JP6937677B2 - Harvester - Google Patents

Description

The present invention relates to a harvester capable of automatic operation and manual operation.

Patent Document 1 describes a manual driving mode in which a vehicle is automatically driven along a set route, a manual driving mode in which the vehicle is driven in response to an artificial operation, and a manual mode in which the vehicle is changed from the automatic driving mode to the manual driving mode. A traveling vehicle including a traveling preparation mode and an automatic driving preparation mode which is a transition mode from a manual driving mode to an automatic driving mode is disclosed. In the automatic driving preparation mode, the engine reaches idle speed, stops running, and waits until an automatic driving work start command is issued. In the manual running preparation mode, the engine reaches idle speed, stops running, and waits until a manual running work start command is issued.

Patent Document 2 describes an automatic driving control unit that executes automatic driving based on a vehicle position and a target traveling path, and a manual driving control that executes manual driving based on an operation signal from a manually operated traveling operation unit. It is provided with a unit, a first control unit that executes a transition from manual driving to automatic driving on condition that the vehicle is manually stopped, and a second control unit that executes a forced stop of the vehicle when shifting from automatic driving to manual driving. The work vehicle is disclosed. In this configuration, when shifting from manual driving to automatic driving, the vehicle is stopped by the operation of the passenger, and when shifting from automatic driving to manual driving, the vehicle is automatically forcibly stopped. Unexpected movement of the vehicle is suppressed during the transition from driving to manual driving or from manual driving to automatic driving.

Japanese Unexamined Patent Publication No. 2014-180894 Japanese Unexamined Patent Publication No. 2016-168883

In the work vehicle capable of automatic running and manual running disclosed in Patent Document 1 and Patent Document 2, during the transition process during the transition from manual running to automatic running or from automatic running to manual running. Only one transition mode is set. Therefore, in a harvester that requires control of various work devices constituting the harvesting work apparatus, the transition conditions from the automatic traveling mode to the manual traveling mode and the transition conditions from the manual traveling mode to the automatic traveling mode become complicated. Therefore, in one transition mode, it is difficult to make a transition adapted to various work equipments unique to the harvester.
In this way, from the actual situation, in the transition from the manual driving mode in which manual driving is performed to the automatic driving mode in which automatic driving is performed, a harvest that enables stepwise transition using a transition mode having a plurality of divided transition conditions. A machine is being requested.

The harvester capable of automatic operation and manual operation according to the present invention is
A driving operation unit that is manually operated and includes a mode operation tool and an automatic start operation tool that switch between the automatic operation and the manual operation.
An automatic driving control unit having an automatic driving mode that performs the automatic driving based on the position of the own vehicle and the target traveling route, and
A manual driving control unit having a manual driving mode for performing the manual driving based on an operation signal from the traveling operation unit and an automatic standby mode for shifting from the manual driving mode to the automatic driving mode is provided.
The automatic standby mode includes an automatic standby first mode and an automatic standby second mode that can be transferred to each other.
The transition condition from the automatic standby first mode to the automatic standby second mode and the transition condition from the automatic standby second mode to the automatic standby first mode are different.
The transition condition from the automatic standby first mode to the automatic standby second mode is an automatic operation preliminary condition group indicating that the traveling equipment group and the working equipment group are ready.
The transition condition from the automatic standby second mode to the automatic standby first mode is that at least one of the condition elements constituting the automatic operation preliminary condition group is not satisfied.
The transition destination in the transition from the manual driving mode to the automatic standby mode is the automatic standby first mode, and the transition source in the transition from the automatic standby mode to the automatic standby mode is the automatic standby second mode.
The transition condition from the manual driving mode to the automatic standby first mode includes a mode switching request to the automatic driving by the mode operating tool, and the automatic standby second mode is changed to the automatic driving mode. The transition condition includes an automatic start request by the automatic start operation tool.

According to this configuration, in order to shift from the manual driving mode to the automatic driving mode, the vehicle goes through the automatic standby mode which has a role of waiting for the start of the automatic driving. Moreover, the automatic standby mode includes an automatic standby first mode and an automatic standby second mode that can be mutually shifted, and after first shifting from the manual driving mode to the automatic standby first mode, the automatic standby first mode The transition to the automatic driving mode is realized for the first time by shifting to the automatic standby second mode. That is, in order to shift from the manual running mode to the automatic running mode, a two-step mode shift is required. As a result, the switching from the manual operation to the automatic operation can be appropriately proceeded while setting various functions of the harvester in an orderly divided procedure. At that time, an operation on the mode operation tool is required to shift from the manual driving mode to the automatic standby first mode, and further, an automatic start operating tool is required to shift from the automatic standby second mode to the automatic driving mode. It is necessary to operate on. In order to shift from the manual driving mode to the automatic driving mode, a two-step manual operation is required, so that automatic driving is started more reliably and appropriately.

