WO2023127650A1

WO2023127650A1 - Work vehicle and system for controlling work vehicle

Info

Publication number: WO2023127650A1
Application number: PCT/JP2022/047178
Authority: WO
Inventors: 久保田祐樹; 太田一輝
Original assignee: 株式会社クボタ
Priority date: 2021-12-28
Filing date: 2022-12-21
Publication date: 2023-07-06
Also published as: JP2023098041A

Abstract

This work vehicle that travels while repeatedly switching between manual steering and automatic steering comprises a travel device 11 that can be steered, a work device that performs work, a steering operation tool 42 for manual steering, a steering control unit 30 that can execute automatic steering in which the travel device 11 is controlled and the vehicle body is caused to automatically travel according to a travel standard, and a detection unit 21 that detects stopping of work. The steering control unit 30 ends automatic steering when stopping of work is detected by the detection unit while automatic steering is being executed.

Description

WORKING VEHICLE AND CONTROL SYSTEM FOR WORKING VEHICLE

The present invention relates to a work vehicle and a control system for the work vehicle.

For example, a work vehicle disclosed in Japanese Patent Application Laid-Open No. 2019-076056 (“rice transplanter” in the document) is automatically steered (“automatic It is configured to be capable of running in a "steering mode") and running in a manual steering mode ("manual steering mode" in the literature). This work vehicle is configured to terminate automatic steering by detecting the edge of a ridge in a field.

Japanese Patent Application Laid-Open No. 2019-076056

By the way, it would be convenient for the automatic steering to stop when the work stoppage is detected during automatic steering, but such a work vehicle has not been seen in the prior art.

An object of the present invention is to provide a work vehicle in which automatic steering is stopped in conjunction with work stoppage, and a control system for the work vehicle.

The present invention is a work vehicle that travels while switching between manual steering and automatic steering, and includes a steerable travel device, a work device that performs work, a steering operation tool for the manual steering, and the travel device. A steering control unit capable of executing the automatic steering to automatically run the machine body according to a running standard by controlling the machine, and a detection unit detecting a stop of work, wherein the steering control unit controls the automatic steering. The automatic steering is terminated when the detecting unit detects that the work is stopped during execution.

In addition, the technical features of the work vehicle of the present invention can also be applied to a control system for a work vehicle that has a work device that performs work and travels while switching between manual steering and automatic steering with a steerable traveling device. The control system controls a work device provided in the work vehicle for performing work, a steering operation tool for manual steering, and a travel device to automatically travel the work vehicle in accordance with a travel standard. and a detection unit that detects work stoppage, wherein the steering control unit detects that the work stoppage is detected by the detection unit during execution of the automatic steering. If so, the automatic steering is terminated.

According to the present invention, a detection unit that detects work stoppage is provided, and the steering control unit ends automatic steering according to the detection result of the detection unit. Therefore, for example, when the operator manually stops the working device, the automatic steering ends in conjunction with the stopping of the working device. As a result, a work vehicle is realized in which the automatic steering is stopped in conjunction with the stoppage of work.

In the present invention, the control mode of the steering control unit is selected from a plurality of modes including a manual steering mode in which the automatic steering is not performed and an automatic steering mode in which the automatic steering can be performed. The steering control unit terminates the automatic steering while maintaining the control mode in the automatic steering mode when the detecting unit detects that the work is stopped during the execution of the automatic steering. It is preferable to

With this configuration, even if the automatic steering ends, the control mode is kept in the automatic steering mode as long as the work is stopped. Therefore, for example, even if the operator temporarily stops the working device, the automatic steering can be resumed by driving the working device again. As a result, the operator can easily stop and restart the automatic steering.

In the present invention, a switching operation tool for accepting a manual operation for switching the control mode is provided, and when the switching operation tool is operated during execution of the automatic steering, the steering control unit terminates the automatic steering, Also, it is preferable that the control mode is switched to the manual steering mode.

Even if the automatic steering is stopped, the operator may not be able to clearly recognize whether the current control mode has switched from the automatic steering mode to the manual steering mode. In this case, the operator needs to confirm the current control mode, and the confirmation work may become troublesome for the operator. With this configuration, the switching operation tool receives a manual operation for switching the control mode, so when the switching operation tool is operated, the control mode switches to the manual steering mode. Thereby, the operator can recognize that the control mode is switched to the manual steering mode by operating the switching operation tool during execution of the automatic steering.

