WO2022071375A1

WO2022071375A1 - Agricultural work machine, agricultural work machine control program, and recording medium in which agricultural work machine control program is recorded

Info

Publication number: WO2022071375A1
Application number: PCT/JP2021/035805
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; 松永俊; 藤本淳
Original assignee: 株式会社クボタ
Priority date: 2020-10-02
Filing date: 2021-09-29
Publication date: 2022-04-07
Also published as: CN116437796A; KR20230079061A

Abstract

This agricultural work machine comprises: a steering operation tool 41 for steering; a traveling control unit that controls traveling of an airframe having a traveling device; a mode switching unit that switches a control mode of the traveling control unit between a first mode and a second mode; and an orientation determination unit that determines a reference orientation for automatic steering. When the control mode of the traveling control unit is the first mode, the traveling control unit controls the traveling of the airframe on the basis of the reference orientation or a traveling path GL calculated on the basis of the reference orientation. When the control mode of the traveling control unit is the second mode, the airframe travels according to an operation of the steering operation tool 41. When the control mode of the traveling control unit is the first mode, the orientation determination unit executes an orientation change process that is a process of changing the reference orientation or a direction of the traveling path GL according to an operation of an artificial operation tool 45.

Description

A recording medium that records agricultural work machines, agricultural work machine control programs, and agricultural work machine control programs.

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

As the above-mentioned agricultural work machine, for example, the one described in Patent Document 1 is already known. This agricultural work machine (“rice transplanter” in Patent Document 1) runs in the first mode (“automatic straight-ahead mode” in Patent Document 1) and in the second mode (“manual mode” in Patent Document 1). It is configured to be able to run.

Then, in the running in the first mode, this agricultural work machine performs automatic steering running. Further, in the traveling in the second mode, the agricultural work machine travels by manual steering.

Japanese Unexamined Patent Publication No. 2017-136015

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

Here, prior to the automatic steering running, the operator needs to register two points by operating the first registration button and the second registration button in order to determine the reference direction. The reference direction is determined based on the positions of these two points. Then, the traveling route is calculated based on this reference direction.

After the travel route is calculated, in order to change the direction of travel in automatic steering travel, it is necessary to temporarily switch to manual steering travel, register the two points again, and calculate the travel route again. That is, in the agricultural work machine described in Patent Document 1, the traveling direction in the automatic steering running cannot be changed during the automatic steering running.

An object of the present invention is to provide an agricultural work machine capable of changing the traveling direction in the automatic steering running during the automatic steering running.

The feature of the present invention is that the steering operation tool for steering, the traveling control unit that controls the traveling of the aircraft having the traveling device, and the control mode of the traveling control unit are switched between the first mode and the second mode. A mode switching unit and an orientation determining unit for determining a reference direction for automatic steering are provided, and when the control mode of the traveling control unit is the first mode, the traveling control unit has the reference orientation or the reference direction. When the traveling of the aircraft is controlled based on the traveling route calculated based on the reference direction and the control mode of the traveling control unit is the second mode, the aircraft operates the steering operation tool. When the control mode of the travel control unit is the first mode, the direction determination unit changes the reference direction or the direction of the travel route according to the operation of the artificial operating tool. It is to execute the direction change process which is a process.

According to the present invention, when the control mode of the travel control unit is the first mode, the aircraft will perform automatic steering travel. Then, when the operator operates the artificial operating tool during the automatic steering running, the directional change process is executed. As a result, the reference direction or the direction of the traveling route is changed. As a result, the traveling direction in the automatic steering running changes.

Therefore, according to the present invention, it is possible to realize an agricultural work machine capable of changing the traveling direction in the automatic steering running during the automatic steering running.

Further, in the present invention, it is preferable that the artificial operating tool is the steering operating tool.

According to this configuration, in both the first mode and the second mode, the traveling direction of the aircraft can be changed according to the operation of the steering operation tool. That is, in both the automatic steering running and the manual steering running, the traveling direction of the aircraft can be changed according to the operation of the steering operating tool.

This makes the operation for changing the traveling direction of the aircraft simpler than the configuration in which the artificial operation tool is provided separately from the steering operation tool. As a result, it is possible to reduce the operational burden on the operator.

Further, in the present invention, the movable range of the steering operating tool is set so that the steering operating tool can be operated larger than the second operating amount, which is a larger operating amount than the first operating amount. When the control mode of the traveling control unit is the first mode, the directional determination unit does not execute the directional change process and the directional direction when the operation amount of the steering operating tool is less than the first operation amount. When the control mode of the traveling control unit is the first mode, the determination unit performs the direction change process when the operation amount of the steering operating tool is equal to or more than the first operation amount and equal to or less than the second operation amount. When the control mode of the travel control unit is the first mode and the operation amount of the steering operating tool is larger than the second operation amount, the mode switching unit sets the control mode of the travel control unit. It is preferable to switch to the second mode.

According to this configuration, in the movable range of the steering operating tool, the range in which the operating amount is less than the first operating amount is a dead zone. As a result, even if the operator unintentionally operates the steering operation tool, if the operation amount is relatively small, it is possible to avoid affecting the control of the aircraft and the traveling direction.

Moreover, according to this configuration, it is possible to execute the directional change process by operating the steering operation tool. It is also possible to switch from the first mode to the second mode by operating the steering control tool.

That is, both the execution of the directional change process and the switching from the first mode to the second mode can be performed by operating the steering operation tool. As a result, the operability is improved as compared with the configuration in which different operating tools need to be operated for executing the direction changing process and switching from the first mode to the second mode.

Further, in the present invention, when the control mode of the travel control unit is the first mode, the travel control unit temporarily operates the artificial operation tool in the operation direction in response to the operation of the artificial operation tool. It is preferable to be able to execute response turning control that controls the traveling of the aircraft so that the turning operation is performed.

If the direction of the aircraft is already along the changed reference direction or the direction of the changed travel route when the direction change process is executed, it is not necessary to change the direction of the aircraft, so the aircraft goes straight ahead. Will be done. In this case, since the orientation of the aircraft does not change before and after the operation of the artificial operation tool, the operator cannot determine whether or not the directional change process has been executed.

Here, according to the above configuration, even if the direction of the aircraft is already along the changed reference direction or the direction of the changed travel route at the time when the direction change process is executed, the reference It is possible to realize a configuration in which a temporary turning operation is performed in the direction in which the direction is changed or in the direction in which the direction of the traveling path is changed. As a result, the operator can surely recognize that the directional change process has been executed in response to the operation of the artificial operating tool.

Further, in the present invention, when the control mode of the traveling control unit is the second mode, a straight-ahead determination unit for determining whether or not the aircraft has traveled straight for a predetermined distance or a predetermined time is provided, and the direction determination is determined. When it is determined by the straight-ahead determination unit that the aircraft has traveled straight over the predetermined distance or the predetermined time, the unit is based on the direction of the straight-ahead performed over the predetermined distance or the predetermined time. It is preferable to determine the orientation.

According to this configuration, the operator causes the aircraft to go straight for a predetermined distance or a predetermined time by manual steering, so that the reference direction is automatically set based on the direction of the straight movement for a predetermined distance or a predetermined time. Will be decided.

That is, according to this configuration, the operator does not need to operate a dedicated button or the like in order to determine the reference direction. As a result, it is possible to realize an agricultural work machine that can reduce the labor required for determining the reference direction.

Further, in the present invention, it is preferable to include a setting unit that accepts an artificial operation input and can set the amount of change in the reference direction or the direction of the traveling route in the direction change process by the operation input.

According to this configuration, the operator can set the amount of change in the reference direction or the direction of the traveling route in the direction change process by performing an artificial operation input. This makes it possible to realize an agricultural work machine in which the operator can arbitrarily set the amount of change in the reference direction or the direction of the traveling route in the direction change process.

Further, in the present invention, the control mode of the direction changing unit can be switched between a permission mode in which the execution of the direction change process is permitted and a prohibition mode in which the execution of the direction change process is prohibited. It is preferable that the setting unit is configured so that the control mode of the direction determination unit can be switched by the operation input.

According to this configuration, when the direction change process is unnecessary, the operator can switch the control mode of the direction determination unit to the prohibition mode by performing an artificial operation input. This makes it easy to avoid a situation in which the directional change process is executed in response to the operation of the artificial operating tool when the directional change process is unnecessary.

Further, in the present invention, it is preferable that the setting unit is configured so that the change amount can be changed in predetermined angle increments by the operation input.