In one of the preferred embodiments of the present invention, the automatic start operating tool is provided with a plurality of operating devices, and the automatic starting request is output by operating the plurality of operating devices. In this configuration, the final requirement for starting automatic driving is the output of the automatic start request, and the output of the automatic start request requires an operation on a plurality of operating devices constituting the automatic start operation tool. As a result, the unexpected start of automatic driving due to unconscious operation is suppressed.

In one of the preferred embodiments of the present invention, the traveling operation unit includes a main speed change operation tool and a steering operation tool, and the transition condition from the automatic standby first mode to the automatic standby second mode is set. It is the establishment of the automatic driving preliminary conditions including the setting of the target traveling path, the neutral position of the main shift operating tool, the neutral position of the steering operating tool, and the determination of the position of the own vehicle. When at least one of the condition elements included in the automatic operation preliminary condition is not satisfied, the transition from the automatic standby second mode to the automatic standby first mode is performed. In this configuration, the vehicle is stopped without being steered, and the target travel route required for automatic driving is set, that is, the equipment state of the harvester is suitable for automatic driving. This is a preliminary condition for starting automatic operation, and is a condition for shifting from the first automatic standby mode to the second automatic standby mode. Therefore, the intention to shift to the mode is understood to some extent as a preparatory stage, and an unexpected mode change can be prevented. When this transition condition is satisfied, the equipment of the harvester is in a state of automatically traveling, so that the mode shifts to the second mode of automatic standby, and the crew waits for the judgment of a person. By such a two-step mode transition, more reliable and proper start of automatic driving is realized. Further, in the automatic standby second mode, if even one condition element is not satisfied from the automatic operation preliminary condition, the automatic standby first mode is immediately set, so that the careless start of automatic driving is avoided.

It is a side view of the ordinary type combine as an example of a harvester. It is a figure which shows the outline of the automatic running of a normal type combine. It is a figure which shows the traveling route in automatic driving. It is a functional block diagram which shows the structure of the control system of a combine. It is a schematic diagram which shows the transition of each mode in switching between automatic operation and manual operation. It is a schematic diagram explaining each transition condition in mode transition from automatic operation to manual operation. It is a schematic diagram explaining each transition condition in mode transition from manual operation to automatic operation.

Next, as an example of a harvester capable of automatic operation and manual operation according to the present invention, a normal type combine will be taken up and described. In the present specification, unless otherwise specified, "front" (direction of arrow F shown in FIG. 1) means forward in the front-rear direction (traveling direction) of the aircraft, and "rear" (arrow B shown in FIG. 1). Direction) means rearward with respect to the front-rear direction (traveling direction) of the aircraft. Further, the left-right direction or the lateral direction means the aircraft crossing direction (airframe width direction) orthogonal to the aircraft front-rear direction.
"Up" (direction of arrow U shown in FIG. 1) and "down" (direction of arrow D shown in FIG. 1) are positional relationships in the vertical direction (vertical direction) of the aircraft, and are related to the height above the ground. show.

As shown in FIG. 1, this combine includes an airframe 10, a crawler-type traveling device 11, a driving unit 12, a threshing device 13, a grain tank 14, a harvesting section H, a transport device 16, a grain discharging device 18, and a vehicle. The position detection module 80 is provided.

The traveling device 11 is provided in the lower part of the machine body 10. The combine is configured to be self-propelled by the traveling device 11. The driving unit 12, the threshing device 13, and the grain tank 14 are provided on the upper side of the traveling device 11 and form the upper part of the machine body 10. The driver who drives the combine harvester and the observer who monitors the work of the combine harvester can board the driver unit 12. The observer may monitor the work of the combine from outside the combine.

The grain discharge device 18 is provided on the upper side of the grain tank 14. Further, the own vehicle position detection module 80 is attached to the upper surface of the driving unit 12.

The harvesting section H is provided at the front portion of the combine. The transport device 16 is provided on the rear side of the harvesting section H. Further, the harvesting unit H has a cutting mechanism 15 and a reel 17. The cutting mechanism 15 cuts the planted culm in the field. Further, the reel 17 scrapes the planted culm to be harvested while rotating and driving. With this configuration, the harvesting unit H harvests the grain (a type of agricultural product) in the field. Then, the combine can perform work traveling by the traveling device 11 while harvesting the grains in the field by the harvesting unit H.

The cut grain culm cut by the cutting mechanism 15 is conveyed to the threshing device 13 by the conveying device 16. In the threshing device 13, the harvested culm is threshed. The grains obtained by the threshing treatment are stored in the grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by the grain discharging device 18 as needed.

Further, a communication terminal 4 is arranged in the driving unit 12. In the present embodiment, the communication terminal 4 is fixed to the driving unit 12. However, the present invention is not limited to this, and the communication terminal 4 may be configured to be detachable from the driving unit 12, and the communication terminal 4 may be located outside the combine harvester.

