WO2023127640A1 - Engin de chantier et système de commande pour engin de chantier - Google Patents

Engin de chantier et système de commande pour engin de chantier Download PDF

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Publication number
WO2023127640A1
WO2023127640A1 PCT/JP2022/047105 JP2022047105W WO2023127640A1 WO 2023127640 A1 WO2023127640 A1 WO 2023127640A1 JP 2022047105 W JP2022047105 W JP 2022047105W WO 2023127640 A1 WO2023127640 A1 WO 2023127640A1
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Prior art keywords
automatic steering
mode
steering
switching
operation tool
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PCT/JP2022/047105
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English (en)
Japanese (ja)
Inventor
久保田祐樹
太田一輝
Original Assignee
株式会社クボタ
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Publication of WO2023127640A1 publication Critical patent/WO2023127640A1/fr

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    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
    • A01B69/00—Steering of agricultural machines or implements; Guiding agricultural machines or implements on a desired track

Definitions

  • the present invention relates to a work vehicle and a control system for the work vehicle.
  • Patent Document 1 discloses a work vehicle (a “rice transplanter” in the document) that is automatically steered based on a preset traveling reference (a “teaching direction” in the document). (“automatic straight-ahead mode” in the document) and manual steering (“manual mode” in the document).
  • the already set driving standard may be temporarily deleted, or multiple redundant driving standards may be set. There is a possibility that management will be forced. In this case, operators and administrators need to work hard.
  • An object of the present invention is to provide a work vehicle and a control system for the work vehicle that are capable of various automatic steering while reducing the labor required for setting the driving standards.
  • a work vehicle is a work vehicle that travels while switching between manual steering and automatic steering, has a steerable travel device, and a plurality of control modes, and controls the travel device to travel the machine body. and a steering control unit capable of executing the automatic steering to automatically run according to a standard, wherein the steering control unit sets the control mode to the automatic steering based on the preset running standard. and a second automatic steering mode in which the automatic steering is performed after the driving standard is determined by driving with the artificial steering, and the control mode is switched. It is characterized by comprising a switching operation tool that accepts a manual operation for switching.
  • the steering control unit has a first automatic steering mode and a second automatic steering mode as a plurality of control modes. It has a configuration that can be changed to two automatic steering modes.
  • the second automatic steering mode automatic steering is performed after determining the driving standard by driving with manual steering. For this reason, for example, when the operator desires temporary automatic steering based on a standard different from the preset driving standard, the control mode is changed to the second automatic steering mode by operating the switching operation tool.
  • Temporary automatic steering can be easily performed by switching to . Therefore, the present invention does not require the operator or administrator to temporarily delete the already set driving criteria or be forced to manage a plurality of superfluous driving criteria. As a result, it is possible to realize a working vehicle capable of various automatic steering while reducing the labor required for setting the driving standard.
  • the technical features of the work vehicle of the present invention can also be applied to a control system for a work vehicle that travels while switching between manual steering and automatic steering using a steerable traveling device.
  • the control system includes a steering control unit that has a plurality of control modes and is capable of executing the automatic steering that controls the travel device to automatically travel the work vehicle according to travel standards.
  • the control unit selects the control mode from a first automatic steering mode in which the automatic steering is performed based on the preset driving reference, and a first automatic steering mode in which the automatic steering is performed after the driving reference is determined by driving with the artificial steering. and a second automatic steering mode for switching between the control modes, and a switching operation tool for receiving a manual operation for switching the control mode.
  • the driving reference is a direction that serves as a reference for performing the automatic steering.
  • the driving reference is a route that serves as a reference for performing the automatic steering.
  • the switching operation tool is provided above the steering operation tool.
  • the steering operation tool and the switching operation tool are arranged vertically, and the switching operation tool is positioned above the steering operation tool. Therefore, the operator can operate the switching operation tool only by moving one hand upward from the steering operation tool.
  • the switching operation tool includes a first operation unit that receives a human operation for switching the control mode to the first automatic steering mode, and a human operation for switching the control mode to the second automatic steering mode. It is preferable to have a second operation unit that accepts.
  • the control mode can be switched to the first automatic steering mode by operating the first operation unit.
  • the second operation unit is operated to switch the control mode to the second automatic steering mode. be able to.
  • the operator can perform temporary automatic steering based on a standard other than the preset driving standard, simply by operating the second operation unit. Therefore, there is no need to re-set extra driving standards for temporary automatic steering, and the operator can easily handle the automatic steering function.
  • each of the first operation section and the second operation section is a button-type switch shown in a different color.
  • the switching operation tool includes a first instruction operation tool that accepts a human operation for setting a starting point in the teaching run that presets the running standard used in the first automatic steering mode, and an end point in the teaching run. and a second instruction operation tool for accepting a manual operation for setting the .
  • the start point and the end point of the teaching run can be set by operating the first instruction operation tool and the second instruction operation tool, and the first instruction operation tool and the second instruction operation tool are used as the switching operation tool.
  • the operator or administrator can decide where to place the first instruction operation tool and the second instruction operation tool. Easy to remember.
  • the switching operation tool has an azimuth setting operation tool for accepting a manual operation for presetting the azimuth of the driving reference used in the first automatic steering mode.
  • an operator, manager, or the like can determine the driving reference by setting the driving reference direction in advance while operating the direction operation tool. Therefore, the operator, manager, etc. can easily set the travel reference without performing the teaching travel described above.
  • the first automatic steering mode includes a main mode in which the automatic steering is performed based on the preset running standard, and a sub mode automatically generated based on the preset running standard or the relevant running standard. and a secondary mode in which the automatic steering is performed based on a driving standard, and the switching operation device preferably has a change operation device that receives a manual operation for switching between the primary mode and the secondary mode.
  • FIG. 4 is a block diagram showing an input relationship between a switching operation tool and a control section;
  • FIG. FIG. 4 is a diagram showing control modes in a steering control unit;
  • FIG. 10 is a diagram for setting a main reference bearing using a switching operation tool;
  • FIG. 10 is a diagram for setting a main reference bearing using a switching operation tool;
  • FIG. 10 is a diagram showing transition from a manual steering mode to a first automatic steering mode using a switching operation tool;
  • FIG. 10 is a diagram showing transition from a manual steering mode to a second automatic steering mode using a switching operation tool;
  • FIG. 10 is a diagram for switching the display of the display device to information related to automatic steering using a screen switching button;
  • FIG. 4 is a diagram showing a display of a display device that displays information regarding automatic steering;
  • FIG. 4 is a diagram showing a display of a display device that displays information regarding automatic steering;
  • the machine body 10 of the combine harvester 1 includes a crawler traveling device 11, a riding section 12, a threshing device 13, a grain tank 14, a harvesting section 15, a conveying section 16, and a grain discharging device 18. It is
  • the traveling device 11 is driven by power from an engine (not shown). Incidentally, the traveling device 11 may be wheels. An operator (passenger) who operates or monitors the combine harvester 1 can board the boarding section 12 . A seat 12A is provided in the boarding section 12, and an operator can sit on the seat 12A. Incidentally, the operator may remotely control the combine harvester 1 from outside the combine harvester 1 .
  • the harvesting part 15 is provided in the front part of the fuselage 10 .
  • the conveying section 16 is provided behind the harvesting section 15 .
  • the harvesting section 15 and the conveying section 16 are configured to be able to move up and down with respect to the body portion (the traveling device 11, the riding section 12, the threshing device 13, the grain tank 14, etc.) of the machine body 10 via cylinders (not shown). ing. That is, the harvesting unit 15 and the conveying unit 16 move vertically to a working position where the crops in the field can be harvested by descending to the field and a non-working position which is separated from the field and cannot harvest the crops in the field. It is constructed so that it can be raised and lowered.