According to this configuration, it is easier to simplify the configuration of the part that accepts the operation input in the setting unit, as compared with the configuration in which the change amount can be changed steplessly. This makes it easier for the operator to understand the method of inputting an operation to the setting unit, as compared with the case where the configuration of the portion accepting the operation input in the setting unit is complicated. Therefore, according to this configuration, it is possible to realize a farm work machine in which the operator can easily understand the method of inputting an operation to the setting unit.

Further, in the present invention, it is preferable that the setting unit is configured not to accept the operation input for setting the change amount while the machine is traveling.

According to this configuration, when setting the change amount, the operator inputs the operation to the setting unit with the running of the aircraft stopped. As a result, the operator will input the operation to the setting unit in a state where the vibration of the machine body is reduced as compared with the case where the machine body is running. As a result, it is easier for the operator to perform the operation input with high accuracy as compared with the case where the operation input is performed in a state where the vibration of the machine is large.

Therefore, according to this configuration, it is possible to realize an agricultural work machine that makes it easy for the operator to accurately input operations to the setting unit.

Further, another feature of the present invention is a running control program for controlling a farming machine including a steering operating tool for steering and a machine having a traveling device, which controls traveling of the machine. The computer is realized with a function, a mode switching function for switching the control mode of the traveling control function between the first mode and the second mode, and a direction determining function for determining a reference direction for automatic steering. When the control mode of the travel control function is the first mode, the travel control function controls the travel of the aircraft based on the reference direction or the travel route calculated based on the reference direction, and the operation is described. When the control mode of the travel control function is the second mode, the aircraft travels in response to the operation of the steering operating tool, and in the directional determination function, the control mode of the travel control function is the first mode. At one point, the directional change process, which is a process of changing the reference direction or the direction of the traveling route, is executed according to the operation of the artificial operation tool.

Further, another feature of the present invention is a recording medium recording a farm work machine control program for controlling a farm work machine including a steering operation tool for steering and a machine having a traveling device, and the traveling of the machine. A computer that controls the driving control function, the mode switching function that switches the control mode of the driving control function between the first mode and the second mode, and the directional determination function that determines the reference direction for automatic steering. When the control mode of the travel control function is the first mode, the travel control function performs the travel of the aircraft based on the reference direction or the travel route calculated based on the reference direction. When the control mode of the travel control function is the second mode, the aircraft travels in response to the operation of the steering operating tool, and the directional determination function is performed by the control mode of the travel control function. In the first mode, the agricultural work machine control program that executes the direction change process, which is the process of changing the reference direction or the direction of the travel route, is recorded according to the operation of the artificial operation tool. It is in.

It is a left side view of the combine. It is a block diagram which shows the structure about the control part. It is a figure which shows the structure of the main shift lever. It is a figure which shows the structure of the cutting threshing lever. It is a figure which shows the structure of the steering operation tool. It is a flowchart of the 1st determination routine. It is a flowchart of the 2nd determination routine. It is a figure which shows the example of the case where a reference direction is automatically determined. It is a figure which shows the example of the case where a reference direction is automatically determined. It is a figure which shows the state before the direction change process is executed. It is a figure explaining the direction change process. It is a figure which shows the state after the direction change process is executed. It is a figure which shows the example of the case where the response turning control is executed. It is a figure which shows the example of the case where the response turning control is executed. It is a figure which shows the structure of the artificial operation tool in another embodiment (2). It is a figure which shows the angle shift amount setting screen and the like. It is a figure which shows the angle shift amount setting screen and the like. It is a flowchart of the 3rd determination routine.

The embodiment for carrying out the present invention will be described with reference to the drawings. In the following description, unless otherwise specified, the direction of the arrow F shown in FIGS. 1, 3 and 4 is referred to as “front” and the direction of arrow B is referred to as “rear”. Further, the direction of the arrow L shown in FIG. 5 is "left", and the direction of the arrow R is "right". Further, the direction of the arrow U shown in FIG. 1 is "up", and the direction of the arrow D is "down".

Further, in the following description, unless otherwise specified, the direction of arrow N shown in FIGS. 8 to 14 is “north”, the direction of arrow S is “south”, the direction of arrow E is “east”, and arrow W. The direction of is "west".

[Overall composition of combine harvester]
As shown in FIG. 1, the ordinary combine 1 (corresponding to the "agricultural work machine" according to the present invention) includes a machine body 10, a harvesting section H, a threshing device 13, a grain tank 14, a transport section 16, and a grain discharging device. 18. It is equipped with a satellite positioning module 80. Further, the machine body 10 has a crawler type traveling device 11, a driving unit 12, and an engine EG.

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

Further, the operation unit 12, the threshing device 13, and the grain tank 14 are provided on the upper side of the traveling device 11. An operator who monitors the work of the combine 1 can be boarded on the driving unit 12.

The grain discharge device 18 is provided on the upper side of the grain tank 14. Further, the satellite positioning module 80 is attached to the upper surface of the operating unit 12.

The cutting section H is provided in the front portion of the combine 1. The transport unit 16 is provided on the rear side of the cutting unit H. Further, the cutting unit H includes a cutting blade 15 and a reel 17.

The cutting blade 15 cuts the planted culm in the field. Further, the reel 17 is driven to rotate around the reel shaft core 17b along the left-right direction of the machine body to scrape the planted grain culm to be harvested. The cut grain culm cut by the cutting blade 15 is sent to the transport unit 16.

With this configuration, the harvesting unit H harvests the grain in the field. Then, the combine 1 can be cut and run by the running device 11 while cutting the planted culm in the field by the cutting blade 15.

The harvested grain culm harvested by the harvesting unit H is transported to the rear of the machine by the transport unit 16. As a result, the harvested grain culm is transported to the threshing device 13.

In the threshing device 13, the harvested grain culm is threshed. The grains obtained by the threshing treatment are 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.

That is, the combine 1 is provided with a grain tank 14 for storing the grains harvested by the harvesting unit H.

Further, as shown in FIG. 1, a communication terminal 4 (corresponding to the "setting unit" according to the present invention) is arranged in the operation unit 12. The communication terminal 4 is configured to be able to display various information. In the present embodiment, the communication terminal 4 is fixed to the driving unit 12. However, the present invention is not limited to this, and the communication terminal 4 may be configured to be detachable from the driving unit 12, and the communication terminal 4 may be located outside the combine 1. ..

Here, the combine 1 is configured to be able to perform manual steering running and automatic steering running. Manual steering running means running by manual steering of the operator. Further, the automatic steering running means that the forward running is automatically performed. In particular, in the present embodiment, the automatic steering running means that the forward running without a large change of direction such as an α turn or a U turn is automatically performed.

Further, the driving unit 12 is provided with a main shift lever 19. When the operator operates the main shift lever 19 while the combine 1 is performing manual steering or automatic steering, the vehicle speed of the combine 1 changes. That is, when the combine 1 is performing manual steering or automatic steering, the operator can change the vehicle speed of the combine 1 by operating the main shift lever 19.

Further, the driving unit 12 is provided with a steering operating tool 41. When the combine 1 is manually steering and traveling, when the operator operates the steering operating tool 41, a speed difference is generated between the left and right crawlers in the traveling device 11. As a result, the combine 1 turns. That is, when the combine 1 is manually steering and traveling, the operator can steer the combine 1 by operating the steering operating tool 41.

That is, the combine 1 is provided with a steering operating tool 41 for steering.

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

[Structure related to power transmission]
As shown in FIG. 2, the combine 1 includes a threshing clutch C1 and a harvesting clutch C2. The power output from the engine EG is distributed to the traveling device 11 and the threshing clutch C1.

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

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

As shown in FIG. 3, the main shift lever 19 is configured to be swingable in the front-rear direction. The range of motion of the main shift lever 19 is divided into three, a forward operation position FP, a neutral position NP, and a reverse operation position RP. Then, by operating the main shift lever 19, the shift state of the main shift device 11a changes.

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

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

When the main shift lever 19 is located at the reverse operation position RP, the main shift device 11a is in the reverse shift state. At this time, the more the main speed change lever 19 is tilted to the rear side, the higher the power output from the main speed change device 11a becomes.

Further, as shown in FIG. 3, the main shift lever 19 is provided with an auxiliary shift switch 42. Each time the auxiliary transmission switch 42 is pressed, the transmission state of the auxiliary transmission device 11b is switched between a high speed state and a low speed state.

The threshing clutch C1 shown in FIG. 2 is configured so that the state can be changed between an on state in which power is transmitted and an off state in which power is not transmitted.

When the threshing clutch C1 is in the engaged state, the power from the engine EG is transmitted to the threshing device 13 and the cutting clutch C2. As a result, the threshing device 13 is driven.

