extending over the work width of the combine as an area where the crop is cut with automatic steering control. The work area D is displayed on the general-purpose terminal VT as a travel locus of the combine by automatic steering control.

FIG. 27 shows a state in which the control unit 230 shifts from the automatic steering mode to the manual steering mode after the combine has cut through the uncut area, and turns 90 degrees to the left of the aircraft in the already cut area. There is. In FIG. 27, the difference Δθ between the reference direction B1 and the direction of the aircraft 1 is within 45 degrees.

In other words, the difference Δθ between the reference direction B1 and the direction of the aircraft 1 is smaller than the difference between the reference direction B2 and the direction of the aircraft 1 (90 degrees −Δθ). Therefore, the reference direction B1 is selected in the processes of steps # 113 and # 114 in FIG. 16, and as shown in FIG. 27, the direction index RL1 of the reference direction B1 is displayed on the general-purpose terminal VT.

FIG. 28 shows a state in which the airframe 1 is turning further to the left than in the case shown in FIG. 27. In FIG. 28, the difference Δθ between the reference direction B1 and the direction of the aircraft 1 is larger than 45 degrees.

In other words, the difference Δθ between the reference direction B1 and the direction of the aircraft 1 is larger than the difference (90-Δθ) between the reference direction B2 and the direction of the aircraft 1. Therefore, the reference direction B2 is selected in the processes of steps # 113 and # 114 in FIG. 16, and as shown in FIG. 28, the direction index RL2 of the reference direction B2 is displayed on the general-purpose terminal VT.

A plurality of directional lines parallel to the reference azimuth B, that is, directional lines parallel to the directional index RL1 or the directional index RL2 may be displayed on the general-purpose terminal VT at intervals of the working width of the combine, and the plurality of directional lines and the combine may be displayed. The positional relationship with the general-purpose terminal VT may be displayed. In this case, it becomes easier for the passenger to adjust the position of the aircraft in the lateral direction as a reference when performing, for example, the mid-division traveling.

If the traveling direction of the machine 1 does not match the reference direction B, the traveling direction of the machine 1 may be automatically corrected so that the traveling direction of the machine 1 follows the reference direction B.

FIG. 29 shows a state in which the crop in the uncut area is cut by the harvesting device 15 while the 90-degree turn of the machine 1 is completed and the automatic steering control is performed along the reference direction B2. When the control unit 230 shifts to the automatic steering mode in step # 118 of FIG. 16, the directional index GL2 of the traveling target line C is displayed on the general-purpose terminal VT provided in the boarding unit 12, and the directional index GL2 is in front of the combine. It is displayed to extend to. Further, when a work run accompanied by automatic steering control is performed along the run target line C, the work area D is displayed on the general-purpose terminal VT with a width extending over the work width of the combine.

In the example shown in FIGS. 26 to 29, the directional indicators GL1 and GL2 are displayed when the control unit 230 is in the automatic steering mode, and the directional indicators RL1 and RL2 are displayed when the control unit 230 is in the manual steering mode. Is displayed. In the examples shown in FIGS. 26 to 29, the directional indicators GL1 and GL2 are indicated by solid lines, and the directional indicators RL1 and RL2 are indicated by broken lines. The directional indicators GL1 and GL2 and the directional indicators RL1 and RL2 may be displayed in different colors. That is, the general-purpose terminal VT as the "direction display unit" has the directional index GL1 depending on whether the traveling device 11 is artificially steered or controlled automatically. , GL2, RL1, RL2 display mode is changed.

The work area D is displayed on the general-purpose terminal VT as a width over the work width of the combine. The work width may be input by the passenger or may be acquired via an external network.

Further, an extra width that overlaps with the already cut area or the uncut area adjacent in the lateral direction, that is, a so-called overlap margin may be taken into consideration in this working width. At this time, the overlap margin may be input by the passenger or may be acquired via an external network.

The work area D along the travel target line C with a width extending over the work width of the combine is displayed on the general-purpose terminal VT, and the lateral deviation and the orientation deviation of the combine with respect to the travel target line C are displayed on the general-purpose terminal VT.

Further, also in the reciprocating travel shown in FIGS. 23 and 24, for example, the areas D7 and D8 may be configured to be displayed on the general-purpose terminal VT as the work area D with a width extending over the work width of the combine.

[Modified example of the third embodiment]
The present invention is not limited to the configurations exemplified in the above-described embodiments, and typical modifications of the present invention will be shown below.

(1) In the above-described embodiment, the steering control unit 237 controls the traveling device 11 based on the aircraft position information from the aircraft position calculation unit 231 and the directional information from the aircraft orientation calculation unit 232. It is not limited to this embodiment.

The steering control unit 237 may control the traveling device 11 based on the aircraft position information from the aircraft position calculation unit 231, or may control the traveling device 11 based on the directional information from the aircraft orientation calculation unit 232. Is also good.

The steering control unit 237 may automatically control the steering of the traveling device 11 based on the position of the aircraft so as to follow the reference direction B.

Further, the steering control unit 237 may automatically steer the traveling device 11 based on the aircraft position so as to follow the traveling target line C set based on the reference direction B.

When the steering control unit 237 automatically controls the steering so as to follow the reference direction B, the line setting unit 236 may not be provided. Alternatively, the line setting unit 236 and the steering control unit 237 may be integrally configured.

(2) In the above-described embodiment, as shown in FIG. 15, the reference direction B1 is calculated based on the positions A1 and A2, and the reference direction B2 is calculated based on the positions A3 and A4. It is not limited to the form.

In the example shown in FIG. 15, when the reference direction B1 is calculated based on the positions A1 and A2, the reference directions B2 and B3 deviated by a predetermined direction may be automatically calculated. At this time, the amount of misorientation may be set manually or automatically.

(3) In the above-described embodiment, the position Aa is stored when the start point setting switch 221a is operated, the position Ab is stored when the end point setting switch 221b is operated, and the reference direction calculation unit 233 is stored in the positions Aa and Ab. The reference direction B is calculated based on this, but the present invention is not limited to this embodiment.

For example, if the machine 1 goes straight along the outer periphery of the field (or goes straight, the same applies hereinafter), the reference direction B may be automatically calculated based on the straight section.