  • the harvesting unit 15 harvests crops in fields.
  • the combine 1 is capable of reaping travel in which the traveling device 11 travels while the harvesting unit 15 reaps planted grain stalks in a field.
  • the "work travel” in the present embodiment is specifically reaping travel.
  • the "work travel” may be performed while traveling while performing work other than harvesting planted grain culms.
  • the harvested grain culms harvested by the harvesting unit 15 are transported to the rear of the machine body by the transporting unit 16 . As a result, the harvested grain culms are conveyed to the threshing device 13 .
  • Harvested grain culms are threshed by a threshing device 13 .
  • Grains obtained by the threshing process are stored in the grain tank 14 .
  • the grains stored in the grain tank 14 are discharged out of the machine by the grain discharging device 18 as required.
  • the threshing device 13, the grain tank 14, and the like may be included in the machine body 10.
  • the display device 4 is arranged in the riding section 12 .
  • the display device 4 is, for example, a liquid crystal monitor or an organic LED monitor, and is configured to display various information.
  • the display device 4 is fixed to the riding section 12 .
  • the present invention is not limited to this, and the display device 4 may be configured to be detachable from the riding section 12 , or the display device 4 may be positioned outside the combine harvester 1 .
  • the combine 1 is configured to enable manual steering travel and automatic steering travel.
  • Manual steering traveling means traveling by manual steering by the operator.
  • automatic steering travel means traveling by automatic steering.
  • Autopilot means steering automatically.
  • Autopilot driving may or may not include large turns such as ⁇ -turns and U-turns. Further, automatic steering travel may or may not include backward travel.
  • the riding section 12 is provided with a main shift lever 40 and an auxiliary shift switch 41 (see FIG. 3).
  • the main shift lever 40 is provided in the left area of the riding section 12 . If the operator operates the main shift lever 40 while the combine harvester 1 is performing manual steering travel or automatic steering travel, the vehicle speed of the combine harvester 1 changes. That is, the operator can change the vehicle speed of the combine harvester 1 by operating the main shift lever 40 when the combine harvester 1 is performing manual steering travel or automatic steering travel. The operator moves the main gearshift lever 40 to a forward operation position where the combine 1 is moved forward while changing the vehicle speed, a neutral position where the combine 1 is stopped, a reverse operation position where the combine 1 is moved backward while changing the vehicle speed, can be operated.
  • the subtransmission switch 41 is configured to be able to switch a subtransmission (for example, a multi-stage transmission) (not shown) between a traveling shift state and a work shift state.
  • the auxiliary shift switch 41 is provided at the free end portion of the main shift lever 40 , but may be provided at a location other than the main shift lever 40 .
  • the sub-transmission switch 41 may be, for example, a lever-type operating tool.
  • the riding section 12 is provided with a steering lever 42 and a switching operation tool 43 .
  • the steering lever 42 is supported by a right front pillar of the riding section 12 .
  • the steering lever 42 is adjacent to the front of the lift door in the riding section 12 . That is, the steering lever 42 is provided in the right region of the riding section 12 .
  • the switching operation tool 43 is provided in the right side region (the side where the steering lever 42 is located) of the riding section 12 and is provided above the steering lever 42 .
  • the steering lever 42 corresponds to the "steering operation tool" of the present invention.
  • the steering lever 42 is a stick-type lever that swings back and forth and left and right, and receives manual steering (artificial steering) by an operator.
  • manual steering artificial steering
  • the harvesting section 15 and the conveying section 16 move up and down.
  • the harvesting section 15 descends to the working position, and when the operator operates the steering lever 42 backward, the harvesting section 15 rises to the non-working position.
  • the switching operation tool 43 includes a first operation button 43A, a second operation button 43B, a first instruction operation button 43C, a second instruction operation button 43D, an orientation setting operation button 43E, A change operation button 43F, a sensitivity switching button 43G, and a screen switching button 43H are provided.
  • the switching operation tool 43 is provided with eight push buttons.
  • the first operating button 43A corresponds to the "first operating section" of the present invention
  • the second operating button 43B corresponds to the "second operating section" of the present invention.
  • the colors of characters and figures written on the first operation button 43A, the first instruction operation button 43C, the second instruction operation button 43D, the direction setting operation button 43E, and the change operation button 43F are the same.
  • the color of the characters and graphics written on the second operation button 43B is blue, which is different from the color of the characters and graphics written on the first operation button 43A.
  • the first operation button 43A and the second operation button 43B are button-type switches shown in different colors.
  • the colors of the characters and figures written on the sensitivity switching button 43G and the screen switching button 43H are different from the colors of the characters and figures written on the first operation button 43A and the second operation button 43B. be.
  • the first instruction operation button 43C corresponds to the "first instruction operation tool” of the present invention
  • the second instruction operation button 43D corresponds to the "second instruction operation tool” of the present invention
  • the direction setting operation button 43E corresponds to the "direction setting operation tool” of the present invention
  • the change operation button 43F corresponds to the "change operation tool” of the present invention.
  • the combine harvester 1 is equipped with a satellite positioning device 80 shown in FIG. 2 and an inertial measurement device 81 shown in FIG.
  • the satellite positioning device 80 receives positioning signals from artificial satellites (not shown) used in GNSS (global satellite navigation system such as GPS, GLONASS, Galileo, QZSS, BeiDou, etc.).
  • the inertial measurement device 81 is, for example, a gyro acceleration sensor or a magnetic direction sensor, and detects over time the angular velocity of the yaw angle of the body 10 of the combine harvester 1 and the acceleration in three mutually orthogonal axial directions. In other words, the inertial measurement device 81 complements satellite navigation by the satellite positioning device 80 .
  • the inertial measurement device 81 may be incorporated in the satellite positioning device 80 or may be arranged at a location separate from the satellite positioning device 80 .
  • the combine 1 has a control section 20 .
  • the control unit 20 has a detection unit 21 , a vehicle position calculation unit 22 , a vehicle direction calculation unit 23 , a display control unit 24 and a steering control unit 30 .
  • each element such as the control unit 20 and the steering control unit 30 included in the control unit 20 may be a physical device such as a microcomputer, or may be a software module. and software.
  • control unit 20 includes a storage device.
  • This storage device is preferably a non-volatile memory (eg flash memory).
  • the storage device temporarily or permanently stores data generated by each functional unit of the control unit 20 .
  • a positioning signal from the satellite positioning device 80 and a detection result from the inertial measurement device 81 are input to the control unit 20 .
  • a positioning signal from the satellite positioning device 80 is sent to the vehicle position calculator 22 .
  • a result of detection by the inertial measurement device 81 is sent to the vehicle direction calculator 23 .
  • each of the main transmission lever 40, the sub-transmission switch 41, the steering lever 42, the reaping and threshing clutch 44, and the harvest height sensor 45 is configured to output a signal when operated. is input to the detection section 21 of the control section 20 . That is, the detection unit 21 detects signals from the main shift lever 40 , the sub shift switch 41 , the steering lever 42 , the reaping and threshing clutch 44 , and the harvest height sensor 45 . These signals are sent from the detector 21 to the steering controller 30 .
  • the harvesting and threshing clutch 44 is configured to be able to transmit power to each of the threshing device 13 and the harvesting section 15 .
  • the harvesting and threshing clutch 44 is configured to be switchable between a power transmission state in which power is transmitted to the threshing device 13 and the harvesting section 15 and a power non-transmission state in which power is not transmitted to the threshing device 13 and the harvesting section 15 .