As shown in FIG. 3, this combine automatically travels along a travel route set in the field. For this purpose, the position of the own vehicle is required. The own vehicle position detection module 80 includes a satellite navigation module 81 and an inertial navigation module 82. The satellite navigation module 81 receives a GNSS (global navigation satellite system) signal (including a GPS signal) transmitted from the artificial satellite GS, and outputs positioning data for calculating the position of the own vehicle. The inertial navigation module 82 incorporates a gyro acceleration sensor and a magnetic orientation sensor, and outputs a position vector indicating an instantaneous traveling direction. The inertial navigation module 82 is used to supplement the vehicle position calculation by the satellite navigation module 81. The inertial navigation module 82 may be arranged at a different location from the satellite navigation module 81.

The procedure for harvesting in the field with this combine is as described below.

First, the driver / observer manually operates the combine harvester and, as shown in FIG. 2, performs a harvesting run so as to orbit the outer peripheral portion of the field along the boundary line of the field. As a result, the area that has become the mowed land (already worked area) is set as the outer peripheral area SA. Then, the area left as uncut land (unworked land) inside the outer peripheral area SA is set as the work target area CA.

Further, at this time, in order to secure a certain width of the outer peripheral region SA, the driver makes the combine travel three to four laps. In this traveling, the width of the outer peripheral region SA is expanded by the working width of the combine each time the combine makes one round. After the first 3 to 4 laps, the width of the outer peripheral region SA becomes about 3 to 4 times the working width of the combine.

The outer peripheral region SA is used as a space for the combine to change direction when performing a harvesting run in the work target region CA. In addition, the outer peripheral region SA is also used as a space for movement when the harvesting run is temporarily completed and the vehicle is moved to a grain discharge place or a fuel replenishment place.

The transport vehicle CV shown in FIG. 2 can collect and transport the grains discharged from the grain discharge device 18 by the combine harvester. At the time of grain discharge, the combine moves to the vicinity of the carrier CV and then discharges the grains to the carrier CV by the grain discharge device 18.

When the outer peripheral area SA and the work target area CA are set, the traveling route in the work target area CA is calculated as shown in FIG. The calculated travel route is sequentially set based on the work travel pattern, and the combine is automatically controlled to travel so as to travel along the set travel route.

FIG. 4 shows a combine control system using the traveling route generation system according to the present invention. The control system of the combine consists of a control unit 5 composed of a large number of electronic control units called ECUs, and various input / output devices that perform signal communication (data communication) with the control unit 5 through a wiring network such as an in-vehicle LAN. Has been done.

The obstacle detection unit 61 detects obstacles existing around the combine using a laser radar, an ultrasonic sensor, and a camera. When an obstacle is detected, obstacle detection information indicating the positional relationship of the detected object with the aircraft 10 is output to the control unit 5.

The notification device 62 is a device for notifying a driver or the like of a working running state or various warnings, such as a buzzer, a lamp, a speaker, and a display. The communication unit 66 is used for the control system of the combine to exchange data between the management computer and the communication terminal 4 installed at a remote location. The communication terminal 4 includes a tablet computer operated by a monitor standing in the field or a monitor (including a driver) who is boarding the combine harvester, and a computer installed at home or in a management office. The control unit 5 is a core element of this control system and is shown as an aggregate of a plurality of ECUs. The signal from the vehicle position detection module 80 is input to the control unit 5 through the vehicle-mounted LAN.

The control unit 5 includes an output processing unit 58 and an input processing unit 57 as input / output interfaces. The output processing unit 58 is connected to various operating devices 70 via the device driver 65. As the operating device 70, there are a traveling device group 71 which is a traveling device and a working device group 72 which is a work related device. The traveling device group 71 includes, for example, an engine control device, a shift control device, a braking control device, a steering control device, and the like. The work equipment group 72 includes a harvesting unit H, a threshing device 13, a transport device 16, a power control device in the grain discharge device 18, and the like.

A traveling state sensor group 63, a working state sensor group 64, a traveling operation unit 90, and the like are connected to the input processing unit 57. The traveling state sensor group 63 includes a vehicle speed sensor, an engine rotation speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a parking brake detection sensor, a shift position detection sensor, a steering position detection sensor, and the like. The work state sensor group 64 includes a sensor for detecting the driving state of the harvesting work device (harvesting unit H, threshing device 13, transport device 16, grain discharging device 18), and a sensor for detecting the state of the grain and the grain. For example, a cutting and threshing sensor, a grain volume sensor, and the like can be mentioned.

The traveling operation unit 90 is a general term for operating tools that are manually operated by the driver and whose operation signals are input to the control unit 5. The traveling operation unit 90 includes a main speed change operation tool 91, a steering operation tool 92, a mode operation tool 93, an automatic start operation tool 94, and the like. The mode operating tool 93 has a function of sending a command for switching between automatic operation and manual operation to the control unit 5. The automatic start operating tool 94 has a function of sending a final automatic start command for starting automatic running to the control unit 5. In this embodiment, the automatic start operating tool 94 is a two-button type, and an automatic start command is sent unless the first button (first operating device) and the second button (second operating device) are operated at the same time. Not done.