For example, in FIG. 15, the reference direction B1 is automatically calculated when the machine 1 goes straight over the positions A1 and A2, and the reference direction B2 is calculated when the machine 1 goes straight over the positions A3 and A4. Is also good.

Further, the reference direction B3 may be calculated automatically when the aircraft 1 travels straight over the positions A5 and A6, and the reference direction B4 may be calculated when the aircraft 1 travels straight over the positions A7 and A8.

Further, it is not necessary to automatically calculate the reference direction B based on all the straight sections along the outer periphery of the field, and the reference direction B is automatically calculated based on the straight section along at least one side of the outer periphery of the field. It may be a configuration calculated in.

That is, the reference direction calculation unit 233 sets a plurality of reference directions B along the extending direction of at least one side of the outer periphery of the field based on the aircraft position calculated during the orbital traveling by human operation in the outer peripheral region of the field. You may calculate.

(4) In the above-described embodiment, in FIG. 15, the position A1 is the "first point" of the present invention, the position A2 is the "second point" of the present invention, and the reference direction B1 is the "second point" of the present invention. Although it is a "first reference direction", it is not limited to this embodiment.

Further, the position A3 is the "third point" of the present invention, the position A4 is the "fourth point" of the present invention, and the reference direction B2 is the "second reference direction" of the present invention. It is not limited to the embodiment.

For example, the position A3 may be the "first point" of the present invention, and the position A4 may be the "second point" of the present invention. In this case, the reference direction B2 is the "first reference direction" of the present invention.

Further, the position A5 may be the "third point" of the present invention, and the position A6 may be the "fourth point" of the present invention. In this case, the reference direction B3 is the "second reference direction" of the present invention.

Further, the position A7 may be the "third point" of the present invention, and the position A8 may be the "fourth point" of the present invention. In this case, the reference direction B4 is the "second reference direction" of the present invention.

(5) In the above-described embodiment, the aircraft orientation calculation unit 232 for calculating the traveling orientation of the aircraft 1 is provided, and the selection unit 235 is among the plurality of reference orientations B based on the calculated traveling orientation of the aircraft 1. One is selected, but is not limited to this embodiment.

If necessary, the selection unit 235 may select the reference direction B based on an artificial operation, or may select the reference direction B based on the reception from the external network.

(6) In the above-described embodiment, the reference directional direction calculation unit 233 for calculating the reference directional direction B based on the plurality of aircraft positions calculated while traveling in the field is provided, but the embodiment is not limited to this embodiment.

For example, the configuration may not include the reference direction calculation unit 233. In this case, a plurality of reference directions B may be received from an external network and stored in the storage unit 234.

(7) The "airframe position calculation unit" of the present invention may be an integral configuration of the airframe position calculation unit 231 and the satellite positioning module 80. Further, the aircraft orientation calculation unit 232 may be configured to calculate the traveling orientation of the aircraft 1 based on the position information of at least one of the aircraft position calculation unit 231 and the satellite positioning module 80.

(8) In the above-described embodiment, the aircraft 1 can travel in one direction and in the direction 180 ° opposite to one direction along the reference direction B, but one along the reference direction B. It may be a unidirectional configuration in which the aircraft 1 can travel only in the direction.

In this case, when the automatic traveling control is performed in the direction opposite to the one direction, another reference direction B having information in the direction 180 ° opposite to the one direction may be stored in the storage unit 234. Then, the selection unit 235 may select the other reference direction B when the automatic steering control for traveling straight in the direction opposite to the one direction is performed.

(9) In the above-described embodiment, as shown in FIG. 16, the steering control unit 237 starts automatic steering control when the aircraft 1 is separated from the position Pa by a predetermined distance or more. It is not limited to the embodiment.

For example, if the state in which the difference Δθ is within the preset threshold value continues for a predetermined time, the steering control unit 237 may start the automatic steering control.

That is, when the steering control unit 237 determines that the predetermined conditions are satisfied and the aircraft 1 has traveled straight for a predetermined distance or a predetermined time along the reference direction B selected by the selection unit 235. The traveling device 11 may be configured to be in a state where the steering can be automatically controlled.

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

(11) In the above-described embodiment, the line setting unit 236 acquires the determination result from the condition determination unit 238, but is not limited to this embodiment.

For example, the condition determination unit 238 may not be provided, and the line setting unit 236 may not acquire the determination result from the condition determination unit 238. Further, the line setting unit 236 and the condition determination unit 238 may be integrally configured.

(12) The configuration may not include the directional deviation setting unit 239 shown in the above embodiment.

In this case, the reference direction calculation unit 233 may be configured to calculate the reference direction B which is deviated by 90 degrees (fixed value whose setting cannot be changed) from the calculated reference direction B.

That is, the reference direction calculation unit 233 may be configured to calculate the reference direction B which is deviated from the calculated reference direction B by a preset value.

(13) Although not shown in the start determination routine shown in FIG. 25, even if the determination as to whether or not a predetermined condition for automatic steering control is satisfied includes, for example, an artificial operation of a push button switch. good.

Further, before shifting to the automatic steering mode in step # 118 of FIG. 16, the determination process of whether or not the push button switch is manually operated is performed, and when the push button switch is manually operated, the push button switch is manually operated. It may be configured to shift to the automatic steering mode in step # 118.

(14) In step # 112 of FIG. 16, it is determined whether or not a predetermined condition for automatic steering control is satisfied based on the start determination routine shown in FIG. 25, but the present invention is limited to this embodiment. Not done.

After the position of the machine 1 is stored as the position Pa in step # 111 of FIG. 16, the traveling direction of the machine 1 may be acquired in step # 113 without the processing of step # 112.

(15) The above-mentioned control unit 230 may be a hardware circuit configured by, for example, an ASIC or FPGA, or may be a software program executed by a computer. Further, the control unit 230 may be configured by a combination of such hardware and software.

[Fourth Embodiment]
Another embodiment of the present invention will be described with reference to FIGS. 30-35. The same reference numerals may be given to the same configurations as those of the above-described embodiments, and detailed description thereof may be omitted.

In FIG. 30, two combine harvesters H as agricultural work vehicles, that is, a first combine H1 as a preceding combine (master combine) and a second combine H2 as a succeeding combine (slave combine) are introduced into one field and cooperate with each other. Then the harvesting work is done. Of course, a plurality of subsequent combines may be introduced.