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

Further, the cutting clutch C2 is configured so that the state can be changed between the on state in which power is transmitted and the off state in which power is not transmitted.

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

Further, when the cutting clutch C2 is in the disengaged state, the power from the engine EG is not transmitted to the cutting unit H. At this time, the cutting unit H is not driven.

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

As shown in FIGS. 2 and 4, the combine 1 includes a harvesting threshing lever 43. The harvesting threshing lever 43 is provided in the driving unit 12. As shown in FIG. 4, the cutting and threshing lever 43 is configured to be swingable in the front-rear direction. The harvesting threshing lever 43 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 43, the on / off state of the threshing clutch C1 and the harvesting clutch C2 changes.

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

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

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

[Structure of steering control tool]
As shown in FIGS. 2 and 5, the combine 1 includes an artificial operation tool 45. In the present embodiment, the artificial operating tool 45 is a steering operating tool 41.

As shown in FIG. 5, the steering operating tool 41 is configured to be swingable in the left-right direction between the right third operating position R3 and the left third operating position L3. The central operation position CP is located in the center of the movable range of the steering control tool 41.

The right first operation position R1 and the right second operation position R2 are located between the center operation position CP and the right third operation position R3. The right second operation position R2 is located on the right side of the right first operation position R1.

The left first operation position L1 and the left second operation position L2 are located between the central operation position CP and the left third operation position L3. The left second operation position L2 is located on the left side of the left first operation position L1.

In the present embodiment, the operating amount of the steering operating tool 41 is the swing angle from the central operating position CP.

The operation amount from the center operation position CP to the right first operation position R1 is the first operation amount A1. Further, the operation amount from the center operation position CP to the right second operation position R2 is the second operation amount A2. Then, as described above, the steering operating tool 41 can be operated to the right up to the third operating position R3 on the right. That is, the steering operation tool 41 can be operated to the right side more than the second operation amount A2.

Although not shown in FIG. 5, the same applies to the left side. That is, the operation amount from the central operation position CP to the left first operation position L1 is the first operation amount A1. Further, the operation amount from the central operation position CP to the left second operation position L2 is the second operation amount A2. Then, as described above, the steering operation tool 41 can be operated to the left up to the left third operation position L3. That is, the steering operation tool 41 can be operated to the left side more than the second operation amount A2.

As described above, the movable range of the steering operating tool 41 is set so that the steering operating tool 41 can be operated larger than the second operating amount A2, which is a larger operating amount than the first operating amount A1.

[Structure related to control unit]
As shown in FIG. 2, the combine 1 includes a control unit 20. The control unit 20 has a vehicle position calculation unit 21 and a travel control unit 24.

Here, in this embodiment, RTK-GPS (Real Time Kinetic GPS) is adopted. The satellite positioning module 80 shown in FIG. 1 includes GPS signals from the artificial satellite GS used in GPS (Global Positioning System), positioning data transmitted from a reference station (not shown) installed at a known position, and positioning data. To receive. Then, as shown in FIG. 2, the satellite positioning module 80 sends the positioning data based on the received GPS signal and the positioning data received from the reference station to the own vehicle position calculation unit 21.

The vehicle position calculation unit 21 calculates the position coordinates of the combine 1 over time based on the positioning data received from the satellite positioning module 80. The calculated position coordinates of the combine 1 over time are sent to the traveling control unit 24.

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

And the state where this N is determined as an integer solution is called FIX. The positioning result at this time is called a FIX solution.

The state where N is not determined as an integer solution is called FLOAT. The positioning result at this time is called an FLOAT solution. The FIX solution has a centimeter accuracy, while the FLOAT solution has an accuracy of several tens of centimeters to several meters.

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

Further, as shown in FIG. 2, the combine 1 is provided with an inertial measurement unit 81. Further, the control unit 20 has a vehicle direction calculation unit 25.

The inertial measurement unit 81 detects the angular velocity of the yaw angle of the airframe 10 and the acceleration in the three axial directions orthogonal to each other over time. The detection result by the inertial measurement unit 81 is sent to the own vehicle direction calculation unit 25.

The vehicle direction calculation unit 25 receives the position coordinates of the combine 1 from the vehicle position calculation unit 21. Then, the own vehicle direction calculation unit 25 calculates the attitude direction of the combine 1 based on the detection result by the inertial measurement unit 81 and the position coordinates of the combine 1.

More specifically, first, while the combine 1 is traveling, the heading vehicle direction calculation unit 25 determines the position coordinates of the current combine 1 and the position coordinates of the combine 1 at the point where the combine 1 was traveling immediately before. Calculate the initial posture orientation. Next, when the combine 1 travels for a certain period of time after the initial attitude direction is calculated, the own vehicle direction calculation unit 25 integrates the angular velocity detected by the inertial measurement unit 81 during the operation for the fixed time. , Calculate the amount of change in posture and orientation.

Then, by adding the amount of change in the posture orientation calculated in this way to the initial attitude orientation, the own vehicle orientation calculation unit 25 updates the calculation result of the attitude orientation. After that, the amount of change in the posture direction is calculated in the same manner at regular time intervals, and the calculation result of the posture direction is sequentially updated.

By the way, the angular velocity detected by the inertial measurement unit 81 includes a measurement error (drift). Since this measurement error increases with the passage of time, the error included in the calculated change in posture and orientation increases each time the amount of change in posture and orientation is calculated.

Therefore, the own vehicle direction calculation unit 25 is configured to correct the attitude direction calculated based on the detection result by the inertial measurement unit 81 by the direction information calculated based on the change in the position coordinates of the combine 1. .. The directional information calculated based on the change in the position coordinates of the combine 1 has a FIX solution obtained by RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, and the combine 1 is several meters. High accuracy is achieved when going straight over the above. Therefore, the own vehicle orientation calculation unit 25 obtains a FIX solution in RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21 for correction based on the orientation information calculated based on the change in the position coordinates of the combine 1. And only when the combine 1 goes straight for several meters or more.

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

With the configuration described above, the vehicle direction calculation unit 25 can calculate the attitude direction of the combine 1 with high accuracy. The attitude direction of the combine 1 calculated by the own vehicle direction calculation unit 25 is sent to the traveling control unit 24.

The travel control unit 24 is configured to be able to control the travel device 11. The travel control unit 24 controls the travel of the machine body 10 by controlling the travel device 11.

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

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

Further, as shown in FIG. 2, the communication terminal 4 receives the position coordinates of the combine 1 from the own vehicle position calculation unit 21. As a result, the communication terminal 4 can display the current position of the combine 1 on the display 4b of the communication terminal 4.

[Structure related to raising and lowering the cutting section]
As shown in FIG. 1, the combine 1 includes a cutting cylinder 15A. Further, as shown in FIG. 2, the combine 1 is provided with a cutting elevating operation tool 44.

The cutting elevating operation tool 44 is provided in the driving unit 12. The control unit 20 is configured to control the expansion and contraction of the cutting cylinder 15A in response to the operation of the cutting raising / lowering operation tool 44 by the operator.

When the cutting cylinder 15A is extended, the transport unit 16 and the cutting unit H integrally swing in the direction in which the cutting unit H rises. As a result, the cutting section H rises with respect to the machine body 10.

Further, when the cutting cylinder 15A contracts, the transport unit 16 and the cutting unit H integrally swing in the direction in which the cutting unit H descends. As a result, the cutting section H descends with respect to the machine body 10.

With this configuration, the operator can perform the raising / lowering operation of the cutting unit H by operating the cutting raising / lowering operation tool 44.

[Configuration related to automatic steering]
As shown in FIG. 2, the control unit 20 has an automatic steering control unit 30. The automatic steering control unit 30 is configured to be able to switch the control mode of the travel control unit 24 between the first mode and the second mode.

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

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

That is, when the control mode of the travel control unit 24 is the second mode, the travel control unit 24 controls the travel of the aircraft 10 according to the operation of the steering operation tool 41.

With this configuration, when the control mode of the travel control unit 24 is the second mode, the aircraft 10 travels in response to the operation of the steering operation tool 41. As a result, the combine 1 performs manual steering traveling when the control mode of the traveling control unit 24 is the second mode.

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

As shown in FIG. 2, the automatic steering control unit 30 includes a direction determination unit 31, a route calculation unit 32, a mode switching unit 33, and a straight-ahead determination unit 34.

The straight-ahead determination unit 34 determines whether or not the aircraft 10 has traveled straight over a predetermined distance D1 when the control mode of the travel control unit 24 is the second mode.