In the present invention, the control mode can be switched between a plurality of modes including the manual steering mode and a plurality of types of automatic steering modes, and the plurality of types of automatic steering modes are preset. A first mode in which the automatic steering can be executed based on the driving standard, and a second mode in which the automatic steering can be executed after the driving standard is determined by running straight with the manual steering. preferably included.

With this configuration, for example, when the operator desires automatic steering based on a preset driving standard, the automatic steering mode can be selected as the first mode. Also, if the operator desires temporary autosteer based on criteria other than the preset driving criteria, the autosteer mode can be selected as the second mode. In other words, the operator can easily handle multiple types of automatic steering functions.

In the present invention, the detection unit is configured to detect the stoppage of work when a predetermined stop condition is satisfied, and the stop condition includes a state in which the main shift operation tool is in a position other than the forward operation position. the auxiliary transmission is no longer in the work speed change state; the clutch for transmitting power to the work device is in the non-power transmission state; and the work device is in the non-work position. It is preferable that at least one of moving, performing an operation for moving the working device to the non-working position, and operating the steering operation tool is included.

According to this configuration, the detection unit detects the stop of the work when the conditions for stopping the work device are satisfied. That is, when the operator performs an operation to stop the working device, the detection unit detects the operation and the automatic steering ends. As a result, even if the operator does not perform any special operation, the automatic steering ends in conjunction with the stoppage of the work implement.

In the present invention, it is preferable that the steering control section controls the traveling device so that the vehicle travels straight when the automatic steering ends.

At the end of automatic steering, the steering control unit sets the steering amount for the traveling device to zero. As a result, the traveling device is in a straight-ahead state.

It is a top view of a combine. It is a side view which shows the steering operation tool and switching operation tool which are arrange|positioned at the driving|running part in a combine. 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;

A mode for carrying out the present invention will be described based on the drawings. In the following description, unless otherwise specified, the direction of arrow F shown in FIGS. 1 and 2 will be referred to as "front" and the direction of arrow B will be referred to as "rear". Also, the direction of arrow L shown in FIG. 1 is defined as "left", and the direction of arrow R is defined as "right". The direction of arrow U shown in FIG. 2 is defined as "up", and the direction of arrow D is defined as "down".

[Overall configuration of combine harvester]
As shown in FIG. 1, a general-purpose combine 1, which is an example of a work vehicle, will be described. 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 who operates or monitors the combine 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. Note that the "work travel" in the present embodiment is specifically reaping travel. Incidentally, 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. Note that the threshing device 13, the grain tank 14, and the like may be included in the machine body 10.

The threshing device 13, the harvesting section 15, and the conveying section 16 correspond to the "work device" of the present invention.

In addition, as shown in FIGS. 1 and 2, 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. In this embodiment, the display device 4 is fixed to the riding section 12 . However, 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 .

Here, 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. Further, automatic steering travel means traveling by automatic steering. Autopilot means steering automatically.

Autopilot driving may or may not include large turns such as α-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 main shift lever 40 corresponds to the "main shift operating tool" of the present invention.

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 . Also, the sub-transmission switch 41 may be, for example, a lever-type operating tool.

Further, as shown in FIGS. 1 and 2 , 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 . Further, 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 by the operator. When the combine harvester 1 is traveling by manual steering, if the operator operates the steering lever 42 in the horizontal direction, a speed difference is generated between the left and right crawlers of the traveling device 11 . Thereby, the body 10 turns. That is, the operator can steer the machine body 10 by operating the steering lever 42 when the combine 1 is traveling by manual steering.

Also, when the operator operates the steering lever 42 in the longitudinal direction of the machine body 10, the harvesting section 15 and the conveying section 16 move up and down. When the operator operates the steering lever 42 forward, 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.

As shown in FIG. 3, 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. In this embodiment, the switching operation tool 43 is provided with eight push buttons.

In the present embodiment, 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. , is green. 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. In other words, 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 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 . Note that 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 .