  • the harvesting height sensor 45 detects the height of the harvesting section 15 . Therefore, the harvesting height sensor 45 is configured to be able to detect the state in which the harvesting section 15 is positioned at the working position or the non-working position.
  • the own vehicle position calculation unit 22 calculates the position coordinates of the aircraft 10 over time based on the positioning data output by the satellite positioning device 80 . As a result, the vehicle position calculator 22 acquires the position coordinates of the airframe 10 .
  • the vehicle direction calculation unit 23 receives the position coordinates of the aircraft 10 from the vehicle position calculation unit 22 . Then, the vehicle azimuth calculation unit 23 calculates the attitude and azimuth of the aircraft 10 based on the detection result of the inertial measurement device 81 and the position coordinates of the aircraft 10 .
  • the posture and orientation of the machine body 10 is the direction in which the machine body 10 moves forward or backward when the speed difference between the left and right crawlers in the traveling device 11 is zero or substantially zero.
  • the own vehicle direction calculation unit 23 calculates the initial attitude heading.
  • the vehicle orientation calculation unit 23 integrates the angular velocity detected by the inertial measurement device 81 during the certain period of travel. , the amount of change in orientation is calculated.
  • the vehicle orientation calculation unit 23 updates the calculation result of the orientation. After that, the amount of change in the posture direction is similarly calculated at regular time intervals, and the calculation result of the posture direction is sequentially updated. With the configuration described above, the vehicle azimuth calculation unit 23 calculates the azimuth of the airframe 10 .
  • the display control unit 24 controls the display device 4 so that the display device 4 displays various screens according to the state of the combine harvester 1 .
  • the display control unit 24 is configured to switch the screen displayed on the display device 4 based on the control mode of the steering control unit 30 and the operation signal from the switching operation tool 43. It is configured.
  • the steering control unit 30 is configured to be able to execute automatic steering by controlling the traveling device 11 to automatically drive the machine body 10 along an automatic steering target line GL, which will be described later.
  • the steering control section 30 has a plurality of control modes for controlling the steering of the travel device 11 . This control mode can be switched between a plurality of modes including a manual steering mode in which automatic steering is not performed and an automatic steering mode in which automatic steering can be performed.
  • the multiple types of automatic steering modes include a first automatic steering mode and a second automatic steering mode.
  • a control signal corresponding to the operation of the steering lever 42 is input to the steering control section 30 .
  • the steering control unit 30 controls the running of the body 10 by controlling the running device 11 according to the manual steering control signal.
  • the combine 1 performs manual steering traveling when the control mode of the steering control unit 30 is the manual steering mode.
  • the steering control unit 30 When the control mode of the steering control unit 30 is the first automatic steering mode or the second automatic steering mode, the steering control unit 30 causes the combine 1 to perform automatic steering traveling based on the automatic steering control signal. Control the device 11 .
  • the first automatic steering mode is a control mode in which automatic steering is performed based on a preset main reference heading TA1.
  • the second automatic steering mode is a control mode in which automatic steering is performed based on the reference bearing TB immediately after the reference bearing TB is determined by running straight by manual steering.
  • the main reference azimuth TA1 and the reference azimuth TB correspond to the "travel reference” of the present invention.
  • the secondary reference bearing TA2 and the automatic steering target line GL which will be described later, also correspond to the "driving reference” of the present invention. It should be noted that "straight running” also includes a running mode in which the vehicle runs substantially straight.
  • the control mode of the steering control unit 30 is initially set to the manual steering mode. Further, the control mode of the steering control unit 30 may be initially set to the first automatic steering mode or the second automatic steering mode when the combine 1 is started or powered on.
  • the steering control unit 30 includes a mode switching unit 31, a straight travel determination unit 32, an orientation determination unit 33, a route generation unit 34, and a travel control unit 35.
  • the mode switching section 31 is configured to be able to switch the control mode of the steering control section 30 .
  • the mode switching section 31 switches the control mode of the steering control section 30 based on the operation signal from the switching operation tool 43 and the state of the harvesting section 15 .
  • the switching operation tool 43 receives a manual operation (artificial operation) for switching the control mode of the steering control section 30 .
  • the first operation button 43A receives a manual operation for switching the control mode of the steering control section 30 to the first automatic steering mode.
  • the second operation button 43B receives a manual operation for switching the control mode of the steering control section 30 to the second automatic steering mode.
  • the straight travel determination unit 32 determines whether or not the aircraft 10 has traveled straight in the same direction over a predetermined distance.
  • the azimuth determination unit 33 determines the main reference azimuth TA1 for executing automatic steering when the steering control unit 30 is in the first automatic steering mode. Further, when the steering control unit 30 is in the second automatic steering mode, the azimuth determination unit 33 determines a reference azimuth TB for executing automatic steering.
  • the route generator 34 generates an automatic steering target line GL that extends linearly along the determined travel reference (main reference bearing TA1, reference bearing TB, etc.).
  • the automatic steering target line GL is a route that serves as a reference for automatic steering.
  • the travel control unit 35 is configured to be able to control the travel device 11 so that the vehicle travels straight along the automatic steering target line GL.
  • the travel control unit 35 controls travel of the body 10 by controlling the travel device 11 .
  • the azimuth determination unit 33 is configured to be able to determine the main reference azimuth TA1.
  • the main reference azimuth TA1 is a reference azimuth for automatic steering. Driving the aircraft 10 straight in the same direction for a predetermined distance in order to set the main reference heading TA1 is referred to as "teaching driving”.
  • the teaching run in this embodiment will be explained based on FIG.
  • the first instruction operation button 43C When the operator presses the first instruction operation button 43C, the position of the aircraft 10 at the operation timing of the first instruction operation button 43C is registered as the first point Y1.
  • the first point Y1 is the starting point of the teaching run. That is, the first instruction operation button 43C accepts a manual operation for setting the first point Y1 in the teaching run for presetting the main reference direction TA1 used in the first automatic steering mode.
  • the position of the machine body 10 at the time when the long press is started or one second has passed is the first point Y1. It may be a configuration registered as.
  • the lamp 43c (see FIG. 3) of the first instruction operation button 43C lights up.
  • the straight travel determination unit 32 shown in FIG. 3 determines whether or not the aircraft 10 has traveled straight in the same direction over the predetermined distance D1 in the manual steering mode. Specifically, a signal indicating the operating state of the steering lever 42 is sent from the steering lever 42 to the steering control section 30 via the detection section 21 . Based on this signal, the straight travel determination unit 32 determines over time whether the steering lever 42 is being operated in the left-right direction.
  • the predetermined distance D1 is not particularly limited, it may be 1 meter, for example.
  • the position coordinates of the aircraft 10 are sent from the own vehicle position calculation unit 22 to the steering control unit 30 .
  • the straight travel determining unit 32 calculates the travel distance of the aircraft 10 while the steering lever 42 is not operated. When the calculated moving distance reaches the predetermined distance D1, the straight determination unit 32 determines that the aircraft 10 has traveled straight in the same direction over the predetermined distance D1. Further, when the calculated movement distance does not reach the predetermined distance D1, the straight determination unit 32 determines that the aircraft 10 has not traveled straight over the predetermined distance D1.
  • the aircraft at the operation timing of the second instruction operation button 43D The position of 10 is registered as the second point Y2.
  • the second point Y2 is the end point of the teaching run. That is, the second instruction operation button 43D receives a manual operation for setting the second point Y2 in the teaching run.
  • the second instruction operation button 43D In order to prevent erroneous operation by the operator, when the operator presses and holds the second instruction operation button 43D for, for example, one second, the position of the machine body 10 at the time when the long press is started or one second has passed is the second point Y2. It may be a configuration registered as. When the second point Y2 is registered, the lamp 43d (see FIG. 3) of the second instruction operation button 43D lights up. If the operator presses the second instruction operation button 43D while the first point Y1 is not set, neither the first point Y1 nor the second point Y2 is set.