More specifically, a signal indicating the operating state of the steering operating tool 41 is sent from the steering operating tool 41 to the automatic steering control unit 30. Based on this signal, the straight-ahead determination unit 34 determines whether or not the steering operation tool 41 is being operated over time.

Then, the straight-ahead determination unit 34 calculates the moving distance of the combine 1 while the steering operation tool 41 is not operated, based on the position coordinates of the combine 1 received from the own vehicle position calculation unit 21. When the calculated travel distance reaches the predetermined distance D1, the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over the predetermined distance D1. Further, when the calculated movement distance does not reach the predetermined distance D1, the straight-ahead determination unit 34 determines that the aircraft 10 has not traveled straight over the predetermined distance D1.

Then, when the orientation determination unit 31 satisfies the predetermined start condition and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over the predetermined distance D1, the direction determination unit 31 is performed over the predetermined distance D1. The reference direction TA (see FIG. 8) is determined based on the straight direction.

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

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

In other words, the start point and the end point of going straight over the predetermined distance D1 are determined as the first registration point Q1 and the second registration point Q2, respectively.

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

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

The format of the reference direction TA is not particularly limited, but may be, for example, a format based on north, south, east, or west (for example, "north" or "27 degrees east"), or is a unit vector in the coordinate system. May be.

Further, the reference direction TA does not have to have a direction from one to the other. For example, the reference direction TA may indicate the slope of a straight line in the coordinate system (for example, the slope of the straight line passing through the first registration point Q1 and the second registration point Q2), or the straight line itself in the coordinate system (for example. For example, it may indicate the straight line itself passing through the first registration point Q1 and the second registration point Q2, or indicate the direction with respect to the north, south, east, and west (for example, "north-south direction" or "east-west direction". Etc.).

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

The present invention is not limited to this. The straight-ahead determination unit 34 may be configured to determine whether or not the aircraft 10 has traveled straight for a predetermined time when the control mode of the travel control unit 24 is the second mode. In this case, if the orientation determination unit 31 satisfies the predetermined start condition and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight for a predetermined time, the direction determination unit 31 will go straight for a predetermined time. It may be configured to determine the reference directional TA based on the straight-ahead direction.

That is, the combine 1 includes a straight-ahead determination unit 34 that determines whether or not the aircraft 10 has traveled straight over a predetermined distance D1 or a predetermined time when the control mode of the travel control unit 24 is the second mode. Further, when the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over a predetermined distance D1 or a predetermined time, the directional determination unit 31 is based on the straight-ahead direction performed over the predetermined distance D1 or the predetermined time. The reference direction TA is determined.

The predetermined distance D1 is not particularly limited, but may be, for example, 1 meter. The predetermined time is not particularly limited, but may be, for example, 1 second.

After the directional determination unit 31 determines the reference directional TA, the route calculation unit 32 passes through the position of the satellite positioning module 80 in a plan view and constantly calculates a traveling line in the direction along the reference directional TA. That is, this traveling line is calculated based on the reference direction TA. The traveling line calculated by the route calculation unit 32 may be calculated so as to pass through the center of the cutting width of the cutting unit H. Then, when the operator operates the automatic steering start / end button (not shown), the mode switching unit 33 switches the control mode of the traveling control unit 24 from the second mode to the first mode.

When the control mode of the travel control unit 24 is switched from the second mode to the first mode, the route calculation unit 32 fixes the travel line calculated at the time when the control mode is switched from the second mode to the first mode. The fixed travel line becomes an automatic steering target line GL (corresponding to the “travel path” according to the present invention) (see FIG. 8), and is sent from the automatic steering control unit 30 to the travel control unit 24. That is, at the timing when the control mode is switched from the second mode to the first mode, the route calculation unit 32 determines the traveling line calculated at that time as the automatic steering target line GL.

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

In this way, the reference directional TA is for automatic steering. That is, the combine 1 includes an azimuth determining unit 31 that determines a reference azimuth TA for automatic steering.

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

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

In the present embodiment, when the control mode of the travel control unit 24 is the first mode and the operator operates the automatic steering start / end button, the mode switching unit 33 sets the control mode of the travel control unit 24 to the first mode. To switch to the second mode.

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

By the way, as shown in FIG. 2, the combine 1 includes a notification unit 53. When the control mode of the travel control unit 24 is switched from the second mode to the first mode, the automatic steering control unit 30 sends a predetermined signal to the notification unit 53. In response to this signal, the notification unit 53 notifies the operator that the control mode of the travel control unit 24 has been switched from the second mode to the first mode.

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

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

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

Here, the mode switching unit 33 automatically switches the control mode of the traveling control unit 24 between the first mode and the second mode according to the situation even if the automatic steering start / end button is not operated. It is configured. In the following, the automatic switching of the control mode will be described in detail.

[About switching from the second mode to the first mode]
When the mode switching unit 33 satisfies the predetermined start condition and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over a predetermined distance D1, the mode switching unit 33 sets the control mode of the travel control unit 24 to the first. It is configured to switch to mode. Further, the mode switching unit 33 is configured not to switch the control mode of the traveling control unit 24 to the first mode when the start condition is not satisfied.

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

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

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

Hereinafter, the first determination routine will be described with reference to FIGS. 2 and 6.

When the first determination routine is started, the process of step S01 is executed first. In step S01, as shown in FIG. 2, the automatic steering control unit 30 acquires information indicating the operation position of the main shift lever 19. Then, based on the acquired information, it is determined whether or not the main shift lever 19 is located at the forward operation position FP.

If the main shift lever 19 is not located at the forward operation position FP, it is determined as No in step S01, and the process ends once. Further, when the main shift lever 19 is located at the forward operation position FP, it is determined as Yes in step S01, and the process proceeds to step S02.

Here, as shown in FIG. 2, the automatic steering control unit 30 is configured to receive an operation signal of the auxiliary shift switch 42. Then, the automatic steering control unit 30 is configured to be able to determine the shift state of the auxiliary transmission device 11b based on this operation signal.

In step S02, it is determined whether or not the auxiliary transmission 11b is in a shift state for work. More specifically, it is determined whether or not the auxiliary transmission 11b is in a low speed state.

If the auxiliary transmission 11b is not in the low speed state, it is determined as No in step S02, and the process ends once. Further, when the auxiliary transmission 11b is in the low speed state, it is determined as Yes in step S02, and the process proceeds to step S03.

In step S03, as shown in FIG. 2, the automatic steering control unit 30 acquires information indicating whether or not the above-mentioned FIX solution is obtained from the own vehicle position calculation unit 21. Then, based on the acquired information, it is determined whether or not the positioning state of the aircraft position is a predetermined high-precision state. More specifically, it is determined whether or not the FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21.

If the FIX solution is not obtained in the RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, it is determined as No in step S03, and the process is temporarily terminated. Further, when the FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, it is determined as Yes in step S03, and the process proceeds to step S04.

In step S04, as shown in FIG. 2, the automatic steering control unit 30 acquires information indicating the operation position of the cutting and threshing lever 43. Then, based on the acquired information, it is determined whether or not the cutting clutch C2 is in the engaged state.

When the operation position of the harvesting threshing lever 43 is the second operation position M2 or the third operation position M3, No is determined in step S04, and the process is temporarily terminated. Further, when the operation position of the cutting and threshing lever 43 is the first operation position M1, it is determined as Yes in step S04, and the process proceeds to step S05.

Here, as shown in FIG. 2, the combine 1 includes an elevating detection unit 54. The elevating detection unit 54 detects the expansion / contraction state of the cutting cylinder 15A. The detection result by the elevating detection unit 54 is sent to the automatic steering control unit 30. Then, the automatic steering control unit 30 is configured to be able to determine whether or not the cutting unit H is located at the working position based on the detection result by the elevating detection unit 54.

In the present embodiment, the amount of descent from the highest rising position of the cutting section H is equal to or more than a predetermined value, which corresponds to the position of the cutting section H at the working position.

In step S05, it is determined whether or not the cutting unit H is located at the working position. If the cutting unit H is not located at the working position, it is determined as No in step S05, and the process ends once. Further, when the cutting unit H is located at the working position, it is determined as Yes in step S05, and the process proceeds to step S06.

In step S06, it is determined whether or not the aircraft 10 has traveled straight over a predetermined distance D1. As described above, this determination is performed by the straight-ahead determination unit 34.

If the aircraft 10 has not traveled straight over the predetermined distance D1, it is determined as No in step S06, and the process is temporarily terminated. Further, when the aircraft 10 travels straight over a predetermined distance D1, it is determined as Yes in step S06, and the process proceeds to step S07.