The control unit 5 includes a vehicle position calculation unit 50, a travel control unit 51, a work control unit 52, a travel mode management unit 53, a route calculation unit 54, and a work travel management unit 55. The own vehicle position calculation unit 50 calculates the own vehicle position in the form of map coordinates (or field coordinates) based on the positioning data sequentially sent from the own vehicle position detection module 80. At that time, the position of a specific position of the machine body 10 (for example, the center of the machine body or the center of the harvesting portion H) can be set as the position of the own vehicle. The notification unit 56 generates notification data based on a command or the like from each functional unit of the control unit 5, and gives the notification data to the notification device 62.

The travel control unit 51 has an engine control function, a steering control function, a vehicle speed control function, and the like, and gives a travel control signal to the travel equipment group 71. The work control unit 52 gives a work control signal to the work equipment group 72 in order to control the movement of the harvesting work equipment (harvesting unit H, threshing device 13, transport device 16, grain discharging device 18, etc.).

This combine can run in both automatic driving in which the harvesting work is performed by automatic running and manual driving in which the harvesting work is performed by manual running. Therefore, the travel control unit 51 includes a manual travel control unit 511, an automatic travel control unit 512, and a travel route setting unit 513. An automatic driving mode is set for automatic driving, and a manual driving mode is set for manual driving. Such a traveling mode is managed by the traveling mode management unit 53.

When the automatic driving mode is set, the automatic driving control unit 512 generates a control signal for changing the vehicle speed including automatic steering and stopping to control the traveling equipment group 71. The control signal related to automatic steering eliminates the directional deviation and the positional deviation between the target traveling route set by the traveling route setting unit 513 and the own vehicle position calculated by the own vehicle position calculation unit 50. Will be generated. The control signal for changing the vehicle speed is generated based on the vehicle speed value set in advance. The travel route set by the travel route setting unit 513 is calculated by the route calculation algorithm registered in the route calculation unit 54.

When the manual driving mode is selected, the manual driving control unit 511 generates a control signal based on the operation by the driver and controls the traveling device group 71 to realize the manual driving. The travel route calculated by the route calculation unit 54 can be used for guidance for the combine to travel along the travel route even in manual operation.

As schematically shown in FIG. 5, the transition between the automatic driving mode in which automatic driving is performed and the manual driving mode in which manual driving is performed is not performed directly, but a transition mode is interposed between them. ..

An automatic standby mode is provided as a transition mode when shifting from the manual driving mode to the automatic driving mode. The automatic standby mode includes an automatic standby first mode and an automatic standby second mode that can be transferred to each other. The transition destination in the transition from the manual traveling mode to the automatic standby mode is the automatic standby first mode. The transition source in the transition from the automatic standby mode to the automatic driving mode is the automatic standby second mode.

As a transition mode when shifting from the automatic driving mode to the manual driving mode, there is a pause mode in which the aircraft 10 is paused during automatic driving, and a check mode as the final barrier to the transition from this pause mode to the manual driving mode. And are prepared. The pause mode includes a first pause mode and a second pause mode that can be transferred to each other. The transition destination in the transition from the automatic driving mode to the temporary stop mode is the temporary stop first mode, and the transition source in the transition from the temporary stop mode to the automatic driving mode is the temporary stop second mode.

Transition conditions are set for each transition between the automatic driving mode, the manual driving mode, and the transition mode connecting them. It is the traveling mode management unit 53 that determines the establishment of the transition condition and manages the transition to each mode. Hereinafter, the transition conditions managed by the traveling mode management unit 53 will be described with reference to FIGS. 6 and 7.

First, the transition of the driving mode at the time of switching from the manual operation to the automatic operation, and the automatic transition conditions required at the time of the transition will be described with reference to FIG.

[Condition 11]
The condition for shifting from the manual driving mode to the automatic standby first mode (referred to as condition 11) is that a mode switching request to the automatic driving mode is output when the mode operation tool 93 is turned on by the driver. .. In the manual running mode, when the condition 11 (ON of the mode operating tool 93) is satisfied, the mode shifts to the automatic standby first mode.

[Condition 12]
The transition condition (referred to as condition 12) from the automatic standby first mode to the automatic standby second mode is that the following (12-1) to (12-9) are satisfied.
(12-1): Acquisition of travel route (automatic travel control unit 512 can determine a target travel route near the position of the own vehicle and calculate the positional deviation from the position of the own vehicle) (12-2): Main Neutral of the speed change controller 91 (adjusted to a neutral position where the vehicle speed is zero in the vehicle speed adjustment range) (12-3): Neutral of the steering controller 92 (adjusted to a neutral position where the steering angle is zero) ) (12-4): OFF of cutting / grain removal SW (cutting / removal SW) (harvesting unit H, driving of grain removal device 13 is stopped) (12-5): Normal operation of own vehicle position detection module 80 (The proper positioning data is output from the satellite navigation module 81 and the proper position vector data is output from the inertial navigation module 82) (12-6): There is a margin in the grain tank 14 (12). -7): Extra fuel (12-8): Uncut land (Uncut work area CA remains)
That is, the condition 12 is an automatic operation preliminary condition group, and when this is satisfied, the traveling equipment group 71 and the working equipment group 72 necessary for the automatic operation are ready. Therefore, if the combine specifications and the like change, the condition elements constituting the condition 12 may also change.
When all of these conditions are satisfied in the automatic standby first mode, the traveling mode shifts from the automatic standby first mode to the automatic standby second mode.