Although schematically shown in FIG. 30, these combine Hs have the same configuration as the conventional combine of the first embodiment shown in FIG.

These combine Hs are equipped with a general-purpose terminal VT, which is a tablet computer capable of data communication. The first combine H1 and the second combine H2 can exchange information on running and harvesting work through the general-purpose terminal VT.

In the cooperative work by the first combine H1 and the second combine H2 shown in FIG. 30, the first combine H1 starts the harvesting work from the vicinity of the upper left apex of the deformed quadrangle showing the field, and swirls to the left. Perform a run (orbital run). The swirl running of the combine H consists of a straight running along each side (shore) of the field and a turning run performed at each corner of the field.

In straight-ahead driving, automatic driving using standard information is possible. Specifically, as will be described later, the combine H is automatically driven by using the reference direction obtained from the reference information or the automatic steering based on the travel path calculated based on the reference direction.

The reference direction is acquired by setting a part of the straight running by manual steering in the first lap running of the first combine H1 as teaching running. A reference orientation may be acquired for each side of the field, or an orientation obtained by rotating the reference orientation acquired on one side may be used as the reference orientation for the other three sides.

The first combine H1 that has acquired the reference direction can run automatically. The second combine H2 receives the reference direction acquired by the first combine H1 through data communication, so that automatic steering without teaching running becomes possible.

FIG. 31 shows how the first combine H1 and the second combine H2 perform harvesting work on each region formed by dividing a quadrangular field into two.

The first combine H1 acquires a reference direction extending along the vertical side and a reference direction extending along the horizontal side when traveling around the outermost circumference. The direction obtained by rotating the reference direction acquired on the vertical side may be used as the reference direction in the running on the horizontal side.

The first combine H1 that has acquired the reference direction can perform straight running in two laps by automatic steering based on the reference direction or the running path calculated based on the reference direction. After that, the first combine H1 performs harvesting work by repeated running (straight reciprocating running) of straight running by automatic steering and direction change running (180 ° turning) by manual steering.

The second combine H2 receives the reference direction acquired by the first combine H1 through data communication, and by repeatedly traveling straight ahead with automatic steering and turning direction (180 ° turning) with manual steering. Perform harvesting work.

As data exchanged by data communication between the first combine H1 and the second combine H2, in addition to the reference direction, running data such as vehicle speed, work data such as harvest speed, and harvest such as yield per unit section running Data, etc. may be handled.

FIG. 31 is a functional block diagram of the travel control system showing the functions related to the automatic travel control of the combine H. The combine H includes a control system similar to that of the conventional combine of the first embodiment shown in FIG. Hereinafter, a configuration different from the control system of the ordinary combine of the first embodiment will be described.

In this embodiment, the first button 31 and the second button 32, which will be described in detail later, are arranged as software buttons in the operation image display area 3b of the touch panel 3 of the general-purpose terminal VT. Further, various applications for processing information regarding the harvesting work by the combine H are installed in the general-purpose terminal VT. One of the applications is a display information generation unit 30 that generates information to be displayed in the support image display area 3a.

In the present embodiment, the control unit 4 includes the above-mentioned functional units (airframe position calculation unit 40, first aircraft position acquisition unit 41, second aircraft position acquisition unit 42, reference direction calculation unit 43, and travel route. In addition to the creation unit 44, the travel locus creation unit 45, the aircraft direction calculation unit 46, and the travel control unit 50), the reference information management unit 47 is provided.

When this combine H is put into the field as the first combine H1 (master combine), the first combine H1 performs teaching running to acquire the reference direction used for automatic running. For example, when the first combine H1 enters the field, the teaching run is performed immediately or after the necessary posture change.

The second machine position acquisition unit 42 acquires the machine position at the timing when the second signal is received from the general-purpose terminal VT from the machine position calculation unit 40, and stores the machine position as the second machine position. The click operation of the second button 32 means the end of the teaching run. The combine H can also perform teaching running in an already-worked area where the harvesting work has already been completed or in a mixed area including the already-worked area and the unworked area.

The reference direction calculation unit 43 uses the direction of a straight line connecting the first machine position read from the first machine position acquisition unit 41 and the second machine position read from the second machine position acquisition unit 42 as the reference direction. Calculated as. The calculated reference direction is sent to the travel route creation unit 44 and, if necessary, to the travel control unit 50. Further, the reference orientation is sent to the reference information management unit 47 using the combination of the first aircraft position and the second aircraft position as reference information.

The reference information management unit 47 manages at least one of the combination of the first machine position and the second machine position and the reference direction which is the direction of the straight line connecting the first machine position and the second machine position as the reference information. ..

When this combine H is used as the first combine H1, the reference information management unit 47 transfers the reference information to the combine H used as the second combine H2 via the reference information transmission unit 83a of the communication unit 83. And send.

The reference information management unit 47 of the second combine H2, which has received the reference information via the reference information receiving unit 83b of the communication unit 83, transfers the reference direction obtained from the reference information to the travel route creation unit 44 or the travel control unit 50. give.

That is, this combine H is used both as the first combine H1 and as the second combine H2.

Combine H is put into many fields, and reference information including different reference directions is created for each of those fields. The reference information management unit 47 has a function of managing the reference information for each input field.

The travel control unit 50 controls the automatic travel of the combine H based on the reference direction obtained from the reference information or the travel route calculated based on the reference direction.

Next, an example of the harvesting work run will be described using the flowchart of FIG. 33. This harvesting work run is performed in the run pattern shown in FIG.

At that time, the first combine H1 is set to the first aircraft position (point A) with a part of the running along the vertical side (vertical side, short side of the field shown in FIG. 31) as a teaching run in the first lap work run. ) And the position of the second aircraft (point B), and the reference direction is calculated.

When running along the horizontal side (horizontal side, long side of the field shown in FIG. 31), the reference direction is not calculated, and the direction obtained by rotating the reference direction obtained by the teaching run along the vertical side is horizontal. It is used as a reference direction for automatic driving along the sides.

When the reference direction is acquired, the straight path that is traveling straight is automatically driven by the automatic steering according to the first steering mode described above. The second combine H2 following the preceding first combine H1 performs automatic traveling by automatic steering by using the reference direction sent from the first combine H1.