[Structure related to control unit]
As shown in FIG. 3 , 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 . Note that 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.

Although not shown, the 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 .

Further, 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 reaping and threshing clutch 44 corresponds to the "clutch" of the present invention.

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.

More specifically, first, while the aircraft 10 is traveling, based on the current position coordinates of the aircraft 10 and the position coordinates of the aircraft 10 at the point at which it was traveling immediately before, the own vehicle direction calculation unit 23: Calculate the initial attitude heading. Next, when the airframe 10 travels for a certain period of time after the initial posture and heading is calculated, 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.

Then, by adding the thus calculated amount of change in orientation to the initial attitude orientation, 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 . In this embodiment, 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. As shown in FIG. 4 , 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.

Furthermore, as shown in FIG. 4, there are two types of automatic steering modes, a first automatic steering mode and a second automatic steering mode. In this embodiment, the multiple types of automatic steering modes include a first automatic steering mode and a second automatic steering mode. The first automatic steering mode corresponds to the "first mode" of the present invention, and the second automatic steering mode corresponds to the "second mode" of the present invention.

When the control mode of the steering control section 30 is the manual 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. As a result, the combine 1 performs manual steering traveling when the control mode of the steering control unit 30 is the manual steering mode.

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. Further, 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.

When the engine of the combine harvester 1 is started or the power is turned on, 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.

As shown in FIG. 3, 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 .

[Regarding the method of determining the reference direction]
In this embodiment, when the aircraft 10 is manually steered and travels straight in the same direction for a predetermined distance, 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. 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.

In order to prevent erroneous operation by the operator, when the operator presses and holds the first instruction operation button 43C 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 first point Y1. It may be a configuration registered as. When the first point Y1 is registered, the lamp 43c (see FIG. 3) of the first instruction operation button 43C lights up.

After registering the first point Y1, the operator manually drives the aircraft 10 straight (or substantially straight) from the first point Y1. At this time, 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. Although the predetermined distance D1 is not particularly limited, it may be 1 meter, for example.

Also, the position coordinates of the aircraft 10 are sent from the own vehicle position calculation unit 22 to the steering control unit 30 . Based on the position coordinates of the aircraft 10 received from the vehicle position calculation unit 22, 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.

When the operator presses the second instruction operation button 43D after the straight advance determination unit 32 determines that the aircraft 10 has traveled straight in the same direction 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.

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.

Then, 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.

In a state in which the main reference direction TA1 is determined 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.

Thus, 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. When the operator presses the orientation setting operation button 43E of the switching operation tool 43, 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. When the operator completes this setting, 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. At this time, 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

Note that 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.

In this manner, 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.

As described above, 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.

When 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. Note that 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.

[Regarding the first automatic steering mode]
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. 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. At this time, the lamp 43a (see FIG. 3) of the first operation button 43A lights up.

As shown in FIG. 4, 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. At the timing when the control mode of the steering control unit 30 is switched from the manual steering mode to the first automatic steering mode, first, the preparation state for the first automatic steering mode is entered. That is, the first autopilot mode starts from the ready state.

When the operation #01 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 first automatic steering mode, as shown in FIG. Switch from automatic steering mode to manual steering mode. In addition, when operation #01 is performed while the control mode of the steering control unit 30 is the second 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 first autopilot mode starts from the ready state.

When the first automatic steering mode is in the ready state and the main reference bearing TA1 has not been set (determined), 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.

When the first automatic steering mode is in the ready state, the steering control unit 30 determines whether condition #01 or condition #02 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. 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.

It should be noted that 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

When the control mode of the steering control unit 30 is set to the main mode, the main reference direction TA1 is used for automatic steering in the first automatic steering mode. Condition #01 for shifting the first automatic steering mode to the automatic steering state includes the following condition item No. 6 are included.

　Condition No. 6: The difference between the attitude azimuth of the aircraft 10 calculated by the vehicle azimuth calculator 23 and the main reference azimuth TA1 is within a preset angle (for example, 3 degrees).

In other words, in this embodiment, the 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.

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. .

In other words, only 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.

When the control mode of the steering control unit 30 is set to the secondary mode, condition #02 for shifting the first automatic steering mode to the automatic steering state includes the following condition item No. 7 are included.