[Condition 13]
The condition for shifting from the automatic standby second mode to the automatic traveling mode (referred to as condition 13) is that an automatic start request is output when the automatic start operation tool 94 is turned on. When the condition 13 (ON of the automatic start operation tool 94) is satisfied in the automatic standby second mode, the mode shifts to the automatic running mode and the automatic running is started.

[Condition 14]
The return transition condition (condition 14) for returning from the automatic standby second mode to the automatic standby first mode is that at least one of the condition elements constituting the above-mentioned automatic operation preliminary condition 12 is not satisfied. That is, when the automatic operation preliminary condition is not satisfied in the automatic standby second mode, the process returns to the automatic standby first mode.

[Condition 15]
Even if the manual driving mode is once shifted to the automatic standby first mode with the intention of automatic driving, if it is desired to return to the manual driving again, it is necessary to shift from the automatic standby first mode to the manual driving mode. This transition condition (condition 15) is that a mode switching request to the manual driving mode is output when the mode operating tool 93 is turned off by the driver. In the automatic standby first mode, when the mode operation tool 93 is turned off and the automatic operation stop request is commanded, the condition 15 (OFF of the mode operation tool 93) is satisfied. As a result, the traveling mode shifts to the manual traveling mode.

Next, the transition of the driving mode at the time of switching from the automatic operation to the manual operation, and the automatic transition conditions required at the time of the transition will be described with reference to FIG. 7.

[Condition 1]
The conditions for shifting from the automatic driving mode to the pause first mode (condition 1) are the neutral position of the main speed change controller 91 (adjusted to a neutral position where the vehicle speed is zero in the vehicle speed adjustment range) and steering. The operating tool 92 is neutral (adjusted to a neutral position where the steering angle is zero). When the condition 1 is satisfied in the automatic driving mode, the mode shifts to the pause first mode, and the aircraft 10 is temporarily stopped. This condition 1 is usually satisfied by the operation of the observer performed when the aircraft 10 is desired to be temporarily stopped during automatic operation.

[Condition 2]
The conditions for shifting from the pause first mode to the pause second mode (referred to as condition 2) are that the main shift operating tool 91 deviates from the neutral position and that the steering operating tool 92 deviates from the neutral position.
Here, even if the main speed change operating tool 91 is deviated from the neutral position, the brake is operating and the machine body 10 is in the stopped state. When the condition 2 is satisfied in the first pause mode, the process shifts to the second pause mode.

[Condition 3]
The conditions for shifting from the pause second mode to the pause first mode (referred to as condition 3) are that the main shift operating tool 91 returns to neutral and that the steering operating tool 92 returns to neutral. When the condition 3 is satisfied in the pause second mode, the process shifts to the pause first mode. That is, depending on the operating positions of the main speed change operating tool 91 and the steering operating tool 92, either the pause first mode or the pause second mode is set. However, in any case, since it is in the pause mode, the aircraft 10 is in the stopped state.

[Condition 4]
The return from the pause mode to the automatic driving mode is performed starting from the second pause mode. The condition for shifting from the pause second mode to the automatic driving mode (referred to as condition 4) is that an automatic start request is output by turning on the automatic start operating tool 94. When the condition 4 (ON of the automatic start operating tool 94) is satisfied in the manual driving mode, the mode shifts to the automatic driving mode and the automatic driving is restarted.

[Condition 5]
In the pause mode, if a specific condition is satisfied, the mode shifts to the check mode and shifts to the state immediately before the manual operation. The condition for shifting from the pause mode to the check mode (referred to as condition 5) is that at least one of the following condition elements (5-1) to (5-10) is satisfied. The establishment of the condition element (5-1) means that the normal automatic operation is switched to the manual operation at the will of the observer. On the other hand, the condition elements (5-2) to the condition elements (5-10) are the occurrences of events that enable automatic operation, and when these events occur, they usually go through the check mode and manually. Return to operation.
(5-1): OFF of the mode operation tool 93 (a mode switching request to the manual driving mode is output) (5-2): The aircraft 10 is out of the field (1 of the unacceptable misalignment). (5-3): The position deviation of the own vehicle with respect to the target driving route is out of the allowable range (one of the unacceptable position deviations) (5-4): Vehicle speed abnormality (5-5): Engine overheat (5-6): Full detection of grain tank 14 (full amount of grain tank) (5-7): Clog detection in transport device 16 (transport clogging) (5-8): Abnormality of work equipment group 72 (5-9): In-vehicle LAN communication failure (5-10): Own vehicle position detection failure due to an abnormality in the own vehicle position detection module 80 (proper positioning data is not output from the satellite navigation module 81, or inertia Proper position vector data is not output from the navigation module 82)