In step S07, the reference direction TA is determined based on the direction of straight travel performed over the predetermined distance D1. This determination is made by the orientation determination unit 31 as described above. Then, the process proceeds to step S08.

In step S08, the mode switching unit 33 switches the control mode of the traveling control unit 24 from the second mode to the first mode. Then, the process proceeds to step S09.

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

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

That is, the start conditions are that the main shift lever 19 is located at the forward operation position FP, the auxiliary transmission 11b is in the shift state for work, and the positioning state of the aircraft position is in a predetermined high accuracy state. At least one of the fact that the clutch for power transmission to the cutting section H is engaged and that the cutting section H is located at the working position is included.

As shown in FIG. 6, in the present embodiment, the orientation determination unit 31 determines that the predetermined start condition is satisfied and the straight-ahead determination unit 34 determines that the aircraft 10 has traveled straight over the predetermined distance D1. If so, the reference direction TA is determined based on the direction of straight travel performed over the predetermined distance D1. Further, the direction determination unit 31 does not determine the reference direction TA when the start condition is not satisfied.

However, the present invention is not limited to this, and the directional determination unit 31 causes the aircraft 10 to travel straight for a predetermined distance D1 or a predetermined time by the straight-ahead determination unit 34 regardless of whether or not a predetermined start condition is satisfied. If it is determined that the reference direction TA has been determined, the reference direction TA may be determined based on the direction of straight travel performed over a predetermined distance D1 or a predetermined time.

[About switching from the first mode to the second mode]
The mode switching unit 33 is configured to switch the control mode of the travel control unit 24 to the second mode when a predetermined release condition is satisfied when the control mode of the travel control unit 24 is the first mode. There is.

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

Hereinafter, the second determination routine will be described with reference to FIGS. 2 and 7.

When the second determination routine is started, the process of step S11 is first executed. In step S11, as shown in FIG. 2, the automatic steering control unit 30 acquires information indicating the operation position of the main shift lever 19. Then, based on the acquired information, it is determined whether or not the main shift lever 19 is operated to an operation position other than the forward operation position FP. More specifically, it is determined whether or not the main shift lever 19 is located at the neutral position NP or the reverse operation position RP.

When the main shift lever 19 is located at the neutral position NP or the reverse operation position RP, it is determined as Yes in step S11, and the process proceeds to step S19. If the main shift lever 19 is not located at the neutral position NP or the reverse operation position RP, it is determined as No in step S11, and the process proceeds to step S12.

In step S12, it is determined whether or not the auxiliary transmission 11b is no longer in the working shift state. More specifically, it is determined whether or not the auxiliary transmission 11b is in the high speed state.

When the auxiliary transmission 11b is in the high speed state, it is determined as Yes in step S12, and the process proceeds to step S19. If the auxiliary transmission 11b is not in the high speed state, it is determined as No in step S12, and the process proceeds to step S13.

In step S13, as shown in FIG. 2, the automatic steering control unit 30 acquires information indicating whether or not the above-mentioned FIX solution is obtained from the own vehicle position calculation unit 21. Then, based on the acquired information, it is determined whether or not the positioning state of the aircraft position is no longer a predetermined high-precision state. More specifically, it is determined whether or not the FIX solution cannot be obtained in the RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21. In other words, it is determined whether or not the RTK-GPS positioning state by the satellite positioning module 80 and the own vehicle position calculation unit 21 is FLOAT.

If the FIX solution is not obtained in the RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, it is determined as Yes in step S13, and the process proceeds to step S19. Further, when the FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the own vehicle position calculation unit 21, it is determined as No in step S13, and the process proceeds to step S14.

In step S14, as shown in FIG. 2, the automatic steering control unit 30 acquires information indicating the operation position of the cutting and threshing lever 43. Then, based on the acquired information, it is determined whether or not the cutting clutch C2 is in the disengaged state.

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

In step S15, it is determined whether or not the cutting unit H has moved to the non-working position. In the present embodiment, the amount of descent from the highest rising position of the cutting section H is equal to or less than a predetermined value, which corresponds to the position of the cutting section H in the non-working position. When the cutting unit H is located in the non-working position, it is determined as Yes in step S15, and the process proceeds to step S19. If the cutting unit H is not located in the non-working position, it is determined as No in step S15, and the process proceeds to step S16.

Here, as shown in FIG. 2, the automatic steering control unit 30 is configured to receive an operation signal of the cutting elevating operation tool 44. Then, the automatic steering control unit 30 is configured to be able to determine whether or not an operation for moving the cutting unit H to a non-working position has been performed based on this operation signal.

In step S16, it is determined whether or not an operation for moving the cutting unit H to a non-working position has been performed. More specifically, it is determined whether or not the cutting unit H has been raised.

When the cutting unit H is raised, it is determined to be Yes in step S16, and the process proceeds to step S19. Further, when the cutting unit H is not raised, it is determined as No in step S16, and the process proceeds to step S17.

In step S17, whether or not the steering operation tool 41 is operated larger than the second operation amount A2 based on the signal indicating the operation state of the steering operation tool 41 sent from the steering operation tool 41 to the automatic steering control unit 30. It is judged. When the steering operating tool 41 is operated larger than the second operation amount A2, it is determined as Yes in step S17, and the process proceeds to step S19. Further, when the steering operation tool 41 is not operated larger than the second operation amount A2, it is determined as No in step S17, and the process is temporarily terminated.

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

That is, when the control mode of the travel control unit 24 is the first mode, the mode switching unit 33 sets the control mode of the travel control unit 24 to the second when the operation amount of the steering operating tool 41 is larger than the second operation amount A2. Switch to mode.

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

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

In this case, the release conditions are that the main shift lever 19 is operated to an operation position other than the forward operation position FP, the auxiliary transmission 11b is no longer in the shift state for work, and the positioning state of the aircraft position is predetermined. Operation for moving the cutting section H to a non-working position, moving the cutting section H to a non-working position, and disengaging the clutch for power transmission to the cutting section H. Is performed, and at least one of the steering operation tool 41 being operated larger than the second operation amount A2 is included.

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

However, the present invention is not limited to this. The mode switching unit 33 is configured to switch the control mode of the traveling control unit 24 to the second mode when two or more predetermined number of conditions are satisfied among the plurality of conditions included in the release condition. Is also good.

Here, a case where the reference direction TA is determined by the first determination routine and the control mode of the traveling control unit 24 is switched from the second mode to the first mode will be described with an example.

In the examples shown in FIGS. 8 and 9, the combine 1 runs on the outer peripheral side of the field. In FIG. 8, the combine 1 first enters the field from the first point P1 in the northeastern part of the field. At this time, the control mode of the traveling control unit 24 is the second mode. At this time, it is assumed that the reference direction TA has not been determined yet. Then, the combine 1 travels toward the west at the northern end of the field.

Next, combine 1 passes through the second point P2. At this point, it is assumed that the operator operates the steering operation tool 41 in a straight-ahead state. As a result, the combine 1 goes straight from the second point P2.

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

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

At this time, the orientation determination unit 31 determines the second point P2 as the first registration point Q1. Further, the orientation determination unit 31 determines the third point P3 as the second registration point Q2. Then, the direction determination unit 31 calculates the direction of the straight line from the first registration point Q1 to the second registration point Q2, and determines this direction as the reference direction TA. In FIG. 8, the reference direction TA coincides with the west direction.

After that, the route calculation unit 32 constantly calculates the traveling line in the direction along the reference direction TA while passing through the position of the satellite positioning module 80 in a plan view. In this example, the route calculation unit 32 calculates a traveling line extending in the east-west direction.

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

Then, as shown in FIG. 8, the combine 1 starts the automatic steering running from the third point P3. As a result, the combine 1 automatically steers toward the west at the northern end of the field.

After that, when the combine 1 reaches the western end of the field, the operator operates the steering operation tool 41 to the left side more than the second operation amount A2 to change the traveling direction of the combine 1 to the south. As a result, it is determined as Yes in step S17 of the second determination routine shown in FIG. 7, and the control mode of the traveling control unit 24 is switched from the first mode to the second mode.

At this point, the fixing of the traveling line calculated by the route calculation unit 32 is released. Then, from this point in time, the route calculation unit 32 constantly calculates a traveling line in the direction along the reference direction TA while passing through the position of the satellite positioning module 80 in a plan view. In this example, the route calculation unit 32 calculates a traveling line extending in the east-west direction.

Then, as shown in FIG. 9, the combine 1 passes through the fourth point P4. At this point, it is assumed that the operator operates the steering operation tool 41 in a straight-ahead state. As a result, the combine 1 goes straight from the fourth point P4.