  • the azimuth determination unit 33 determines the main reference azimuth TA1 based on the direction of the line connecting the first point Y1 and the second point Y2.
  • the operator presses at least one of the first instruction operation button 43C and the second instruction operation button 43D. is pressed for, for example, one second, the setting of the main reference azimuth TA1 is canceled. At this time, the lamps 43c and 43d are turned off.
  • the lamps 43c and 43d are lit with the main reference direction TA1 determined based on the direction of the line connecting the first point Y1 and the second point Y2. is turned off in a state in which the main reference direction TA1 has not been determined based on the direction of the line connecting the .
  • the main reference azimuth TA1 can also be set by the method shown in FIG.
  • the display control unit 24 controls the display device 4 to display the orientation setting screen 52 based on the operation signal from the orientation setting operation button 43E. That is, the azimuth setting operation button 43E accepts a manual operation for presetting the azimuth of the main reference azimuth TA1 used in the first automatic steering mode.
  • the azimuth setting screen 52 can also be displayed by the operator operating a button (not shown, for example, a cross button, etc.) provided on the display device 4 .
  • the azimuth setting screen 52 displayed on the display device 4 is a screen for setting numerical values in the range of 0 to 360 degrees clockwise with true north as 0 degrees.
  • the operator can manually set the numerical value in the range of 0 to 360 degrees.
  • the azimuth determination section 33 determines the main reference azimuth TA1 based on the numerical value set by the operator within the range of 0 to 360 degrees.
  • the lamp 43e (see FIG. 3) of the direction setting operation button 43E lights up.
  • the lamp 43e lights up when the main reference azimuth TA1 is determined based on the numerical value set by the operator on the azimuth setting screen 52, and the main reference azimuth TA1 is determined based on the numerical value set on the azimuth setting screen 52 by the operator. The light goes off when the
  • the azimuth setting screen 52 is not limited to a configuration in which true north is displayed as 0 degrees, and may be configured to display either north, south, east, or west as 0 degrees. Also, the orientation setting screen 52 may be configured to set a range of 0 to 360 degrees counterclockwise.
  • the main reference azimuth TA1 can be set by the operator by operating the first instruction operation button 43C and the second instruction operation button 43D. It can also be set by setting The control mode of the steering control unit 30 when the main reference bearing TA1 is set may be the manual steering mode or the automatic steering mode.
  • the control unit 20 includes a storage device (not shown). Once the primary reference bearing TA1 is determined, the primary reference bearing TA1 is stored in the storage device.
  • the storage device may be configured to temporarily store the main reference azimuth TA1, or may be configured to permanently store the main reference azimuth TA1.
  • the azimuth determination unit 33 determines the main reference azimuth TA1, it also sets the sub-reference azimuth TA2 as shown in FIG.
  • the secondary reference azimuth TA2 is oriented 90 degrees with respect to the main reference azimuth TA1. That is, the secondary reference azimuth TA2 is automatically set so as to face an azimuth that is 90 degrees off the main reference azimuth TA1. Details will be described later, but as shown in FIG. 4, the first automatic steering mode of this embodiment includes a primary mode and a secondary mode, and the secondary reference heading TA2 is used in the secondary mode.
  • the azimuth determination unit 33 may be configured to set the secondary reference azimuth TA2 when the control mode of the steering control unit 30 is switched to the sub mode.
  • the set secondary reference azimuth TA2 is stored in a storage device (not shown).
  • the secondary reference azimuth TA2 corresponds to the "secondary traveling reference" of the present invention.
  • the first automatic steering mode will be described with reference to FIGS. 3, 4 and 7.
  • FIG. The first operation button 43A receives a manual operation for switching the control mode of the steering control section 30 to the first automatic steering mode.
  • the operation of pressing the first operation button 43A is indicated as "operation #01" in FIGS.
  • operation #01 When operation #01 is performed, the mode switching unit 31 switches the control mode of the steering control unit 30 from the manual steering mode to the first automatic steering mode.
  • the lamp 43a (see FIG. 3) of the first operation button 43A lights up.
  • the first automatic steering mode has a ready state and an automatic steering state.
  • the preparatory state is a state in which preparations are made to start automatic steering, and manual steering by the operator continues in this preparatory state.
  • the automatic steering state is a state in which automatic steering is actually performed.
  • the mode switching unit 31 switches the control mode of the steering control unit 30 to the first automatic steering mode, as shown in FIG. Switch from automatic steering mode to manual steering mode.
  • the mode switching unit 31 switches the control mode of the steering control unit 30 to the second automatic steering mode, as shown in FIG. - Switch to autopilot mode. Again, the first autopilot mode starts from the ready state.
  • a guidance screen prompting the operator to set (determine) the main reference bearing TA1 is displayed on the display device 4. It may be a configuration.
  • FIG. 7 shows a state in which operation #01 is performed at point P1 and the control mode of the steering control unit 30 is switched from the manual steering mode to the first automatic steering mode. From the point P1, a transition is made to the preparation state of the first automatic steering mode.
  • the steering control unit 30 determines whether condition #01 or condition #02 for shifting to the automatic steering state is satisfied.
  • the display control unit 24 causes the display device 4 to display a guidance screen prompting the operator to perform an operation for shifting to the automatic steering state.
  • the operator manually operates the combine harvester 1 in order to prepare the conditions for shifting to the automatic steering state. That is, based on the preparation state of the first automatic steering mode, the operator manually steers so that the azimuth and attitude of the airframe 10 are aligned with the main reference azimuth TA1 or the sub-reference azimuth TA2.
  • FIG. 7 shows a state in which the aircraft 10 is traveling between points P1 and P3 based on manual steering with the first automatic steering mode in the ready state.
  • Condition #01 and Condition #02 for shifting the first automatic steering mode from the preparation state to the automatic steering state include the following condition item No. 1 to 5 are included.
  • Condition item No. 1 A state in which the aircraft 10 is moving forward based on the calculation result of the own vehicle position calculation unit 22 .
  • Condition item No. 2 The state of the main gear shift lever 40 provided on the riding section 12 is set to the forward operation position described above.
  • Condition item No. 3 The subtransmission switch 41 is in the above-described working shift state (the subtransmission device, not shown, is in the working shift state).
  • Condition item No. 4 The clutch for power transmission to the harvesting section 15 is in the power transmission state.
  • Condition item No. 5 Harvesting section 15 is lowered to the above working position.
  • the first automatic steering mode of this embodiment includes a primary mode and a secondary mode.
  • the main mode is a mode in which automatic steering is performed based on a preset main reference heading TA1.
  • the sub mode is a mode in which automatic steering is performed based on the main reference azimuth TA1 or the sub reference azimuth TA2 automatically generated based on the main reference azimuth TA1.
  • the switching operation tool 43 has a change operation button 43F.
  • the change operation button 43F accepts a manual operation for switching between the main mode and the sub mode.
  • the operation of pressing the change operation button 43F is shown as "operation #03" in FIG. That is, every time operation #03 is performed, the main mode and the sub mode are alternately switched. Operation #03 can also be accepted in the manual steering mode.
  • the lamp 43f (see FIG. 3) of the change operation button 43F lights when the control mode of the steering control unit 30 is set to the sub mode, and lights when the control mode of the steering control unit 30 is set to the main mode. turn off at
  • Condition #01 for shifting the first automatic steering mode to the automatic steering state includes the following condition item No. 6 are included.
  • condition #01 for shifting the first automatic steering mode to the automatic steering state is condition item No. It is to satisfy all of 1 to 6.