First, the first combine H1 enters the field through the doorway (# 201) and starts the harvesting run by manual steering (# 202).

Next, a teaching run is performed to obtain the reference direction required for automatic steering. In order to start the teaching run, the driver clicks the first button 31 (see FIG. 31) displayed in the operation image display area 3b of the touch panel 3 (# 211).

In response to this click operation, the first aircraft position, which is the aircraft position at that time, is acquired (# 212). At the same time, the point A indicating the position of the first machine is displayed in the support image display area 3a of the touch panel 3 (# 213).

As the harvesting work runs, as shown in FIG. 31, in the support image display area 3a, a band-shaped line BL showing the running locus from the point A is displayed with the combine H icon in the harvest width (#). 214).

The end condition of the teaching run is whether the combine H has traveled a predetermined distance (for example, 5 m) or more from the position of the first aircraft, or whether the predetermined time required for traveling the predetermined distance has elapsed. Here, it is determined whether or not sufficient teaching running has been performed on condition that the running distance is equal to or longer than a predetermined distance (# 215).

When the condition indicating sufficient teaching running is satisfied (# 215Yes branch), the second button 32 is displayed in the operation image display area 3b of the touch panel 3 (# 216).

When the driver clicks the second button 32 (# 217Yes branch), in response to this click operation, the second aircraft position, which is the aircraft position at that time, is acquired (# 218), and the support image display area 3a Point B indicating the position of the second aircraft is displayed on the traveling locus displayed in (# 219).

Furthermore, the direction of the straight line connecting the position of the first machine and the position of the second machine is calculated and stored as the reference direction (# 220).

Further, the calculated reference direction is transmitted to the second combine H2 (# 221).

When the teaching run, which is the harvesting work run by manual steering, is completed, the first combine H1 can shift from manual steering to automatic steering. The automatic steering starter 71 is used for the operation for starting the automatic running in the automatic steering. It is checked whether or not the automatic steering starter 71 has been operated (# 230).

When the driver determines that the aircraft 1 is in a position where automatic steering should be started and the automatic steering starter 71 is operated (# 230Yes branch), as described with reference to FIG. 6 of the first embodiment. , The travel route is determined and fixed based on the aircraft position and the reference direction at that time (# 231). Then, in this example, automatic steering in the first steering mode is started (# 232).

When the automatic steering is started, it is checked whether the automatic steering is stopped due to a change of direction or the like (# 233).

There are various conditions for shifting from automatic steering to manual steering, and one of them is the operation of the steering lever (not shown) for changing direction. When the automatic steering is stopped (# 233Yes branch), the first combine H1 is in the manual steering state (# 234). By manual steering, the driver changes the direction of the aircraft 1 and aligns it for the harvesting work in the next section.

Next, in order to shift from manual steering to automatic steering again, it is checked whether or not the start of automatic steering by the operation of the automatic steering starter 71 is required (# 235).

When the start of automatic steering is requested by the operation of the automatic steering starter 71 (# 235Yes branch), the vehicle jumps to step # 231 and a traveling route is formed based on the aircraft position and the reference direction at that time. Automatic steering is started.

If a reference direction of a different direction is stored as the reference direction, the reference direction having a direction close to the direction of the aircraft 1 at the time when the start of automatic steering is requested is for forming the traveling path. Used. Of course, a configuration may be adopted in which the driver selects the reference direction used for forming the travel path.

For this reason, a harvesting start operating tool for starting the harvesting operation by the harvesting device may be used in combination with the automatic steering starter 71 or instead of the automatic steering starter 71.

The second combine H2 stands by at a position that does not interfere with the lap running by the first combine H1, for example, outside the catching area (# 250). The second combine H2 checks whether or not the reference direction sent from the first combine H1 has been received while waiting (# 251).

When the reference orientation is received (# 251Yes branch), the second combine H2 moves from the standby position to a position suitable for manually starting the harvesting work (# 252).

When the harvesting work start position is reached, the harvesting run by manual steering is started (# 253).

In the second combine H2, when the harvesting run by manual steering is started, the shift timing from manual steering to automatic steering is determined by the driver. Therefore, it is checked whether or not the automatic steering starter 71 has been operated (# 260).

When the driver determines that the aircraft 1 is in a position where automatic steering should be started and the automatic steering starter 71 is operated (# 260Yes branch), as described with reference to FIG. 6 of the first embodiment. , The travel route is determined and fixed based on the aircraft position and the reference direction at that time (# 261). Then, in this example, as in the first combine H1, the second combine H2 also starts automatic steering in the first steering mode (# 262).

When the automatic steering is started, it is checked whether the automatic steering is stopped due to a change of direction or the like (# 263).

There are various conditions for the transition from automatic steering to manual steering, and one of them is the operation of the steering lever (not shown) for changing direction. When the automatic steering is stopped (# 233Yes branch), the second combine H2 is in the manual steering state (# 264). By manual steering, the driver changes the direction of the aircraft 1 and aligns it for the harvesting work in the next section.

Next, in order to shift from manual steering to automatic steering again, it is checked whether or not the start of automatic steering by the operation of the automatic steering starter 71 is required (# 265).

FIG. 34 shows the harvesting work by the combine H and the seedling planting work by the rice transplanter PM in the same field beyond the seasons. In the illustrated example, the seedling planting work by the rice transplanter PM is performed by a lap running consisting of a straight running and a 90 ° turning running, and a straight reciprocating running consisting of a straight running running and a 180 ° turning running.

The rice transplanter PM acquires the reference direction during the first non-working run of about half a lap. After acquiring the reference direction, the straight running can be performed by automatic steering based on the reference direction or the running path calculated based on the reference direction.

The reference direction acquired by the rice transplanter PM is temporarily recorded in the memory medium. Seedlings planted in a certain row by the rice transplanter PM are harvested by combine H when they grow as planting grain rods in different seasons.

Combine H harvests the planted grain rod while running along the seedling planting row, that is, the planted grain rod row. In the straight running at that time, automatic steering based on the reference direction read from the memory medium or the running path calculated based on the reference direction becomes possible.

In FIG. 35, the reference information receiving unit 83b for receiving the reference information including the reference orientation, the reference information management unit 47 for managing the received reference information, and the reference information read from the reference information management unit 47 are transmitted. An example of an automatic steering management system provided in a management computer 100 having a reference information transmission unit 83a and a server function is shown.