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

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

At this time, the direction determination unit 31 discards the already determined reference direction TA. That is, the westward reference direction TA shown in FIG. 8 is discarded at this point. Then, the direction determination unit 31 determines the fourth point P4 as the first registration point Q1. Further, the orientation determination unit 31 determines the fifth point P5 as the second registration point Q2. Then, the direction determination unit 31 calculates the direction of the straight line from the first registration point Q1 to the second registration point Q2, and determines this direction as the reference direction TA. In FIG. 9, the reference directional TA coincides with the south direction.

After that, the route calculation unit 32 constantly calculates the traveling line in the direction along the reference direction TA while passing through the position of the satellite positioning module 80 in a plan view. In this example, the route calculation unit 32 calculates a traveling line extending in the north-south direction.

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

Then, as shown in FIG. 9, the combine 1 starts the automatic steering running from the fifth point P5. As a result, the combine 1 automatically steers toward the south at the western end of the field.

[About direction change processing]
The direction determination unit 31 is configured to be able to execute the direction change process. The direction change process is a process of changing the direction of the reference direction TA or the automatic steering target line GL according to the operation of the artificial operation tool 45 when the control mode of the travel control unit 24 is the first mode. ..

That is, the directional determination unit 31 changes the direction of the reference directional direction TA or the automatic steering target line GL according to the operation of the artificial operating tool 45 when the control mode of the traveling control unit 24 is the first mode. Executes the direction change process.

In the following, a case where the direction change process is executed by the direction determination unit 31 will be described with an example.

In the examples shown in FIGS. 10 to 12 and the examples shown in FIGS. 13 and 14, the combine 1 is traveling northward at the eastern end of the field. Further, the boundary OB at the eastern end of this field is bent at the sixth point P6 shown in FIG. Of the boundary OB of the field, the part on the south side of the sixth point P6 extends in the north-south direction. Further, the portion of the boundary OB of the field on the north side of the sixth point P6 extends in the northeast direction from the sixth point P6.

First, the examples shown in FIGS. 10 to 12 will be described.

In FIG. 10, the combine 1 is automatically steering along the first target line GL1 extending in the north-south direction. The first target line GL1 is an automatic steering target line GL. At this time, the control mode of the traveling control unit 24 is the first mode. Further, the reference directional TA at this time is assumed to be facing north.

In this example, as shown in FIG. 11, when the combine 1 reaches the sixth point P6, the operator moves the steering operation tool 41 between the right first operation position R1 and the right second operation position R2. It is assumed that the operation is performed up to the position. As a result, the steering operation tool 41 is operated to the right with an operation amount of 1st operation amount A1 or more and 2nd operation amount A2 or less.

In response to this operation, the direction determination unit 31 executes the direction change process. In the direction change process in the present embodiment, the direction of the automatic steering target line GL is changed according to the operation direction of the steering operation tool 41. In this example, since the steering operation tool 41 is operated to the right, the direction of the automatic steering target line GL is changed clockwise by a predetermined angle in a plan view.

As a result, the second target line GL2, which is a new automatic steering target line GL, is calculated.

As described above, when the control mode of the traveling control unit 24 is the first mode, the direction determination unit 31 determines that the operation amount of the steering operation tool 41 is the first operation amount A1 or more and the second operation amount A2 or less. Execute the direction change process.

If the steering operation tool 41 is operated to the left with an operation amount of 1st operation amount A1 or more and 2nd operation amount A2 or less, the direction of the automatic steering target line GL is determined counterclockwise in a plan view. Only the angle is changed.

In addition, the predetermined angle at this time can be set arbitrarily. The predetermined angle is, for example, 0.5 degrees.

If the operating amount of the steering operating tool 41 is less than the first operating amount A1, the directional determination unit 31 does not execute the directional change process.

That is, when the control mode of the traveling control unit 24 is the first mode, the directional determination unit 31 does not execute the directional change process when the operation amount of the steering operation tool 41 is less than the first operation amount A1.

Further, the automatic steering target line GL after the direction is changed by the directional change process may be calculated so as to pass the position of the satellite positioning module 80 in a plan view, or may be determined in advance from the satellite positioning module 80 in front of the aircraft. It may be calculated so as to pass through a position separated by a specified distance, or it may be calculated to pass through the center of the cutting width of the cutting portion H.

Further, in this example, the second target line GL2, which is the new automatic steering target line GL, is calculated, and at the same time, the first target line GL1 which is the old automatic steering target line GL is discarded. However, the present invention is not limited to this. When the new automatic steering target line GL is calculated, the old automatic steering target line GL may not be discarded and may be stored.

As shown in FIG. 12, after the direction change process is executed, the combine 1 automatically steers along the second target line GL2. From the state shown in FIG. 10 to the state shown in FIG. 12, the control mode of the traveling control unit 24 continues to be the first mode.

Further, in the example described above, the direction of the automatic steering target line GL is changed by the direction change process, but the present invention is not limited to this. The reference directional TA may be changed by the directional change process. For example, in the state shown in FIG. 11, the north-facing reference direction TA may be changed to the northeast-facing reference direction TA by the direction change process. In this case, the route calculation unit 32 calculates the automatic steering target line GL along the changed reference direction TA, so that a new automatic steering target line GL is calculated.

Further, in the present embodiment, as shown in FIG. 2, the automatic steering control unit 30 sends a predetermined signal to the notification unit 53 when the direction change process is executed. In response to this signal, the notification unit 53 notifies the operator of the execution of the direction change process.

Note that this notification may be performed before the execution of the direction change process, at the same time as the execution of the direction change process, or after the execution of the direction change process.

Next, the examples shown in FIGS. 13 and 14 will be described.

In the state shown in FIG. 13, as in FIG. 11, when the combine 1 reaches the sixth point P6, the operator moves the steering operation tool 41 between the right first operation position R1 and the right second operation position R2. It is assumed that the operation is performed up to the position of. As a result, the direction change process described above is executed.

However, in the state shown in FIG. 13, unlike FIG. 11, when the second target line GL2 is calculated, the direction of the body 10 of the combine 1 is already the second target line GL2 due to the influence of the inclination of the field and the like. It shall be in line with.

As described above, when the new automatic steering target line GL is calculated by the direction change process and the direction of the aircraft 10 is already along the automatic steering target line GL, the traveling control unit 24 shows in FIG. As such, the response turning control is executed. The response turning control means that when the control mode of the traveling control unit 24 is the first mode, a temporary turning operation in the operation direction of the artificial operating tool 45 is performed in response to the operation of the artificial operating tool 45. It is to control the traveling of the machine body 10.

That is, when the control mode of the travel control unit 24 is the first mode, the travel control unit 24 performs a temporary turning operation in the operation direction of the artificial operation tool 45 in response to the operation of the artificial operation tool 45. As described above, it is possible to execute response turning control for controlling the traveling of the aircraft 10.

FIG. 14 shows an example of response turning control. In this example, as described above, since the operator operates the steering operation tool 41 to the right side, the travel control unit 24 controls the travel of the aircraft 10 so that a temporary turning operation to the right side is performed.

As a result, as shown in FIG. 14, the combine 1 temporarily turns to the right with respect to the second target line GL2. After that, the travel control unit 24 controls the travel of the aircraft 10 so that the automatic steering travel along the second target line GL2 is performed.

It is preferable that this temporary turning motion is a minute turning motion. Therefore, in the example shown in FIG. 14, this temporary turning motion hardly moves to the right with respect to the second target line GL2.

With the configuration described above, when the control mode of the travel control unit 24 is the first mode, the aircraft 10 will perform automatic steering travel. Then, when the operator operates the artificial operating tool 45 during the automatic steering running, the directional change process is executed. As a result, the direction of the reference direction TA or the automatic steering target line GL is changed. As a result, the traveling direction in the automatic steering running changes.

Therefore, with the configuration described above, it is possible to realize the combine 1 that can change the traveling direction in the automatic steering running during the automatic steering running.

[About setting the angle shift amount]
The communication terminal 4 provided in the combine 1 is configured to be able to display an angle shift amount setting screen on the display 4b. The angle shift amount setting screen is displayed on the display 4b of the communication terminal 4 shown in FIGS. 16 and 17.

The communication terminal 4 is configured to accept artificial operation input. More specifically, the display 4b is configured to be touch-operable. The operator can perform an operation input to the communication terminal 4 by performing a touch operation on the display 4b.