  • the steering control unit 30 When the control mode of the steering control unit 30 is set to the sub mode, one of the main reference direction TA1 and the sub reference direction TA2 is used for automatic steering in the first automatic steering mode. In the sub mode, the steering control unit 30 selects one of the main reference azimuth TA1 and the sub reference azimuth TA2, which has a smaller azimuth deviation with respect to the attitude azimuth of the airframe 10 calculated by the own vehicle azimuth calculation unit 23. .
  • the primary reference azimuth TA1 is selected in the primary mode, and either the primary azimuth TA1 or the secondary azimuth TA2, which has a smaller azimuth deviation with respect to the attitude azimuth of the airframe 10, is selected in the secondary mode. be done.
  • condition #02 for shifting the first automatic steering mode to the automatic steering state includes the following condition item No. 7 are included.
  • condition #02 for shifting the first automatic steering mode to the automatic steering state is condition item No. It is to satisfy all of 1 to 5 and 7.
  • the route generator 34 When the first automatic steering mode is in the ready state and condition #01 or condition #02 is satisfied, it is possible to switch to the automatic steering state.
  • the route generator 34 When the aircraft 10 travels the predetermined distance D2 in this state, the route generator 34 generates the automatic steering target line GL, and the first automatic steering mode shifts from the preparation state to the automatic steering state.
  • FIG. 7 shows a state where condition #01 or condition #02 is satisfied at point P3, and the aircraft 10 travels a predetermined distance D2 between points P3 and P4.
  • the predetermined distance D2 is not particularly limited, it may be 1 meter, for example.
  • the route generator 34 When the first automatic steering mode transitions to the automatic steering state, the route generator 34 generates an automatic steering target line GL as shown in FIG.
  • the automatic steering target line GL passes through a specific reference point K on the fuselage 10 in plan view and extends in a direction along a selected one of the main reference azimuth TA1 and the sub-reference azimuth TA2.
  • Information indicating the automatic steering target line GL is then sent from the route generator 34 to the travel controller 35 .
  • the travel control unit 35 calculates the position coordinates of the aircraft 10 received from the own vehicle position calculation unit 22. , the travel of the combine harvester 1 is controlled based on the attitude direction of the machine body 10 received from the own vehicle direction calculation unit 23 and the information indicating the automatic steering target line GL received from the route generation unit 34 . More specifically, the travel control unit 35 controls travel of the machine body 10 so that reaping travel is performed by automatic steering travel along the automatic steering target line GL. At this time, the travel control unit 35 controls the travel of the body 10, for example, so that the reference point K is positioned on the automatic steering target line GL. At this time, when the operator finely adjusts the main shift lever 40 within the range of the forward operation position described above, the vehicle speed of the combine harvester 1 changes while the automatic steering continues.
  • the steering control unit 30 performs automatic steering so that the vehicle automatically travels along the selected one of the main reference azimuth TA1 and the sub-reference azimuth TA2.
  • the steering control unit 30 terminates the automatic steering when the detection unit 21 detects "state #01" shown in FIG. 4 during the execution of the automatic steering.
  • "Status #01" is a status related to work stoppage. That is, the detection unit 21 detects that the work has stopped. In state #01, the following state item No. 1-6 are included.
  • State Item No. 1 The main shift lever 40 is operated to an operation position other than the forward operation position.
  • State Item No. 2 The subtransmission switch 41 is no longer in the work speed change state (the subtransmission device (not shown) is no longer in the work speed change state).
  • State Item No. 3 The reaping and threshing clutch 44 is in a power non-transmitting state to the harvesting section 15 .
  • State Item No. 4 The harvesting section 15 moves to the non-working position (the non-working position is detected by the harvesting height sensor 45).
  • State Item No. 5 An operation is performed to move the harvesting section 15 to the non-working position (the steering lever 42 is operated backward).
  • State Item No. 6 The steering lever 42 is operated in the left-right direction by a preset operation amount or more.
  • state #01 is state item No. Any one of 1 to 6 is detected by the detection unit 21 .
  • state #01 means that the operator selects state item No. It is to perform any one of operations 1 to 6.
  • the automatic steering is canceled and the first automatic steering mode shifts from the automatic steering state to the ready state. That is, when the detection unit 21 detects that the work is stopped during the execution of automatic steering based on the first automatic steering mode, the steering control unit 30 maintains the control mode in the first automatic steering mode and automatically performs automatic steering. exit. At this time, the lamp 43a of the first operation button 43A remains lit.
  • the operator performs an operation corresponding to state #01 at the edge of a field to temporarily stop the automatic steering, and then turns the aircraft 10 by 90 degrees or 180 degrees to set the main reference direction TA1. and the secondary reference azimuth TA2, it is possible to satisfy the above condition #01 or condition #02. As a result, the automatic steering is restarted after the automatic steering is temporarily stopped.
  • the detection unit 21 is configured to detect work stoppage when a predetermined stop condition is satisfied.
  • the stop conditions include that the main transmission lever 40 is operated to an operation position other than the forward operation position, that the sub-transmission device (not shown) is no longer in the working gear shift state, and that power is transmitted to the harvesting section 15.
  • the harvesting unit 15 is moved to the non-working position, the operation for moving the harvesting unit 15 to the non-working position is performed, and the steering lever 42 is operated.
  • the mode switching unit 31 switches to the mode shown in FIG. As shown, the control mode of the steering control unit 30 is switched from the first automatic steering mode to the manual steering mode, and the automatic steering of the steering control unit 30 ends. That is, when the first operation button 43A of the switching operation tool 43 is operated during execution of automatic steering based on the first automatic steering mode, the steering control unit 30 ends the automatic steering and changes the control mode to the manual steering mode. switch to At this time, the lamp 43a of the first operation button 43A is turned off.
  • the lamp 43a is turned on when the control mode of the steering control unit 30 is the first automatic steering mode, and is turned off when the control mode of the steering control unit 30 is not the first automatic steering mode.
  • the steering amount output from the steering control unit 30 to the traveling device 11 becomes zero, and the speed difference between the left and right crawlers in the traveling device 11 becomes zero or substantially zero.
  • the travel device 11 always goes straight. That is, the steering control unit 30 controls the travel device 11 to go straight when the automatic steering ends.
  • the automatic steering based on the first automatic steering mode has a configuration that is particularly easy to use when the field is square.
  • the straight traveling direction during reaping travel is aligned, so even if the operator is a beginner, the operator can easily perform the reaping travel. 10 can be made to go straight (or almost straight).
  • the combine 1 is traveling in the middle of a field (reaping traveling while moving forward with unharvested crops on both sides of the combine 1), the front is covered with crops and the operator cannot operate the machine body 10. Even if it is difficult to visually recognize the front of the vehicle, the automatic steering based on the first automatic steering mode allows the airframe 10 to accurately travel along the automatic steering target line GL.
  • the second automatic steering mode is a control mode in which automatic steering is performed based on the reference heading TB immediately after the reference heading TB is determined by running straight by manual steering. Therefore, automatic steering based on the second automatic steering mode is possible even if the main reference heading TA1 is not set in advance. Further, even when the main reference bearing TA1 is set in advance, the stored main reference bearing TA1 is not erased, and automatic steering is possible based on the reference bearing TB different from the main reference bearing TA1. .
  • the second operation button 43B accepts a manual operation for switching the control mode of the steering control section 30 to the second automatic steering mode.
  • the operation of pressing the second operation button 43B is indicated as "operation #02" in FIGS.