　Condition No. 7: The difference between the attitude azimuth of the airframe 10 calculated by the own vehicle azimuth calculator 23 and the selected one of the main reference azimuth TA1 and the sub-reference azimuth TA2 is within a preset angle (for example, 3 degrees). is.

That is, in this embodiment, the 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.

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. 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. Although the predetermined distance D2 is not particularly limited, it may be 1 meter, for example.

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 .

When the control mode of the steering control unit 30 is the first automatic steering mode and the first automatic steering mode is the automatic steering state, 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.

In this way, 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.

I will explain how to cancel the automatic steering state. 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.

In other words, state #01 is state item No. Any one of 1 to 6 is detected by the detection unit 21 . In other words, state #01 means that the operator selects state item No. It is to perform any one of operations 1 to 6. When state #01 is detected by the detector 21, 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.

For this reason, for example, 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.

In this way, 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. at least one of

When the operator presses the first operation button 43A (operation #01) while the steering control unit 30 is executing automatic steering in the first automatic steering mode, 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.

When the automatic steering is canceled, 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. As a result, 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.

In this way, the automatic steering based on the first automatic steering mode has a configuration that is particularly easy to use when the field is square. When the combine harvester 1 performs reaping travel while reciprocating inside the field, 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). Further, when 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.

[Regarding the second automatic steering mode]
The second automatic steering mode will be described with reference to FIGS. 3, 4 and 8. FIG. As described above, 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 unit 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.

As shown in FIG. 4, 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.

When the second automatic steering mode is in 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.

When operation #02 is performed while the control mode of the steering control unit 30 is the second 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 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.

　In condition #03 for switching the second automatic steering mode from the ready state to the automatic steering state, the above-mentioned condition item No. In addition to items 1 to 5, the following condition item No. 8 are included.

　Condition No. 8: The straight movement determining unit 32 determines that the aircraft 10 has traveled straight in the same direction over a predetermined distance D3.

In other words, in this embodiment, 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. Although the predetermined distance D3 is not particularly limited, it may be 1 meter, for example.

When the second automatic steering mode is in the ready state, 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.

At this time, 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.

In other words, 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.

Then, the azimuth determination unit 33 determines the reference azimuth TB for automatic steering based on the first point Y3 and the second point Y4.

More specifically, the azimuth determining unit 33 calculates the direction of the straight line from the first point Y3 to the second point Y4. Here, 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. 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.

At this time, as shown in FIG. 8, 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.

I will explain how to cancel the second automatic steering mode. 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 . In other words, 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.

When state #01 is detected by the detection unit 21, the automatic steering is canceled and the second 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 second automatic steering mode, the steering control unit 30 maintains the control mode in the second automatic steering mode, and performs automatic steering. exit. At this time, the lamp 43b of the second operation button 43B remains lit.

From this, for example, when the operator performs an operation corresponding to state #01 at the edge of a field to temporarily stop the automatic steering, turns the aircraft 10, and then travels straight ahead, the above conditions are met. #03 can be satisfied. As a result, the automatic steering is restarted after the automatic steering is temporarily stopped.

When the operator presses the second operation button 43B (operation #02) while the steering control unit 30 is executing automatic steering in the second automatic steering mode, the mode switching unit 31 switches to the mode shown in FIG. Thus, 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.

As described above, in 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. In addition, 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. As described above, in this embodiment, the operator can selectively use the first automatic steering mode and the second automatic steering mode.

In the second automatic steering mode, one reference azimuth TB is set. good. For example, when a turn of 90 degrees is expected after automatic steering is performed along the reference bearing TB, the configuration may be such that the reference bearing TB and another reference bearing are set. With this configuration, after the automatic steering is performed along the reference heading TB, 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.

[Regarding screens related to automatic steering]
In this embodiment, as shown in FIG. 9, 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 . 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 .

It should be noted that when the operator presses the screen switching button 43H while the guidance screen 51 is displayed on the display device 4, the display on the display device 4 may be switched to the status screen 50. In other words, 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. In this case, 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. FIG. Further, 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.

In addition, 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 . In the status display area 51A, similar to those displayed on 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. In other words, 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.