As shown in FIG. 16, the angle shift amount display unit 70, the plus button 71, and the minus button 72 are displayed on the angle shift amount setting screen. The angle shift amount display unit 70 displays the angle shift amount. The angle shift amount is the amount of change in the direction of the reference direction TA or the automatic steering target line GL in the direction change process.

In the example shown in FIG. 16, "0.5 °" is displayed on the angle shift amount display unit 70. This indicates that the angle shift amount is set to 0.5 °.

As shown in FIG. 16, the angle shift amount setting screen may be provided with one or more display units for displaying various parameters in addition to the angle shift amount display unit 70. In FIG. 16, such a display unit is provided below the angle shift amount display unit 70.

The plus button 71 and the minus button 72 are touch-operable buttons. Every time the operator touches the plus button 71, a predetermined signal is sent to the direction determination unit 31. This signal is a signal indicating that the plus button 71 has been touch-operated.

Here, the direction determination unit 31 stores the currently set angle shift amount. Then, when the directional determination unit 31 receives a signal indicating that the plus button 71 has been touch-operated, the azimuth determination unit 31 increases the angle shift amount by a predetermined angle. Then, the directional determination unit 31 stores the angle shift amount after the increase.

With this configuration, the angle shift amount increases in predetermined angle increments each time the operator touches the plus button 71.

Further, every time the operator touches the minus button 72, a predetermined signal is sent to the direction determination unit 31. This signal is a signal indicating that the minus button 72 has been touch-operated.

When the directional determination unit 31 receives a signal indicating that the minus button 72 has been touch-operated, the azimuth determination unit 31 reduces the angle shift amount by a predetermined angle. Then, the directional determination unit 31 stores the angle shift amount after the decrease.

With this configuration, each time the operator touches the minus button 72, the angle shift amount is reduced in predetermined angle increments.

With the configuration described above, the communication terminal 4 is configured to be able to change the amount of change in the direction of the reference direction TA or the automatic steering target line GL in the direction change process in a predetermined angle step by the operation input. Further, the combine 1 is provided with a communication terminal 4 that accepts an artificial operation input and can set the amount of change in the direction of the reference direction TA or the automatic steering target line GL in the direction change process by the operation input.

In this embodiment, this predetermined angle is 0.1 °. That is, the communication terminal 4 is configured to be able to change the amount of change in the direction of the reference direction TA or the automatic steering target line GL in the direction change process in increments of 0.1 ° by the operation input. However, the present invention is not limited to this, and the predetermined angle may be any angle other than 0.1 °.

Further, in the present embodiment, the communication terminal 4 is configured not to display the angle shift amount setting screen on the display 4b while the machine body 10 is traveling. Further, when the machine body 10 starts traveling while the angle shift amount setting screen is displayed on the display 4b, the plus button 71 and the minus button 72 are in a state of not accepting the touch operation.

As described above, the communication terminal 4 is configured not to accept the operation input for setting the change amount of the direction of the reference direction TA or the automatic steering target line GL while the aircraft 10 is traveling.

An upper limit may be set for the angle shift amount. The upper limit of the angle shift amount is not particularly limited, but may be, for example, 2.0 °.

The communication terminal 4 is configured so that the control mode of the direction determination unit 31 can be switched between the allow mode and the prohibition mode. The permission mode is a mode in which execution of the direction change process is permitted. The prohibition mode is a mode in which the execution of the direction change process is prohibited.

That is, the control mode of the directional control unit 31 can be switched between a permission mode in which the execution of the directional change process is permitted and a prohibition mode in which the execution of the directional change process is prohibited.

More specifically, the communication terminal 4 switches the control mode of the directional determination unit 31 from the permit mode to the prohibit mode in response to the operation input for reducing the angle shift amount. More specifically, when the operator touches the minus button 72 while the angle shift amount is set to 0.1 °, the communication terminal 4 prohibits the control mode of the direction determination unit 31 from the permission mode. Switch to mode. When the control mode of the directional determination unit 31 is the prohibition mode, “None” is displayed on the angle shift amount display unit 70 as shown in FIG.

Further, the communication terminal 4 switches the control mode of the directional determination unit 31 from the prohibition mode to the permission mode in response to the operation input for increasing the angle shift amount. More specifically, when the operator touches the plus button 71 while the control mode of the directional determination unit 31 is the prohibited mode, the communication terminal 4 changes the control mode of the directional determination unit 31 from the prohibited mode to the permitted mode. Switch to. When the control mode of the azimuth determination unit 31 is the permission mode, as shown in FIG. 16, the angle shift amount display unit 70 displays the currently set angle shift amount.

As described above, the communication terminal 4 is configured so that the control mode of the direction determination unit 31 can be switched by the operation input.

Here, the automatic steering control unit 30 (see FIG. 2) determines whether or not to execute the directional change process according to the third determination routine shown in FIG. 18 when the control mode of the travel control unit 24 is the first mode. decide. This third determination routine is stored in the automatic steering control unit 30. The automatic steering control unit 30 repeatedly executes this third determination routine at regular time intervals when the control mode of the travel control unit 24 is the first mode.

Hereinafter, the third determination routine will be described with reference to FIG.

When the third determination routine is started, the process of step S21 is first executed. In step S21, it is determined whether or not the steering operation tool 41 has been operated based on the signal indicating the operation state of the steering operation tool 41 sent from the steering operation tool 41 to the automatic steering control unit 30. If the steering operating tool 41 is not operated, it is determined as No in step S21, and the process ends once. Further, when the steering operation tool 41 is operated, it is determined as Yes in step S21, and the process proceeds to step S22.

In step S22, it is determined whether or not the operation amount of the steering operation tool 41 is smaller than the first operation amount A1. When the operation amount of the steering operation tool 41 is smaller than the first operation amount A1, it is determined as Yes in step S22, and the process is temporarily terminated. Further, when the operation amount of the steering operation tool 41 is equal to or more than the first operation amount A1, it is determined as No in step S22, and the process proceeds to step S23.

The present invention is not limited to this, and when the operation amount of the steering operation tool 41 is smaller than the first operation amount A1, the signal by the operation of the steering operation tool 41 is sent to the traveling control unit 24 and the automatic steering control unit 30. It may be configured not to be sent. In other words, the combine 1 may be configured to be in the same state as when the steering operation tool 41 is not operated when the operation amount of the steering operation tool 41 is smaller than the first operation amount A1. In this case, if step S22 is not provided and the operation amount of the steering operation tool 41 is smaller than the first operation amount A1 in step S21, it is determined as No, and the operation amount of the steering operation tool 41 is the first. When one operation amount is A1 or more, the configuration may be determined as Yes.

In step S23, it is determined whether or not the operation amount of the steering operation tool 41 is equal to or less than the second operation amount A2. When the operation amount of the steering operation tool 41 is larger than the second operation amount A2, it is determined as No in step S23, and the process is temporarily terminated. Further, when the operation amount of the steering operation tool 41 is equal to or less than the second operation amount A2, it is determined as Yes in step S23, and the process proceeds to step S24.

If No is determined in step S23, Yes is determined in step S17 of the above-mentioned second determination routine (see FIG. 7). As a result, the mode switching unit 33 switches the control mode of the traveling control unit 24 from the first mode to the second mode.

In step S24, it is determined whether or not the control mode of the direction determination unit 31 is the permission mode. When the control mode of the direction determination unit 31 is the prohibition mode, No is determined in step S24, and the process ends once.

That is, when the control mode of the traveling control unit 24 is the first mode, the directional determination unit 31 is oriented even if the operation amount of the steering operation tool 41 is the first operation amount A1 or more and the second operation amount A2 or less. When the control mode of the determination unit 31 is the prohibition mode, the direction change process is not executed.

If No is determined in step S24, the mode switching unit 33 may be configured to switch the control mode of the traveling control unit 24 from the first mode to the second mode.

When the control mode of the direction determination unit 31 is the permission mode, it is determined as Yes in step S24, and the process proceeds to step S25.

In step S25, the above-mentioned response turning control is executed. In the above description of the response turning control, "when a new automatic steering target line GL is calculated by the direction change process, if the direction of the aircraft 10 is already along the automatic steering target line GL, the vehicle travels. As shown in FIG. 14, the control unit 24 executes the response turning control. ”However, this is merely an example, and the present invention is not limited thereto. For example, the response turning control may be performed before the execution of the direction change process, or may be performed at the same time as the execution of the direction change process. Further, when a new automatic steering target line GL is calculated by the directional change process, the response turning control may be executed regardless of whether or not the direction of the aircraft 10 is along the automatic steering target line GL.

After step S25, the process proceeds to step S26. In step S26, the above-mentioned direction change process is executed. After that, the process ends once.