  • FIG. 8 shows a state in which operation #02 is performed at point P5 and the control mode of steering control unit 30 is switched from the manual steering mode to the second automatic steering mode. From the point P5, the preparation state for the second automatic steering mode is entered. That is, when operation #02 is performed, the mode switching unit 31 switches the control mode of the steering control unit 30 from the manual steering mode to the second automatic steering mode. At this time, the lamp 43b (see FIG. 3) of the second operation button 43B lights up.
  • the second automatic steering mode has a ready state and an automatic steering state, similar to the first automatic steering mode.
  • the preparatory state is a state in which preparations are made to start automatic steering, and manual steering by the operator continues in this preparatory state.
  • the automatic steering state is a state in which automatic steering is actually performed. At the timing when the control mode of the steering control unit 30 is switched from the manual steering mode to the second automatic steering mode, first, the preparation state for the second automatic steering mode is entered. That is, the second automatic steering mode starts from the ready state.
  • the steering control unit 30 determines whether condition #03 for shifting to the automatic steering state is satisfied. At the same time, the display control unit 24 causes the display device 4 to display a guidance screen prompting the operator to perform an operation for shifting to the automatic steering state. At this time, the operator manually operates the combine harvester 1 in order to prepare the conditions for shifting to the automatic steering state.
  • the mode switching unit 31 switches the control mode of the steering control unit 30 to the second automatic steering mode, as shown in FIG. Switch from automatic steering mode to manual steering mode. Further, when the operation #02 is performed while the control mode of the steering control unit 30 is the first automatic steering mode, the mode switching unit 31 switches the control mode of the steering control unit 30 to the second automatic steering mode, as shown in FIG. Switch to autopilot mode. Again, the second autopilot mode starts from the ready state.
  • condition #03 for switching the second automatic steering mode from the ready state to the automatic steering state the above-mentioned condition item No.
  • condition item No. 8 the following condition item No. 8 are included.
  • the straight movement determining unit 32 determines that the aircraft 10 has traveled straight in the same direction over a predetermined distance D3.
  • condition #03 for shifting the second automatic steering mode from the preparation state to the automatic steering state is condition item No. It is to satisfy all of 1 to 5 and 8.
  • the predetermined distance D3 is not particularly limited, it may be 1 meter, for example.
  • the azimuth determination unit 33 determines the position of the aircraft 10 while the steering lever 42 is not operated in the left-right direction, based on the position coordinates of the aircraft 10 received from the own vehicle position calculation unit 22. 10 position coordinate transitions are stored. Then, when the straight travel determination unit 32 determines that the aircraft 10 has traveled straight in the same direction over the predetermined distance D3, the azimuth determination unit 33 sets two points out of the stored position coordinates to the second point. One point Y3 and the second point Y4 are determined.
  • the azimuth determining unit 33 determines, as the second point Y4, the position coordinates of the aircraft 10 at the point in time when the straight travel determination unit 32 determines that the aircraft 10 has traveled straight in the same direction over the predetermined distance D3. do.
  • the azimuth determination unit 33 also determines the position coordinates of the aircraft 10 at the start of the straight movement over the predetermined distance D3 as the first point Y3.
  • the start point and end point of straight running over the predetermined distance D3 are determined as the first point Y3 and the second point Y4, respectively.
  • the azimuth determination unit 33 determines the reference azimuth TB for automatic steering based on the first point Y3 and the second point Y4.
  • the azimuth determining unit 33 calculates the direction of the straight line from the first point Y3 to the second point Y4.
  • the direction of the straight line from the first point Y3 to the second point Y4 is the same as the direction of straight running over the predetermined distance D3. That is, the azimuth determining unit 33 calculates the direction of straight movement over the predetermined distance D3. Then, the azimuth determination unit 33 determines the calculated direction as the reference azimuth TB.
  • FIG. 8 shows a state where the condition #03 is satisfied at the second point Y4 and the aircraft 10 travels the predetermined distance D3 between the first point Y3 and the second point Y4.
  • the route generator 34 When the second automatic steering mode is in the ready state and the condition #03 for switching to the second automatic steering mode is satisfied, the route generator 34 generates the automatic steering target line GL. , the second automatic steering mode transitions from the ready state to the automatic steering state.
  • the route generator 34 generates an automatic steering target line GL that passes through a specific reference point K on the airframe 10 and extends in a direction along the reference bearing TB in plan view.
  • Information indicating the automatic steering target line GL is sent from the steering control unit 30 to the travel control unit 35 . That is, the steering control unit 30 performs automatic steering so that the vehicle automatically travels straight along the reference bearing TB.
  • the control mode of the travel control unit 35 when the control mode of the steering control unit 30 is the second automatic steering mode is similar to the control mode of the travel control unit 35 when the control mode of the steering control unit 30 is the first automatic steering mode. is the same as the aspect of That is, the travel control unit 35 calculates the position coordinates of the airframe 10 received from the vehicle position calculation unit 22, the attitude direction of the airframe 10 received from the vehicle orientation calculation unit 23, and the automatic steering target received from the steering control unit 30.
  • the running of the combine harvester 1 is controlled based on the information indicating the line GL.
  • the steering control unit 30 terminates the automatic steering when the detection unit 21 detects "state #01" shown in FIG. 4 during the execution of the automatic steering.
  • "Status #01" is a status related to work stoppage, and is the status item No. 1 described above. Any one of 1 to 6 is detected by the detection unit 21 .
  • state #01 means that the operator selects state item No. It is to perform any one of operations 1 to 6. That is, the detection unit 21 detects that the work has stopped.
  • the automatic steering is canceled and the second automatic steering mode shifts from the automatic steering state to the ready state.
  • the detection unit 21 detects that the work is stopped during the execution of automatic steering based on the second automatic steering mode
  • the steering control unit 30 maintains the control mode in the second automatic steering mode, and performs automatic steering. exit.
  • the lamp 43b of the second operation button 43B remains lit.
  • the mode switching unit 31 switches to the mode shown in FIG.
  • the control mode of the steering control unit 30 is switched from the second automatic steering mode to the manual steering mode, and the automatic steering by the steering control unit 30 ends. That is, when the second operation button 43B of the switching operation tool 43 is operated during execution of automatic steering based on the second automatic steering mode, the steering control unit 30 ends the automatic steering and changes the control mode to the manual steering mode. switch to At this time, the lamp 43b of the second operation button 43B is turned off.
  • the lamp 43b lights when the control mode of the steering control unit 30 is the second automatic steering mode, and turns off when the control mode of the steering control unit 30 is not the second automatic steering mode.
  • the steering amount output from the steering control unit 30 to the traveling device 11 becomes zero, and the speed difference between the left and right crawlers in the traveling device 11 becomes zero or substantially zero.
  • the travel device 11 always goes straight. That is, the steering control unit 30 controls the travel device 11 to go straight when the automatic steering ends.
  • the second automatic steering mode even if a reference bearing such as the main reference bearing TA1 is not set in advance, when the vehicle travels straight on the spot, the reference bearing TB is determined and automatic steering is possible. ing. Therefore, the second automatic steering mode enables easier automatic steering than the first automatic steering mode.
  • the second automatic steering mode is easy to use, for example, in triangular fields and polygonal fields with a pentagon or more.
  • the operator can utilize the first automatic steering mode in the intermediate driving described above in the description of the first automatic steering mode, and utilize the second automatic steering mode in driving other than the intermediate driving.
  • the operator can selectively use the first automatic steering mode and the second automatic steering mode.
  • one reference azimuth TB is set. good.
  • the configuration may be such that the reference bearing TB and another reference bearing are set.
  • the operator can turn the airframe 10 by 90 degrees, and then easily adjust the posture and heading of the airframe 10 to the direction orthogonal to the reference heading TB.
  • the automatic steering based on the second automatic steering mode can be easily resumed along the other reference bearing.