The management computer 100 can be connected to the agricultural work vehicle via a data communication line such as the Internet. Agricultural work vehicles include all agricultural work vehicles that perform field work, such as combine H, rice transplanter PM, and tractor TR.

The management computer 100 includes an input / output data processing unit 101, an agricultural work management unit 102, and a database 103.

The input / output data processing unit 101 has a function of processing the data received from the agricultural work vehicle, transferring it to the agricultural work management unit 102, processing the data from the agricultural work management unit 102, and distributing it to the agricultural work vehicle.

The reference information transmission unit 83a and the reference information reception unit 83b are included in the input / output data processing unit 101.

The farm work management unit 102 has a function of processing the work run result information for each field sent from each farm work vehicle and evaluating the work run result, and the field work schedule plan information for each field to be sent to each farm work vehicle. Has the ability to create.

The standard information management unit 47 is included in the agricultural work management unit 102.

The database 103 stores data for which data is recorded and extracted by the agricultural work management unit 102.

The data stored in the database 103 includes field information, field work information, field evaluation information, etc. for each field and for each type of farm work vehicle.

Such data is stored in a layered structure, and the layered structure includes a field map A layer, a ridge formation map layer, a reference direction layer, a row formation map layer, a traveling locus map layer, a yield map layer, and the like. It has been.

In the reference direction layer, the reference direction acquired by the agricultural work vehicle, for example, the first reference direction, the second reference direction, and so on are recorded. Specifically, the reference orientation acquired by the rice transplanter PM is given to the combine H, which performs harvesting work in the same field in the same farming cycle, inside and outside the field. Alternatively, the reference orientation acquired by the first combine H1 is given to the second combine H2, which performs the same cooperative harvesting work in the same field, inside and outside the field.

[Modified example of the fourth embodiment]
The present invention is not limited to the configuration exemplified in the above-described embodiment, and the following will illustrate typical modifications of the present invention.

(1) The phrase "straight or straight path" used in the above-described embodiment does not mean a strict straight path, but the phrase includes a straight path consisting of a polygonal line and a run that draws a large curve. Is also included.

(2) Each functional unit shown in the functional block diagram of FIG. 32 may be combined with another functional unit, or one functional unit may be separated into a plurality of functional units. For example, the reference direction calculation unit 43 and the reference information management unit 47 may be integrated, the reference direction calculation unit 43 may create and manage the reference information, or the reference information management unit 47 may calculate the reference direction. It may be managed as reference information.

(3) In the above-described embodiment, the second combine H2 receives the reference direction obtained by the first combine H1 via communication, transfers it to the traveling route creating unit 44 or the automatic steering module 51, and automatically steers it. Was used for. Alternatively, the driver may manually enter the machine gun siege into the control unit 4.

(5) In the above-described embodiment, the combine H and the rice transplanter PM perform teaching running to obtain a reference direction. Instead of this, a drone that has been supporting various agricultural works in recent years may be used to acquire an image taken from the sky of the field, and a reference direction may be obtained from the acquired image. For example, by fixing the shooting camera to the drone so that the shooting axis of the shooting camera is in a predetermined direction and flying the drone in a predetermined direction, an accurate reference direction in a map coordinate system or a field coordinate system can be obtained.

The first embodiment can be applied not only to a normal combine harvester but also to other harvesters such as a self-removing combine harvester and a corn harvester.

The second embodiment can be applied to agricultural work machines such as self-removing combine harvesters, rice transplanters, direct seeding machines, tractors, and management machines, in addition to ordinary combine harvesters.

The third embodiment can be applied to agricultural work machines such as self-removing combine harvesters, rice transplanters, direct seeding machines, tractors, and management machines, in addition to ordinary combine harvesters.

The fourth embodiment can be applied to an automatic steering management system that manages information necessary for automatic steering of agricultural work vehicles.

[First Embodiment]
1: Aircraft 3: Touch panel 3a: Support image display area 3b: Operation image display area 4: Control unit 13: Threshing device (working device)
15: Harvesting equipment (working equipment)
30: Display information generation unit 31: 1st button 32: 2nd button 40: Aircraft position calculation unit 41: 1st aircraft position acquisition unit 42: 2nd aircraft position acquisition unit 43: Reference orientation calculation unit 44: Travel route creation unit 45: Travel locus creation unit 46: Aircraft orientation calculation unit 50: Travel control unit 51: Automatic steering module 52: Manual steering module 53: Vehicle speed control module 71: Automatic steering starter 80: Satellite positioning module 81: Inertial measurement module BL: Belt-shaped line (running locus)
GL: Marked line GS: Artificial satellite VT: General-purpose terminal [second embodiment]
42a: Teaching driving management unit [third embodiment]
226: Threshing clutch (clutch)
227: Mowing clutch (clutch)
231: Aircraft position calculation unit 232: Aircraft direction calculation unit 233: Reference direction calculation unit 234: Storage unit 235: Selection unit 237: Steering control unit Aa: Position (first point, third point)
Ab: Position (second and fourth points)
A1: Position (first point)
A2: Position (second point)
A3: Position (third point)
A4: Position (4th point)
A5: Position A6: Position A7: Position A8: Position B: Reference direction B1: Reference direction (first reference direction)
B2: Reference direction (second reference direction)
B3: Reference direction B4: Reference direction ΔB: Direction deviation amount (predetermined direction)
C: Driving target line C1: Driving target line C2: Driving target line C3: Driving target line C4: Driving target line C5: Driving target line C6: Driving target line C7: Driving target line C8: Driving target line GL1: Direction index GL2 : Direction index RL1: Direction index RL2: Direction index VT: Touch panel screen (direction display unit)
[Fourth Embodiment]
47: Reference information management unit 83: Communication unit 83a: Reference information transmission unit 83b: Reference information reception unit 100: Management computer 101: Input / output data processing unit 102: Agricultural work management unit 103: Database