In addition, 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.

In addition, 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. Further, 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. Furthermore, 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.

For example, if the control mode of the steering control unit 30 is one of the first automatic steering mode and the second automatic steering mode, and one of the modes is in the ready state, the automatic steering start condition is displayed in the automatic steering area 51B. condition information is displayed. For example, 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.

When the control mode of the steering control unit 30 is the first automatic steering mode and the first automatic steering mode is in the preparatory state, the automatic steering area 51B contains the condition item No. 6 or condition item No. 7 is displayed. When the above main mode is set, condition item No. 6 is displayed. 7 is displayed. In this embodiment, the condition item No. is set in the automatic steering area 51B. When 7 is displayed, 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.

It should be noted that the 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.

In addition, 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 . For example, in FIG. 7, when the aircraft 10 deviates to the left with respect to the main reference bearing TA1 or the secondary reference bearing TA2 at the point P1, the display control unit 24 automatically displays a message or the like prompting a right turn operation. is displayed in the display area 51B. Further, when the airframe 10 deviates to the right with respect to the main reference bearing TA1 or the secondary reference bearing TA2 at the point P2, 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.

When condition #01, condition #02, or condition #03 is satisfied and the conditions for starting automatic steering are met, the state in the first automatic steering mode or second automatic steering mode transitions from the ready state to the automatic steering state. . As shown in FIG. 10, while the aircraft 10 is traveling the predetermined distance D2 or the predetermined distance D3, 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.

As shown in FIG. 11, when automatic steering is actually started, the display control unit 24 displays in the automatic steering area 51B that automatic steering is being performed. On the screen during automatic steering, guidance on the operation method for canceling the automatic steering is displayed. For example, in FIG. 11, "Harvest section raised, automatic steering stop" is displayed, and this display corresponds to the status item No. 1 described above. 5. In addition, 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".

When automatic steering based on the first automatic steering mode or the second automatic steering mode ends and the automatic steering state shown in FIG. 4 shifts to the preparation state, 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. When the operator presses the first operation button 43A while the automatic steering area 51B is displayed on the display device 4, a message for starting or ending the first automatic steering mode is displayed in the automatic steering area 51B. When the operator presses the second operation button 43B while the automatic steering area 51B is displayed on the display device 4, a message for starting or ending the second automatic steering mode is displayed in the automatic steering area 51B. In addition, when the operator presses 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. Alternatively, 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 unit 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.

Since the icon 53 is displayed at the lower right corner of the screen, 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.

[Another embodiment]
The present invention is not limited to the configurations exemplified in the above-described embodiments, and other representative embodiments of the present invention will be exemplified below.

(1) The steering lever 42 of this embodiment may be a handle.

(2) The multiple types of automatic steering modes described above include a first automatic steering mode and a second automatic steering mode. A mode may exist. In this case, the steering control unit 30 maintains the automatic steering mode by shifting the control mode to the different automatic steering mode when the detection unit 21 detects that the work is stopped during the execution of the automatic steering. The configuration may be such that the automatic steering is terminated immediately.

(3) The first automatic steering mode corresponds to the "first mode" of the present invention, but the first mode may include the above-described first preparation mode. Also, the first preparation mode and the first automatic steering mode may be configured as one control mode.

(4) The second automatic steering mode corresponds to the "second mode" of the present invention, but the second mode may include the above-described second preparation mode. Also, the second preparation mode and the second automatic steering mode may be configured as one control mode.

(5) In the above-described embodiment, when at least one of the first operation button 43A and the second operation button 43B is operated during execution of automatic steering, the steering control unit 30 terminates automatic steering and The mode switches to manual steering mode. For example, even if at least one of the first operation button 43A and the second operation button 43B is operated during execution of automatic steering, the steering control unit 30 automatically maintains the automatic steering mode. The configuration may be such that the steering is terminated. Further, when at least one of the first operation button 43A and the second operation button 43B is pressed for a long time (for example, one second) during execution of automatic steering, the steering control unit 30 terminates the automatic steering and The mode may be configured to switch to the manual steering mode.

(6) The main shift lever 40 described above may be, for example, a round (or square) volume controller.