[Condition 6]
It is also possible to shift directly from the automatic driving mode to the check mode, and the transition condition (referred to as condition 6) is the same as that of condition 5 described above. As an example of switching from automatic operation to manual operation at the will of the observer, the automatic operation performed when the carrier CV moves to the stop position in order to discharge the grains stored in the grain tank 14 is manually operated. It is a switch to driving.

[Condition 7]
The transition condition (condition 7) from the check mode to the manual driving mode is that the following (7-1) to (7-3) are satisfied.
(7-1): ON of the mode operation tool 93 (a mode switching request to the automatic driving mode is output) (7-2): Neutral of the main speed change operation tool 91 (the vehicle speed in the vehicle speed adjustment range becomes zero). Adjusted to the neutral position) (7-3): OFF of cutting / threshing SW (cutting SW) (harvesting unit H, driving of threshing device 13 is stopped)
That is, when the condition 7 is satisfied, the work running is not suddenly started even if the automatic running mode is entered.

In this way, when a transition from the automatic driving mode to the manual driving mode or a transition from the manual driving mode to the automatic driving mode is requested through the operating tools such as the mode operating tool 93 and the automatic starting operating tool 94 by the observer. If the condition is not satisfied and the transition is not performed, the notification unit 56 and the notification device 62 notify to that effect.

The work travel management unit 55 includes a travel locus calculation unit 551 and a work area determination unit 552. The traveling locus calculation unit 551 calculates the traveling locus based on the own vehicle position calculated by the own vehicle position calculation unit 50. The work area determination unit 552 determines the field shape, the cut land (outer peripheral area SA), the uncut land (work target area CA), and the like from the harvesting work performed in a predetermined work width along the traveling locus. ..

The items managed by the work travel management unit 55 are listed below.
(1) As shown in FIG. 2, the combine is set as the outer peripheral area SA and the work target area CA by manually traveling around the field several times. The outermost line of the outer peripheral region SA calculates the outer shape of the field (field shape), and the innermost line of the outer peripheral region SA calculates the shape of the work target area CA for automatic traveling. Next, a travel route for performing automatic traveling is calculated with the outer peripheral region SA as the direction change region and the work target region CA as the work travel region. Therefore, the route calculation is calculated by instructing the control unit 5 that the manual traveling of the outer peripheral region SA has been completed.

(2) In the first manual driving, the driver gives an instruction to start and end the acquisition of the traveling trajectory for calculating the traveling route through the operation of a button or the like. The outer peripheral area SA and the work target area CA are determined based on the travel locus acquired between the acquisition start instruction and the acquisition end instruction. As a result, the work travel management unit 55 grasps that the travel of the combine is the travel for calculating the travel route. It is also possible to run the combine just to acquire the running locus necessary for calculating the running route. In addition, even if the running locus is in non-working running without work, it is possible to determine the outer shape of the field and calculate the running route by giving instructions to start and end the acquisition of the running locus. Is. Further, even if the driver forgets the instruction to end the acquisition, the work travel management unit 55 is provided with a function of calculating the travel locus in a timely manner and calculating the work route when the work target area CA is determined. You may. Further, even if there is no acquisition start instruction and acquisition end instruction, the travel locus is automatically calculated, the travel route is calculated, or both are automatically calculated based on the signals from the travel state sensor group 63 and the work state sensor group 64. You may adopt the structure in which the calculation of is performed. When the outer peripheral area SA, the work target area CA, and the traveling locus required for calculating the traveling route are missing, it is possible to notify an error and urge the driver to perform additional driving. Similarly, a function for notifying guidance for acquiring a traveling locus for calculating a traveling route may be provided until the outer peripheral region SA required for turning the combine is secured.

(3) In order to calculate the traveling route for automatic traveling, the outer peripheral region SA needs to have a width for changing the direction. Therefore, the control unit 5 may be provided with a guidance function for checking whether or not the outer peripheral region SA capable of calculating the traveling route is secured and notifying the check result. A part that does not have the necessary area for changing direction is detected, and a notification is given to encourage the harvesting work of the part.

(4) Since it is difficult to steer the corner portion to change the direction of the outer peripheral region SA, in principle, the outer peripheral region SA is formed by manual driving. However, even when traveling in the outer peripheral region SA, a long straight route may be included, and automatic traveling is convenient on such a route. Therefore, in the traveling for forming the outer peripheral region SA, the field shape and the shape of the work target region CA may be calculated from the traveling loci of both the manual traveling and the automatic traveling.