Claims

An aircraft with a traveling device and
The aircraft position calculation unit that calculates the aircraft position using satellite positioning, and
A first aircraft position acquisition unit whose first aircraft position is the aircraft position acquired in response to the first signal generated by manual operation during the harvesting operation.
A second machine position acquisition unit whose second machine position is the machine position acquired in response to a second signal generated by a manual operation at a place away from the first machine position during the harvesting operation.
A reference azimuth calculation unit that calculates the directional direction of a straight line connecting the first aircraft position and the second aircraft position as a reference azimuth.
A harvester including the reference direction or a travel control unit that controls automatic travel of the aircraft based on a travel route calculated based on the reference orientation.
The harvester according to claim 1, wherein the traveling route is set based on the reference direction at the start of automatic traveling, and the traveling control unit controls the automatic traveling of the aircraft so as to follow the traveling route.
The harvester according to claim 1 or 2, further comprising a display information generation unit that generates a traveling locus of the aircraft from the first aircraft position to the second aircraft position, and a display device that displays the traveling locus. ..
The display device is a touch panel, the manual operation for generating the first signal is a touch operation for the first button displayed on the touch panel, and the manual operation for generating the second signal is on the touch panel. The harvester according to claim 3, which is a touch operation for the displayed second button.
The harvester according to claim 4, wherein traveling for a predetermined distance or longer or traveling for a predetermined time or longer is set as a condition for generating the second signal.
The harvester according to claim 5, wherein the second button is displayed on the touch panel when the conditions are satisfied.
The display information generation unit generates a marker line parallel to the boundary line of the harvesting work area or the planting line of the harvested crop, and the boundary line or the marker line is displayed on the display device together with the traveling locus. The harvester according to any one of 6 to 6.
The harvester according to any one of claims 1 to 7, wherein the manual operation for generating the first signal is an operation for a harvest start operation tool for starting a harvest operation by a harvest device.
It is an automatic running method of a harvester equipped with a running device.
The aircraft position calculation step to calculate the aircraft position using satellite positioning, and
The first aircraft position acquisition step with the aircraft position acquired in response to the first signal generated by the manual operation during the harvesting operation by manual steering as the first aircraft position, and
A second machine position acquisition step in which the machine position acquired in response to a second signal generated by a manual operation at a place away from the first machine position during the harvesting operation is set as the second machine position.
A reference direction calculation step for calculating the direction of a straight line connecting the first machine position and the second machine position as a reference direction, and
A method for automatically traveling a harvester, comprising: a travel control step for controlling automatic travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation.
A program for controlling a harvester equipped with an airframe having a traveling device.
The aircraft position calculation function that calculates the aircraft position using satellite positioning, and
The first aircraft position acquisition function that sets the aircraft position acquired in response to the first signal generated by the manual operation during harvesting work by manual steering as the first aircraft position, and
A second machine position acquisition function that sets the machine position as the second machine position acquired in response to a second signal generated by a manual operation at a place away from the first machine position during the harvesting operation.
A reference direction calculation function that calculates the direction of the straight line connecting the first aircraft position and the second aircraft position as the reference direction, and
A program that enables a computer to realize a travel control function that controls automatic travel of the aircraft based on the reference direction or a travel route calculated based on the reference orientation.
A recording medium on which a program for controlling a harvester equipped with an airframe having a traveling device is recorded.
The aircraft position calculation function that calculates the aircraft position using satellite positioning, and
The first aircraft position acquisition function that sets the aircraft position acquired in response to the first signal generated by the manual operation during harvesting work by manual steering as the first aircraft position, and
A second machine position acquisition function that sets the machine position as the second machine position acquired in response to a second signal generated by a manual operation at a place away from the first machine position during the harvesting operation.
A reference direction calculation function that calculates the direction of the straight line connecting the first aircraft position and the second aircraft position as the reference direction, and
A recording medium recording a program that realizes a running control function for controlling automatic running of the aircraft based on the reference direction or a running path calculated based on the reference direction, and a computer.
A system for controlling a harvester equipped with an airframe having a traveling device.
The aircraft position calculation unit that calculates the aircraft position using satellite positioning, and
A first aircraft position acquisition unit whose first aircraft position is the aircraft position acquired in response to the first signal generated by manual operation during the harvesting operation.
A second machine position acquisition unit whose second machine position is the machine position acquired in response to a second signal generated by a manual operation at a place away from the first machine position during the harvesting operation.
A reference azimuth calculation unit that calculates the directional direction of a straight line connecting the first aircraft position and the second aircraft position as a reference azimuth.
A system including a travel control unit that controls automatic travel of the aircraft based on the reference direction or a travel route calculated based on the reference orientation.
An aircraft that has a traveling device and performs forward traveling and non-forward traveling,
The aircraft position calculation unit that calculates the aircraft position using satellite positioning, and
A first aircraft position acquisition unit whose first aircraft position is the aircraft position acquired in response to the first signal generated by manual operation.
The second aircraft is the aircraft position acquired in response to a second signal generated by manual operation at a location moved from the first aircraft position through the forward travel or both forward and non-forward travel. The second aircraft position acquisition unit to be the position and
A reference azimuth calculation unit that calculates the directional direction of a straight line connecting the first aircraft position and the second aircraft position as a reference azimuth.
A farm work machine provided with a travel control unit that controls automatic travel of the machine based on the reference direction or a travel path calculated based on the reference direction.
The agricultural work machine according to claim 13, wherein the travel route is set based on the reference direction at the start of automatic travel, and the travel control unit controls the automatic travel of the aircraft so as to follow the travel route.
The agricultural work machine according to claim 13 or 14, wherein the non-forward traveling includes a reverse traveling state and / or a traveling stopped state, and the traveling stopped state includes an engine stopped state or an engine driven state. ..
Even if the forward running is a working run or the forward running is a non-working run, the first machine position acquisition unit can acquire the first machine position and the second machine position acquisition unit. Is the agricultural work machine according to any one of claims 13 to 15, wherein the position of the second machine can be acquired.
The agricultural work machine according to any one of claims 13 to 16, wherein a running of a predetermined distance or more or a running of a predetermined time or more is set as a condition for generating the second signal.
The agricultural work machine according to claim 17, wherein the reverse distance is ignored as the predetermined distance, and the stop time is ignored as the predetermined time.
The agricultural work machine according to any one of claims 13 to 18, wherein the manual operation for generating the first signal is an operation for a work start operation tool for starting a work operation by the work device.