  • the display control unit 24 causes the display device 4 to selectively display a plurality of screens including a status screen 50 and a guidance screen 51 for displaying information about automatic steering. control is possible.
  • the switching operation tool 43 in this embodiment has a screen switching button 43H, and the screen switching button 43H receives a manual operation for switching the display of the display device 4 to the guidance screen 51 .
  • the screen switching button 43 ⁇ /b>H When the operator presses the screen switching button 43 ⁇ /b>H while the status screen 50 is displayed on the display device 4 , the display on the display device 4 is switched to the guidance screen 51 .
  • the display on the display device 4 may be switched to the status screen 50.
  • the display on the display device 4 may alternately switch between the status screen 50 and the guidance screen 51 each time the operator presses the screen switching button 43H.
  • a lamp 43h (see FIG. 3) provided on the screen switching button 43H may be configured to be linked with display and non-display of the guidance screen 51.
  • the guidance screen 51 is configured to be displayed by the operator operating a button (not shown, for example, a cross button, etc.) provided on the display device 4 .
  • the status screen 50 includes, for example, the vehicle speed of the combine 1, the engine speed, the position of the harvesting section 15 (working position or non-working position), the remaining amount of fuel and/or urea water, the opening of the chaff sieve (not shown), and the like. , the storage amount of the grain tank 14, and the like are displayed on the entire screen. In other words, the status screen 50 displays information about traveling and work on the entire screen.
  • a mode display portion 50A is present in the left and right center portions of the upper portion of the status screen 50.
  • the current control mode of the steering control section 30 is displayed on the mode display section 50A. That is, any one of the manual steering mode, the first automatic steering mode, and the second automatic steering mode is displayed on the mode display section 50A according to the current control mode.
  • the guidance screen 51 has two areas divided vertically.
  • a status display area 51A is displayed in the lower area of the guidance screen 51 .
  • the vehicle speed of the combine 1, the engine speed, the position of the harvesting unit 15, the remaining amount of fuel, the opening of the chaff sieve, the grain tank 14 Information about the amount of storage, etc. is displayed.
  • An automatic steering area 51B is displayed in the upper area of the guidance screen 51 .
  • Information relating to automatic steering is displayed in the automatic steering area 51B.
  • the display control unit 24 displays information about traveling and work in the lower status display area 51A of the guidance screen 51 obtained by dividing the entire screen into two, and displays information about automatic steering in the automatic steering area 51B. display.
  • the automatic steering area 51B is displayed in the upper area of the guidance screen 51. Therefore, compared to the configuration in which the automatic steering area 51B is displayed in the lower area of the guidance screen 51, it is easier for the operator to pay attention to the automatic steering area 51B.
  • a mode display section 51C exists in the upper left part of the automatic steering area 51B.
  • the same information as the information displayed on the mode display portion 50A is displayed on the mode display portion 51C.
  • an agricultural field state display portion 51D exists in the upper right portion of the automatic steering area 51B.
  • the field state display portion 51D displays information about the state of the field, and displays either "normal” or “wet”. This display is switched in conjunction with the operation of the sensitivity switching button 43G of the switching operation tool 43. FIG. That is, each time the operator presses the sensitivity switching button 43G, the display in the field state display section 51D alternately switches between "normal” and "wet paddy". Further, when the travel control unit 35 of the steering control unit 30 performs steering control of the travel device 11, the control gain of the automatic steering switches depending on whether the state of the field is "normal” or "wet field". That is, the sensitivity switching button 43G accepts a manual operation for switching the control gain of automatic steering.
  • the lamp 43g (see FIG. 3) of the sensitivity switching button 43G is turned off when the control gain for the "normal” field state is selected, and the control gain for the "wet” field state is selected. lights when is selected.
  • the background colors of the mode display section 50A and the mode display section 51C differ between the first automatic steering mode and the second automatic steering mode.
  • the background color is green for the first autopilot mode and blue for the second autopilot mode.
  • the character colors of the mode display portion 50A and the mode display portion 51C may be different between the first automatic steering mode and the second automatic steering mode.
  • the status display area 51A, the automatic steering area 51B, and the field state display section 51D may also have different background colors and character colors in the first automatic steering mode and the second automatic steering mode.
  • the automatic steering start condition is displayed in the automatic steering area 51B.
  • condition information is displayed.
  • the condition information may be the above-mentioned condition item number. 1 to 8, and is switched and displayed according to the above conditions #01 to #03. Items that meet the conditions are displayed in a different color or blinking than items that do not meet the conditions. This makes it easier for the operator to visually recognize items that satisfy the conditions.
  • the automatic steering area 51B contains the condition item No. 6 or condition item No. 7 is displayed.
  • condition item No. 6 is displayed.
  • 7 is displayed.
  • the condition item No. is set in the automatic steering area 51B.
  • a selected one of the primary reference bearing TA1 and the secondary reference bearing TA2 is displayed on the screen, and the primary reference bearing TA1 and the secondary reference bearing TA2 are not displayed simultaneously. This allows the operator to easily recognize which of the main reference azimuth TA1 and the sub-reference azimuth TA2 the attitude azimuth of the airframe 10 is closer to.
  • Condition item No. in the automatic steering area 51B If 7 is always displayed, the operator may feel annoyed. In order to avoid such an inconvenience, when the difference between the attitude direction of the airframe 10 and the main reference direction TA1 (or the secondary reference direction TA2) is equal to or less than a preset threshold, Condition item no.
  • the display control unit 24 may be configured so that 7 is displayed.
  • the threshold is set to 10 degrees, for example.
  • the display control unit 24 displays guidance prompting the operator to operate the steering lever 42 in the automatic steering area 51B according to the orientation deviation of the aircraft 10 .
  • the display control unit 24 automatically displays a message or the like prompting a right turn operation. is displayed in the display area 51B.
  • the display control unit 24 displays a message or the like prompting a left turn operation to be displayed in the automatic steering area 51B. to display.
  • the display format of the attitude azimuth of the airframe 10, the main reference azimuth TA1 and the sub-reference azimuth TA2 is not particularly limited. It may be a unit vector in the coordinate system.
  • the state in the first automatic steering mode or second automatic steering mode transitions from the ready state to the automatic steering state.
  • the display control unit 24 displays a screen for notifying the start of automatic steering in the automatic steering area 51B.
  • the display format of the screen for notifying the start of automatic steering is not particularly limited, but may be, for example, a progress bar extending from one side to the other side over time, or a numerical value (for example, the number of seconds). good.
  • the display control unit 24 displays in the automatic steering area 51B that automatic steering is being performed.
  • guidance on the operation method for canceling the automatic steering is displayed.
  • "Harvest section raised, automatic steering stop” is displayed, and this display corresponds to the status item No. 1 described above. 5.
  • the screen during automatic steering may display "automatic steering stop when main shift lever is in neutral position” or “automatic steering stop when auxiliary shift switch is in driving mode", It may be displayed that "the automatic steering is stopped by disengaging the reaping clutch” or "the automatic steering is stopped by tilting the steering lever to the left or right".
  • an automatic steering end message is displayed in the automatic steering area 51B.
  • Another example of the message displayed in the automatic steering area 51B is shown.
  • a message for starting or ending the first automatic steering mode is displayed in the automatic steering area 51B.
  • a message for starting or ending the second automatic steering mode is displayed in the automatic steering area 51B.
  • the change operation button 43F while the automatic steering area 51B is displayed on the display device 4 and the control mode of the steering control unit 30 is the first automatic steering mode
  • the main mode is displayed.
  • a message for switching to the secondary mode is displayed in the automatic steering area 51B.