(7) In the above-described embodiment, 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. The second automatic steering mode is not limited to this embodiment. For example, 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.

(8) 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.

(9) The above-described steering lever 42, steering control section 30, and detection section 21 may be configured so that the combine harvester 1 is not equipped with them. In this case, as a control system for the combine harvester 1 , the steering lever 42 may be provided in a remote remote control unit, and the steering control unit 30 may be provided in a computer that is not installed in the combine harvester 1 . Further, the detection unit 21 may be a sensor provided in the field, or may be a sensor provided in an aircraft (for example, a drone, an unmanned helicopter, etc.) that flies over the field.

It should be noted that the configurations disclosed in the above-described embodiments (including other embodiments; the same shall apply hereinafter) can be applied in combination with configurations disclosed in other embodiments as long as there is no contradiction. Moreover, the embodiments disclosed in this specification are merely examples, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the scope of the present invention.

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.), a tractor equipped with a working device, a rice transplanter, a fertilization control machine, a self-propelled spreader, a self-propelled mower, and the like. The present invention can also be applied to a control system for a work vehicle that has a working device that performs work and travels while switching between manual steering and automatic steering with a steerable traveling device.

11: Traveling device 15: Harvesting unit 21: Detecting unit 30: Steering control unit 40: Main shift lever (main shift operation tool)
42: Steering lever (steering operation tool)
43: Switching operation tool 44: Reaping and threshing clutch (clutch)
GL: Automatic steering target line (driving standard)
TA1: Main reference bearing (driving reference)
TA2: Secondary reference bearing (traveling reference, secondary traveling reference)
TB: Reference bearing (running reference)

Claims

A working vehicle that travels while switching between manual steering and automatic steering,
a steerable running gear;
a work device for performing work;
a steering operation tool for manual steering;
a steering control unit capable of executing the automatic steering by controlling the travel device to automatically travel the aircraft along a travel standard;
and a detection unit that detects the stoppage of work,
The work vehicle, wherein the steering control unit terminates the automatic steering when the detection unit detects that the work is stopped during execution of the automatic steering.
A control mode of the steering control unit is switchable between a plurality of modes including a manual steering mode in which the automatic steering is not performed and an automatic steering mode in which the automatic steering can be performed. ,
2. The method according to claim 1, wherein the steering control unit terminates the automatic steering while maintaining the control mode in the automatic steering mode when the detecting unit detects that the work is stopped during execution of the automatic steering. Work vehicle as described.
Equipped with a switching operation tool that receives an artificial operation for switching the control mode,
3. The work vehicle according to claim 2, wherein when the switching operation tool is operated during execution of the automatic steering, the steering control unit ends the automatic steering and switches the control mode to the manual steering mode.
the control mode is switchable between a plurality of modes including the manual steering mode and a plurality of types of the automatic steering mode;
Among the plurality of types of automatic steering modes, a first mode in which the automatic steering can be executed based on the preset driving standard, and a first mode in which the automatic steering can be executed based on the preset driving standard, and the driving mode after the driving standard is determined by running straight by manual steering. 4. A work vehicle according to claim 2 or 3, including a second mode in which automatic steering can be performed.
The detection unit is configured to detect work stoppage in response to satisfaction of a predetermined stop condition,
The stop conditions include that the main transmission operating device is operated to an operation position other than the forward operation position, that the auxiliary transmission is no longer in a work speed change state, and that the clutch for transmitting power to the work device is disengaged. moving the working device to the non-working position; performing an operation to move the working device to the non-working position; and operating the steering operation tool. 5. The work vehicle according to any one of claims 1 to 4, wherein at least one of
The work vehicle according to any one of claims 1 to 5, wherein the steering control unit controls the traveling device to go straight when the automatic steering ends.
A control system for a work vehicle that has a work device that performs work and travels while switching between manual steering and automatic steering with a steerable travel device,
a steering operation tool for manual steering;
a steering control unit capable of executing the automatic steering by controlling the travel device to automatically travel the work vehicle along a travel standard;
and a detection unit that detects the stoppage of work,
A control system in which the steering control section terminates the automatic steering when the detecting section detects that the work is stopped during execution of the automatic steering.