(5) When the work runs in the rectangular work target area CA by repeating the automatic running along the straight running path, the running from one end to the other end of one running path is performed with respect to the running path. The harvested flag is given, and the travel locus in the working width is added as a working area. However, if the vehicle is switched to manual driving in the middle of automatic driving along a straight traveling route, the traveling locus in automatic driving is interrupted, so that the harvested flag is not given. Therefore, even if the vehicle is switched to manual driving in the middle of automatic driving, it is considered that the working driving is continued normally, and the harvested flag is given when the end of the traveling route is reached, and the traveling route is given the harvested flag. It also has a function to add a running locus with a working width along the line as a work area.

The following is a list of configurations that are convenient for harvesters that operate automatically.
(A) During automatic driving, the observer (driver) may cause a malfunction, so avoid unnecessarily grasping the operating tool or the like. For this reason, when the observer's hands are free and the vehicle travels on an uneven traveling surface, there arises a problem that the body is not stable. For this reason, it is preferable to provide a grip or the like that allows the observer to hold the seat while sitting in the vicinity of the seat. The observer can stabilize the posture during automatic driving by grasping the grip.
For the same purpose, armrests may be provided in place of or with the grip.

(B) During automatic operation, changes in the movement of the aircraft 10, that is, acceleration, deceleration, stop, start, turn, and the like of the aircraft 10 occur under the control of the automatic traveling control unit 512. At that time, the notification unit 56 and the notification device 62 notify the change in the movement of the aircraft 10 in advance so that the administrator does not be surprised (for example, "turning soon"). The notification device 62 may be installed inside the operation unit 12, outside the operation unit 12, or inside or outside the operation unit 12.

(C) During automatic driving, even if the steering is left to the automatic driving control unit 512, it may be necessary to manually adjust the vehicle speed according to the state of the harvested product or the like. In order to smoothly adjust the vehicle speed during such automatic driving, it is proposed to use the main speed change operating tool 91. The vehicle speed is adjusted according to the amount of operation of the main speed change operating tool 91 during automatic operation. In the harvester, in general, the main transmission operating tool 91 is a front-rear swing type, and the forward vehicle speed is adjusted by swinging forward from the neutral position, and the reverse vehicle speed is adjusted by swinging backward from the neutral position. Will be done. In this case, ergonomically adapted vehicle speed adjustment is realized by configuring the vehicle speed to be faster than the set value by swinging forward and slower than the set value by swinging backward. The relationship between the swing angle and the amount of change in velocity may be non-linear as well as linear. Further, when the communication terminal 4 is provided with a touch panel, a software switch of an upward triangle for speeding up and a downward triangle for deceleration may be displayed on the touch panel, and a configuration in which the vehicle speed can be adjusted by operating the touch panel may be adopted. Regarding the use of the touch panel, it is also possible to adopt a method of inputting the amount of change in vehicle speed numerically. The vehicle speed adjustment range is preferably about 2.0 m / sec.

(D) In automatic driving, the observer spends more time in the seat than in manual driving. Therefore, it is preferable that the seat is provided with a heater or a cold air discharger so that the seating environment is comfortable. In particular, a duct structure that sends hot air from the engine under the seat is effective in order to survive the cold in winter.

[Another Embodiment]
(1) During automatic driving, if it is assumed that the observer on board the driving unit 12 monitors the automatic driving state, it is inevitable that the driving unit 12 is unmanned and automatically operated. Must be. Therefore, a door switch for detecting the opening of the door after the main switch in the driving unit 12 is operated is provided, and when the door switch detects the release of the door, the automatic traveling is stopped or the aircraft 10 is stopped. Or both may be done. Instead of detecting the absence of the observer by the door switch, a seating switch may be provided in the observer's seat (driver's seat) so that the absence of the observer can be detected by the seating switch. Furthermore, the seat for the observer is equipped with a seatbelt and a seatbelt switch for detecting that the seatbelt is used, and when the absence of the observer is detected based on the signal from the seatbelt switch, A configuration may be adopted in which the automatic traveling is stopped and the aircraft 10 is stopped. Of course, all or some of the above-mentioned configurations for detecting the absence of an observer may be adopted at the same time.

(2) As the condition elements constituting the transition condition in the above-described embodiment, the parking brake ON / OFF, system abnormality, engine state, threshing amount, and the like may be further added. Alternatively, a part may be deleted from the above-mentioned conditional elements.

(3) Each functional unit shown in FIG. 4 is mainly classified for the purpose of explanation. In practice, each functional unit may be integrated with other functional units or may be divided into a plurality of functional units. Further, among the functional units built in the control unit 5, the travel mode management unit 53, the route calculation unit 54, and the work travel management unit 55 are constructed in a portable communication terminal 4 (tablet computer, etc.) that can be carried. , You may adopt a configuration that you bring it to the harvester and exchange data with the control unit 5 via wireless or in-vehicle LAN.