  • An icon 53 is displayed at the bottom right corner of each of the status screen 50 and the guidance screen 51 , and the icon 53 indicates the control mode of the steering control section 30 .
  • the icon 53 indicates when the control mode is the manual steering mode, when the automatic steering mode (first automatic steering mode, second automatic steering mode) is ready, and when the automatic steering mode is in the automatic steering state. , the pattern is displayed differently. Also, the icon 53 is displayed in different colors depending on whether the control mode is the first automatic steering mode or the second automatic steering mode.
  • the operator can confirm the current control mode of the steering control unit 30 by the icon 53 even when the automatic steering area 51B is not displayed on the display device 4. can.
  • the control modes of the steering control unit 30 include the first automatic steering mode and the second automatic steering mode, but the automatic steering mode is different from the first automatic steering mode and the second automatic steering mode. may exist.
  • the straight travel determination unit 32 is configured to determine whether or not the aircraft 10 has traveled straight in the same direction over the predetermined distances D1, D2, and D3.
  • the straight travel determination unit 32 may be configured to determine whether or not the aircraft 10 has traveled straight in the same direction for a predetermined period of time.
  • the azimuth determining unit 33 determines the direction of straight travel for the predetermined time.
  • the predetermined time is not particularly limited, it may be one second, for example.
  • the steering lever 42 is provided on the front right portion of the riding section 12, but is not limited to this embodiment.
  • the steering lever 42 may be provided on the front left portion of the riding section 12 .
  • the steering lever 42 may be provided in a region on the right and left end sides of the riding section 12 .
  • the steering lever 42 may be provided in the left-right center region of the riding section 12 .
  • the switching operation tool 43 may not be provided on the side of the riding section 12 where the steering lever 42 is located.
  • the steering lever 42 may be a steering wheel.
  • the handle may be provided in the left-right central portion of the riding portion 12 or may be provided in the left-right end portion of the riding portion 12 .
  • the switching operation tool 43 is provided above the steering lever 42, but may be provided below the steering lever 42 or on the left and right sides thereof.
  • the reference point K is the center position of the front end of the harvesting section 15 in the left-right direction.
  • the reference point K may be the position of the satellite positioning device 80, for example, without being limited to this embodiment.
  • first operation button 43A and the second operation button 43B are shown in different colors, but the first operation button 43A and the second operation button 43B may be shown in the same color. good.
  • a first operation button 43A, a second operation button 43B, a first instruction operation button 43C, a second instruction operation button 43D, an orientation setting operation button 43E, a change operation button 43F, a sensitivity switching button 43G, and a screen switching button 43H. may not be a button, but may be a lever type switch, for example.
  • the first instruction operation button 43C and the second instruction operation button 43D are provided on the switching operation tool 43, but the first instruction operation button 43C and the second instruction operation button 43D are switched. It may be arranged at a place different from the tool 43 . Also, the first instruction operation button 43C and the second instruction operation button 43D may not be buttons, and may be lever switches, for example. Furthermore, the first instruction operation button 43C and the second instruction operation button 43D may be configured as one operation tool (for example, a lever type switch). In addition, the first instruction operation button 43C and the second instruction operation button 43D may not be provided, and the first instruction operation tool and the second instruction operation tool may be configured as voice input devices.
  • the configuration may be such that the orientation setting operation button 43E is not provided.
  • the first automatic steering mode includes a main mode and a sub mode, but it may be configured such that only the main mode exists and the sub mode does not exist. In this case, the configuration may be such that the change operation button 43F is not provided.
  • the main reference azimuth TA1, the sub-reference azimuth TA2, and the reference azimuth TB may not have directions from one to the other.
  • the main reference azimuth TA1, the sub-reference azimuth TA2, and the reference azimuth TB may indicate the inclination of a straight line in the coordinate system (for example, the inclination of a straight line passing through the first point Y1 and the second point Y2).
  • the straight line itself in the coordinate system (for example, the straight line itself passing through the first point Y1 and the second point Y2), or it may indicate the direction based on the north, south, east, and west (for example, the "north-south direction ”, “east-west direction”, etc.).
  • the second automatic steering mode is a control mode in which automatic steering is performed based on the reference bearing TB immediately after the reference bearing TB is determined by running straight by manual steering.
  • the second automatic steering mode is not limited to this embodiment.
  • the second automatic steering mode may have a configuration in which the reference bearing TB is determined, and then automatic steering is performed based on the reference bearing TB after other conditions are met.
  • the second automatic steering mode may be a configuration in which automatic steering is performed based on the reference heading TB after determining the reference heading TB by running straight by manual steering.
  • the above-described first operation button 43A and second operation button 43B may be configured as one operation tool (for example, a lever type switch). Further, the first operation button 43A and the second operation button 43B may not be provided, and the first operation section and the second operation section may be configured as a voice input device or function.
  • the above-described steering control unit 30 and switching operation tool 43 may be configured not to be provided in the combine harvester 1 .
  • the control system of the combine harvester 1 at least one of the steering control unit 30 and the switching operation tool 43 is provided in a computer not mounted on the combine harvester 1 (remote management computer, tablet terminal, smartphone, etc.). can be
  • the present invention is applicable to work vehicles. For this reason, it is not limited to the general-purpose combine harvester exemplified in this embodiment, but can be a self-throwing combine harvester, various harvesters (e.g., corn harvester, sugar cane harvester, potato harvester, beet harvester, carrot harvester). etc.), tractors, rice transplanters, fertilizing machines, self-propelled spreaders, self-propelled lawn mowers, and the like.
  • the present invention can also be applied to a control system for a work vehicle that travels while switching between manual steering and automatic steering using a steerable travel device.

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  • Soil Sciences (AREA)
  • Environmental Sciences (AREA)
  • Guiding Agricultural Machines (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

La présente invention comprend : un dispositif de déplacement orientable 11 ; une unité de commande de direction 30 qui peut exécuter une direction automatique par laquelle le dispositif de déplacement 11 est commandé pour amener un corps de machine à se déplacer automatiquement conformément à des critères de déplacement ; et un outil d'opération de commutation 43 qui accepte une opération manuelle pour commuter des modes de commande de l'unité de commande de direction 30. L'unité de commande de direction 30 est configurée pour pouvoir commuter les modes de commande entre un premier mode de direction automatique pour effectuer une direction automatique sur la base de critères de déplacement prédéfinis, et un second mode de direction automatique pour effectuer une direction automatique après que les critères de déplacement sont déterminés par déplacement avec une direction manuelle.
PCT/JP2022/047105 2021-12-28 2022-12-21 Engin de chantier et système de commande pour engin de chantier WO2023127640A1 (fr)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63233702A (ja) * 1987-03-23 1988-09-29 井関農機株式会社 移動農機の方向制御装置
JPH0367504A (ja) * 1989-08-04 1991-03-22 Iseki & Co Ltd 移動農機の方向制御装置
JP2019126280A (ja) * 2018-01-23 2019-08-01 株式会社クボタ 作業車両
JP2021108595A (ja) * 2020-01-14 2021-08-02 株式会社クボタ 農作業車
JP2022132987A (ja) * 2021-03-01 2022-09-13 株式会社クボタ 走行制御システム

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63233702A (ja) * 1987-03-23 1988-09-29 井関農機株式会社 移動農機の方向制御装置
JPH0367504A (ja) * 1989-08-04 1991-03-22 Iseki & Co Ltd 移動農機の方向制御装置
JP2019126280A (ja) * 2018-01-23 2019-08-01 株式会社クボタ 作業車両
JP2021108595A (ja) * 2020-01-14 2021-08-02 株式会社クボタ 農作業車
JP2022132987A (ja) * 2021-03-01 2022-09-13 株式会社クボタ 走行制御システム

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