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

(2) The artificial operating tool 45 may be a member different from the steering operating tool 41. For example, as shown in FIG. 15, the steering wheel 51 may be provided, and the steering wheel 51 may be provided with left and right artificial operating tools 45. In this example, the artificial operating tool 45 is a button. Further, the steering wheel 51 corresponds to the "steering operation tool" according to the present invention. Further, the operating amount of the steering wheel 51 in this case is the rotation angle of the steering wheel 51.

(3) Of the own vehicle position calculation unit 21, the travel control unit 24, the own vehicle orientation calculation unit 25, the automatic steering control unit 30, the orientation determination unit 31, the route calculation unit 32, the mode switching unit 33, and the straight-ahead determination unit 34. A part or all of them may be provided outside the combine 1, and may be provided, for example, in a management facility or a management server provided outside the combine 1.

(4) The directional control unit 31 may execute the directional change process when the control mode of the travel control unit 24 is the first mode and the operation amount of the steering operation tool 41 is larger than the second operation amount A2. .. Further, the directional control unit 31 may execute the directional change process when the control mode of the travel control unit 24 is the first mode and the operation amount of the steering operation tool 41 is less than the first operation amount A1. ..

(5) The steering operation tool 41 and the cutting elevating operation tool 44 may be the same operation tool, and may be, for example, an operation lever.

(6) The above-mentioned start condition may include that the calculated state of the aircraft orientation is a predetermined high-precision state. More specifically, the start condition may include a high-precision directional calculation state.

(7) The above-mentioned start condition states that "the aircraft orientation is within a predetermined angle with respect to the reference direction TA, or the aircraft orientation is within a predetermined angle with respect to the orientation obtained by adding 180 ° to the reference direction TA. May be included.

(8) The straight-ahead determination unit 34 is configured to determine whether or not the aircraft 10 has traveled straight over a predetermined distance D1 and also to determine whether or not the aircraft 10 has traveled straight over a predetermined time. Is also good.

(9) The first registration point Q1 and the second registration point Q2 can be manually determined, and the function of determining the reference direction TA by the process described in the above embodiment can be switched between valid and invalid. It may be configured in.

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

(10) The mode switching unit 33 may be configured so that the control mode of the traveling control unit 24 cannot be automatically switched from the second mode to the first mode. In this case, the reference direction TA is determined when the aircraft 10 is determined to have traveled straight for a predetermined distance D1 or a predetermined time by the straight-ahead determination unit 34, and the second mode is switched to the first mode. It may not have a configuration.

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

(12) When it is determined by the straight-ahead determination unit 34 that the aircraft 10 has traveled straight for a predetermined distance D1 or a predetermined time, the mode switching unit 33 is a travel control unit regardless of whether or not the start condition is satisfied. The 24 control modes may be configured to switch to the first mode.

(13) It may be configured as an agricultural work machine control program that realizes the function of each member in the above embodiment on a computer. Further, it may be configured as a recording medium in which an agricultural work machine control program that realizes the functions of each member in the above embodiment on a computer is recorded.

It should be noted that the configuration disclosed in the above embodiment (including another embodiment, the same shall apply hereinafter) can be applied in combination with the configuration disclosed in other embodiments as long as there is no contradiction. Moreover, the embodiment disclosed in the present specification is an example, and the embodiment of the present invention is not limited to this, and can be appropriately modified without departing from the object of the present invention.

The present invention can be used not only for ordinary combine harvesters but also for various agricultural work machines such as self-removing combine harvesters, tractors, rice transplanters, corn harvesters, potato harvesters, and carrot harvesters.

1 combine (agricultural work machine)
4 Communication terminal (setting unit)
10 Aircraft 11 Traveling device 24 Traveling control unit 31 Direction determination unit 33 Mode switching unit 34 Straight-ahead judgment unit 41 Steering operation tool 45 Artificial operation tool 51 Steering wheel (steering operation tool)
A1 1st operation amount A2 2nd operation amount D1 Predetermined distance GL Automatic steering target line (travel route)
TA reference direction

Claims

Steering control tools for steering and
A travel control unit that controls the travel of an aircraft having a travel device,
A mode switching unit that switches the control mode of the traveling control unit between the first mode and the second mode,
Equipped with an azimuth determination unit that determines the reference azimuth for automatic steering,
When the control mode of the travel control unit is the first mode, the travel control unit controls the travel of the aircraft based on the reference direction or the travel route calculated based on the reference direction.
When the control mode of the traveling control unit is the second mode, the aircraft travels in response to the operation of the steering operating tool.
The direction change unit is a process of changing the reference direction or the direction of the travel path according to the operation of the artificial operating tool when the control mode of the travel control unit is the first mode. Agricultural work machine that performs processing.
The artificial operation tool is the agricultural work machine according to claim 1, which is the steering operation tool.
The movable range of the steering operating tool is set so that the steering operating tool can be operated larger than the second operating amount, which is a larger operating amount than the first operating amount.
When the control mode of the traveling control unit is the first mode, the directional determination unit does not execute the directional change process when the operation amount of the steering operating tool is less than the first operation amount.
When the control mode of the traveling control unit is the first mode, the directional determination unit changes the direction when the operation amount of the steering operating tool is equal to or more than the first operation amount and equal to or less than the second operation amount. Execute the process and
When the control mode of the travel control unit is the first mode and the operation amount of the steering operating tool is larger than the second operation amount, the mode switching unit sets the control mode of the travel control unit to the second mode. The agricultural work machine according to claim 2, wherein the mode is switched.
When the control mode of the traveling control unit is the first mode, the traveling control unit performs a temporary turning operation in the operating direction of the artificial operating tool in response to the operation of the artificial operating tool. The agricultural work machine according to any one of claims 1 to 3, wherein the response turning control for controlling the traveling of the machine can be executed.
When the control mode of the traveling control unit is the second mode, the vehicle includes a straight-ahead determination unit that determines whether or not the aircraft has traveled straight for a predetermined distance or a predetermined time.
When the straight-ahead determination unit determines that the aircraft has traveled straight over the predetermined distance or the predetermined time, the directional determination unit is based on the straight-ahead direction performed over the predetermined distance or the predetermined time. The agricultural work machine according to any one of claims 1 to 4, wherein the reference direction is determined.
The item according to any one of claims 1 to 5, which includes a setting unit that accepts an artificial operation input and can set the amount of change in the reference direction or the direction of the traveling route in the direction change process by the operation input. The listed agricultural work machine.
The control mode of the direction changing unit can be switched between a permission mode in which the execution of the direction change process is permitted and a prohibition mode in which the execution of the direction change process is prohibited.
The agricultural work machine according to claim 6, wherein the setting unit is configured so that the control mode of the direction determination unit can be switched by the operation input.
The agricultural work machine according to claim 6 or 7, wherein the setting unit is configured so that the change amount can be changed in predetermined angle increments by the operation input.
The agricultural work machine according to any one of claims 6 to 8, wherein the setting unit is configured not to accept the operation input for setting the change amount while the machine is running.
It is an agricultural work machine control program that controls an agricultural work machine including a steering operation tool for steering and an airframe having a traveling device.
A travel control function that controls the travel of the aircraft and
A mode switching function for switching the control mode of the traveling control function between the first mode and the second mode, and
The computer has a directional determination function that determines the reference directional direction for automatic steering.
When the control mode of the travel control function is the first mode, the travel control function controls the travel of the aircraft based on the reference direction or the travel route calculated based on the reference direction.
When the control mode of the travel control function is the second mode, the aircraft travels in response to the operation of the steering operation tool.
The direction determination function is a process of changing the reference direction or the direction of the travel path according to the operation of the artificial operating tool when the control mode of the travel control function is the first mode. Agricultural machine control program that executes processing.
A recording medium on which a farm work machine control program for controlling a farm work machine including a steering operation tool for steering and an airframe having a traveling device is recorded.
A travel control function that controls the travel of the aircraft and
A mode switching function for switching the control mode of the traveling control function between the first mode and the second mode, and
The computer has a directional determination function that determines the reference directional direction for automatic steering.
When the control mode of the travel control function is the first mode, the travel control function controls the travel of the aircraft based on the reference direction or the travel route calculated based on the reference direction.
When the control mode of the travel control function is the second mode, the aircraft travels in response to the operation of the steering operation tool.
The direction determination function is a process of changing the reference direction or the direction of the travel path according to the operation of the artificial operating tool when the control mode of the travel control function is the first mode. A recording medium on which the agricultural work machine control program that executes the processing is recorded.