It is an automatic running method of an agricultural work machine equipped with a traveling device and an aircraft that performs forward traveling and non-forward traveling.
The aircraft position calculation step to calculate the aircraft position using satellite positioning, and
The first aircraft position acquisition step in which the aircraft position acquired in response to the first signal generated by manual operation is set as the first aircraft position, and
The second aircraft is the aircraft position acquired in response to a second signal generated by manual operation at a location moved from the first aircraft position through the forward travel or both forward and non-forward travel. The second aircraft position acquisition step to be the position and
A reference direction calculation step for calculating the direction of a straight line connecting the first machine position and the second machine position as a reference direction, and
A method for automatically traveling an agricultural work machine, comprising: a travel control step for controlling automatic travel of the aircraft based on the reference orientation or a travel route calculated based on the reference orientation.
It is a program for controlling an agricultural work machine equipped with a traveling device and an aircraft that performs forward traveling and non-forward traveling.
The aircraft position calculation function that calculates the aircraft position using satellite positioning, and
The first aircraft position acquisition function that sets the aircraft position acquired in response to the first signal generated by manual operation as the first aircraft position, and
The second aircraft is the aircraft position acquired in response to a second signal generated by manual operation at a location moved from the first aircraft position through the forward travel or both forward and non-forward travel. The second aircraft position acquisition function, which is the position, and
A reference direction calculation function that calculates the direction of the straight line connecting the first aircraft position and the second aircraft position as the reference direction, and
A program that enables a computer to realize a travel control function that controls automatic travel of the aircraft based on the reference direction or a travel route calculated based on the reference orientation.
It is a recording medium on which a program for controlling an agricultural work machine having a traveling device and having an aircraft that performs forward traveling and non-forward traveling is recorded.
The aircraft position calculation function that calculates the aircraft position using satellite positioning, and
The first aircraft position acquisition function that sets the aircraft position acquired in response to the first signal generated by manual operation as the first aircraft position, and
The second aircraft is the aircraft position acquired in response to a second signal generated by manual operation at a location moved from the first aircraft position through the forward travel or both forward and non-forward travel. The second aircraft position acquisition function, which is the position, and
A reference direction calculation function that calculates the direction of the straight line connecting the first aircraft position and the second aircraft position as the reference direction, and
A recording medium recording a program that realizes a running control function for controlling automatic running of the aircraft based on the reference direction or a running path calculated based on the reference direction, and a computer.
It is a system for controlling an agricultural work machine equipped with a traveling device and an aircraft that performs forward traveling and non-forward traveling.
The aircraft position calculation unit that calculates the aircraft position using satellite positioning, and
A first aircraft position acquisition unit whose first aircraft position is the aircraft position acquired in response to the first signal generated by manual operation.
The second aircraft is the aircraft position acquired in response to a second signal generated by manual operation at a location moved from the first aircraft position through the forward travel or both forward and non-forward travel. The second aircraft position acquisition unit to be the position and
A reference azimuth calculation unit that calculates the directional direction of a straight line connecting the first aircraft position and the second aircraft position as a reference azimuth.
A system including a travel control unit that controls automatic travel of the aircraft based on the reference direction or a travel route calculated based on the reference orientation.
An aircraft with a maneuverable traveling device and
The aircraft position calculation unit that calculates the aircraft position using satellite positioning, and
A storage unit that can store multiple reference directions for work driving,
A selection unit that selects one of the plurality of reference directions, and
A steering control unit that automatically steers and controls the traveling device based on the position of the aircraft so as to follow the selected reference orientation or the traveling target line set based on the selected reference orientation. And, the agricultural work machine equipped with.
A reference direction calculation unit for calculating the reference direction based on a plurality of the aircraft positions calculated while traveling in the field is provided.
The reference azimuth calculation unit is based on the aircraft position calculated at each of the first point and the second point in the two-point traveling between the first point and the second point in the outer peripheral region of the field. The first reference direction is calculated as one of the plurality of reference directions, and after traveling over the first point and the second point, the first point and the second point are different from each other in the outer peripheral region. The second reference direction is set as one of the plurality of reference directions based on the aircraft position calculated at each of the third point and the fourth point in the two-point running over the three points and the fourth point. The agricultural work machine according to claim 24 for calculation.
A reference direction calculation unit for calculating the reference direction based on a plurality of the aircraft positions calculated while traveling in the field is provided.
The agricultural work machine according to claim 24 or 25, wherein the reference direction calculation unit is configured to be able to calculate the reference direction deviated by a predetermined direction from the calculated reference direction.
The agricultural work machine according to claim 26, wherein the predetermined orientation is 90 degrees.
A directional deviation setting unit that can set the directional deviation amount based on artificial operation is provided.
The agricultural work machine according to claim 26, wherein the predetermined orientation is the amount of orientation deviation set by the artificial operation.
A reference direction calculation unit for calculating the reference direction based on a plurality of the aircraft positions calculated while traveling in the field is provided.
The reference direction calculation unit calculates the plurality of reference directions along the extending direction of at least one side of the outer periphery of the field based on the aircraft position calculated during the orbital running by human operation in the outer peripheral region of the field. The farm work machine according to any one of claims 24 to 28.
An aircraft orientation calculation unit for calculating the orientation of the aircraft is provided.
The plurality of reference orientations having different orientations are stored in the storage unit.
The agricultural work machine according to any one of claims 24 to 29, wherein the selection unit selects one of the plurality of reference directions based on the calculated orientation of the machine.
When the steering control unit determines that the predetermined conditions are satisfied and the aircraft has traveled straight for a predetermined distance or a predetermined time along the reference direction selected by the selection unit, the steering control unit may determine that the aircraft has traveled straight for a predetermined distance or a predetermined time. The agricultural work machine according to claim 30, wherein the traveling device can be automatically steered and controlled.
The agricultural work machine according to claim 31, wherein the predetermined condition includes the clutch for power transmission to the work device being engaged.
The agricultural work machine according to claim 31 or 32, wherein the predetermined condition includes that the work device is located at the work position.
The agricultural work machine according to any one of claims 30 to 33, which is provided with a direction display unit capable of displaying a direction index indicating the reference direction selected by the selection unit.
The directional display unit is claimed to change the display mode of the directional index depending on whether the traveling device is artificially steered or controlled or the traveling device is automatically steered. The agricultural work machine according to 34.
It is a system that controls an agricultural work machine equipped with an aircraft having a maneuverable traveling device.
An aircraft position calculation unit that calculates the aircraft position of the agricultural work machine using satellite positioning, and