(4) In the above-described embodiment, the observer manually operates the combine harvester, and as shown in FIG. 2, performs a harvesting run so as to orbit along the boundary line of the field in the outer peripheral portion of the field. After that, the traveling route is calculated and the operation is switched to automatic operation. However, the present invention is not limited to this, and an operation method in which the combine is automatically operated from the beginning and can be switched to manual operation when a special situation occurs may be used. Further, a linear or substantially linear traveling route is automatically operated, and a traveling route that involves a sharp turn such as a change of direction may be a driving method that is manually operated.

The configurations disclosed in the above-described embodiment (including another embodiment, the same shall apply hereinafter) can be applied in combination with the configurations disclosed in other embodiments as long as there is no contradiction. , The embodiments disclosed in the present specification are examples, and the embodiments of the present invention are not limited thereto, and can be appropriately modified without departing from the object of the present invention.

The present invention can be used not only for ordinary combine harvesters but also for head-feeding combine harvesters.
It can also be used for various harvesters such as corn harvesters, potato harvesters, carrot harvesters, and sugar cane harvesters.

4: Communication terminal 10: Aircraft 5: Control unit 50: Own vehicle position calculation unit 51: Travel control unit 511: Manual travel control unit 512: Automatic travel control unit 513: Travel route setting unit 52: Work control unit 53: Travel mode Management unit 54: Route calculation unit 55: Work travel management unit 551: Travel locus calculation unit 552: Work area determination unit 80: Own vehicle position detection module 81: Satellite navigation module 82: Inertial navigation module 90: Travel operation unit 91: Main Speed change operation tool 92: Steering operation tool 93: Mode operation tool 94: Automatic start operation tool H: Harvesting part SA: Outer peripheral area

Claims (3)

It is a harvester that can be operated automatically and manually.
A driving operation unit that is manually operated and includes a mode operation tool and an automatic start operation tool that switch between the automatic operation and the manual operation.
An automatic driving control unit having an automatic driving mode that performs the automatic driving based on the position of the own vehicle and the target traveling route, and
A manual driving control unit having a manual driving mode for performing the manual driving based on an operation signal from the traveling operation unit and an automatic standby mode for shifting from the manual driving mode to the automatic driving mode is provided.
The automatic standby mode includes an automatic standby first mode and an automatic standby second mode that can be transferred to each other.
The transition condition from the automatic standby first mode to the automatic standby second mode and the transition condition from the automatic standby second mode to the automatic standby first mode are different.
The transition condition from the automatic standby first mode to the automatic standby second mode is an automatic operation preliminary condition group indicating that the traveling equipment group and the working equipment group are ready.
The transition condition from the automatic standby second mode to the automatic standby first mode is that at least one of the condition elements constituting the automatic operation preliminary condition group is not satisfied.
The transition destination in the transition from the manual driving mode to the automatic standby mode is the automatic standby first mode, and the transition source in the transition from the automatic standby mode to the automatic standby mode is the automatic standby second mode.
The transition condition from the manual driving mode to the automatic standby first mode includes a mode switching request to the automatic driving by the mode operating tool, and the automatic standby second mode is changed to the automatic driving mode. A harvester whose transition conditions include an automatic start request by the automatic start operator. The harvester according to claim 1, wherein the automatic start operating tool is provided with a plurality of operating devices, and the automatic starting request is output by operating the plurality of operating devices. It is a harvester that can be operated automatically and manually.
A driving operation unit that is manually operated and includes a mode operation tool and an automatic start operation tool that switch between the automatic operation and the manual operation.
An automatic driving control unit having an automatic driving mode that performs the automatic driving based on the position of the own vehicle and the target traveling route, and
A manual driving control unit having a manual driving mode for performing the manual driving based on an operation signal from the traveling operation unit and an automatic standby mode for shifting from the manual driving mode to the automatic driving mode is provided.
The automatic standby mode includes an automatic standby first mode and an automatic standby second mode that can be transferred to each other.
The transition condition from the automatic standby first mode to the automatic standby second mode and the transition condition from the automatic standby second mode to the automatic standby first mode are different.
The transition destination in the transition from the manual driving mode to the automatic standby mode is the automatic standby first mode, and the transition source in the transition from the automatic standby mode to the automatic standby mode is the automatic standby second mode.
The transition condition from the manual driving mode to the automatic standby first mode includes a mode switching request to the automatic driving by the mode operating tool, and the automatic standby second mode is changed to the automatic driving mode. The transition condition includes an automatic start request by the automatic start operation tool.
The traveling operation unit includes a main speed change operation tool and a steering operation tool.
The transition condition from the automatic standby first mode to the automatic standby second mode includes the setting of the target traveling path, the neutral position of the main shift operating tool, the neutral position of the steering operating tool, and the determination of the position of the own vehicle. It is the establishment of the automatic operation preliminary conditions,
When at least one of the condition elements included in the automatic operation preliminary condition is not satisfied in the automatic standby second mode, the harvester in which the transition from the automatic standby second mode to the automatic standby first mode is performed. ..

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