A storage unit that can store multiple reference directions for work driving,
A selection unit that selects one of the plurality of reference directions, and
A steering control unit that automatically steers and controls the traveling device based on the position of the aircraft so as to follow the selected reference orientation or the traveling target line set based on the selected reference orientation. And the system equipped with.
A program for controlling an agricultural work machine equipped with a maneuverable traveling device.
An aircraft position calculation function that calculates the aircraft position of the agricultural work machine using satellite positioning, and
A memory function that stores multiple reference directions for work driving in memory,
A selection function that selects one of the plurality of reference directions, and
Steering control function that automatically steers and controls the traveling device based on the aircraft position so as to follow the selected reference orientation or the traveling target line set based on the selected reference orientation. And, a program that realizes on a computer.
A recording medium on which a program for controlling an agricultural work machine equipped with an airframe having an steerable traveling device is recorded.
An aircraft position calculation function that calculates the aircraft position of the agricultural work machine using satellite positioning, and
A memory function that stores multiple reference directions for work driving in memory,
A selection function that selects one of the plurality of reference directions, and
Steering control function that automatically steers and controls the traveling device based on the aircraft position so as to follow the selected reference orientation or the traveling target line set based on the selected reference orientation. A recording medium that records a program that realizes a computer.
A method for controlling an agricultural work machine equipped with an airframe having a maneuverable traveling device.
The machine position calculation step for calculating the machine position of the agricultural work machine using satellite positioning, and
A storage step that stores multiple reference directions for work driving in memory,
A selection step for selecting one of the plurality of reference orientations,
A steering control step that automatically steers and controls the traveling device based on the aircraft position so as to follow the selected reference orientation or the traveling target line set based on the selected reference orientation. And how to include.
An automatic steering management system for agricultural work vehicles,
The combination of the first aircraft position, which is the aircraft position of the agricultural work vehicle acquired by using satellite positioning, and the second aircraft position acquired by using the satellite positioning at a place away from the first aircraft position, and the above. A reference information management unit that manages at least one of the reference orientations, which is the orientation of a straight line connecting the first aircraft position and the second aircraft position, as reference information.
It was read from the reference information management unit by the travel control unit that controls the automatic travel of the agricultural work vehicle based on the reference direction obtained from the reference information or the travel route calculated based on the reference orientation. An automatic steering management system including a reference information transmission unit for transmitting the reference information.
The automatic steering management system according to claim 40, wherein the traveling route is set based on the reference direction at the start of automatic steering, and the traveling control unit controls the automatic traveling of the agricultural work vehicle so as to follow the traveling route.
The automatic steering management system according to claim 40 or 41, wherein the reference information management unit receives and manages the first aircraft position and the second aircraft position as the reference information.
The automatic steering management system according to claim 42, wherein the reference information management unit calculates and manages the reference direction from the first aircraft position and the second aircraft position.
The automatic steering management system according to claim 40 or 41, wherein the reference information management unit receives and manages the reference direction calculated from the first aircraft position and the second aircraft position as the reference information.
The automatic steering management system according to any one of claims 40 to 44, wherein the standard information management unit manages the standard information for each field in which the farm work vehicle works.
The automatic steering management system according to any one of claims 40 to 45, wherein the reference information management unit and the reference information transmission unit are provided in a management computer that can be connected to the farm work vehicle via a data communication line. ..
The agricultural work vehicle includes at least a first agricultural work vehicle and a second agricultural work vehicle, and the standard information management unit and the standard information transmission unit are included in at least one of the first agricultural work vehicle and the second agricultural work vehicle. The automatic steering management system according to any one of claims 40 to 45 provided.
The agricultural work vehicle includes a preceding agricultural work vehicle that performs work first in the same field and a succeeding agricultural work vehicle that performs work behind the preceding agricultural work vehicle, and the reference information by the preceding agricultural work vehicle is the reference information. The automatic steering management system according to any one of claims 40 to 47, wherein the following agricultural work vehicle is notified that the control is managed by the management unit.
The first aircraft position is acquired in response to a first signal generated by a manual operation by the driver of the farm work vehicle, and the second aircraft position is a location away from the first aircraft position. The automatic steering management system according to any one of claims 40 to 48, which is acquired in response to a second signal generated by a manual operation by the driver of the farm work vehicle.
A program for controlling an automatic steering management system for agricultural work vehicles.
The combination of the first aircraft position, which is the aircraft position of the agricultural work vehicle acquired by using satellite positioning, and the second aircraft position acquired by using the satellite positioning at a place away from the first aircraft position, and the above. A reference information management function that manages at least one of the reference orientations, which is the orientation of a straight line connecting the first aircraft position and the second aircraft position, as reference information, and
The reference information management function manages the control unit that controls the automatic running of the agricultural work vehicle based on the reference direction obtained from the reference information or the travel path calculated based on the reference direction. A program that enables a computer to have a standard information transmission function that transmits standard information.
A recording medium that records a program for controlling an automatic steering management system for agricultural work vehicles.
The combination of the first aircraft position, which is the aircraft position of the agricultural work vehicle acquired by using satellite positioning, and the second aircraft position acquired by using the satellite positioning at a place away from the first aircraft position, and the above. A reference information management function that manages at least one of the reference orientations, which is the orientation of a straight line connecting the first aircraft position and the second aircraft position, as reference information, and
The reference information management function manages the control unit that controls the automatic running of the agricultural work vehicle based on the reference direction obtained from the reference information or the travel path calculated based on the reference direction. A recording medium that records a program that realizes a reference information transmission function for transmitting reference information and a computer.
A method for controlling an automatic steering management system for farm vehicles,
The combination of the first aircraft position, which is the aircraft position of the agricultural work vehicle acquired by using satellite positioning, and the second aircraft position acquired by using the satellite positioning at a place away from the first aircraft position, and the above. A reference information management step that manages at least one of the reference orientations, which is the orientation of a straight line connecting the first aircraft position and the second aircraft position, as reference information.
The control unit that controls the automatic running of the agricultural work vehicle based on the reference direction obtained from the reference information or the travel path calculated based on the reference direction is managed by the reference information management step. A method comprising a reference information transmission step of transmitting the reference information.