JP6978388B2 - Automatic steering system for field work vehicles - Google Patents

Description

The present invention relates to an automatic steering system for a field work vehicle that enters an approach destination travel path from an approach source travel path via a turning travel by automatic travel.

The self-driving work vehicle is automatically steered along a linear traveling path covering the work area. The approach from the approach source travel path to the approach destination travel route via turning travel is repeated in sequence. The turn of the aircraft, which is necessary because the direction of the approach source travel path and the direction of the approach destination travel route are different, is performed by turning.

In the combine according to Patent Document 1, work in an unworked area is performed by traveling so as to sequentially connect traveling routes set as a plurality of parallel lines in a direction-changing traveling (U-turn traveling). The route for turning directions is an arc whose diameter is the distance between adjacent traveling paths (see FIG. 1 of Patent Document 1). Further, in the case of entering the approach destination travel path from the approach source travel path via the turning travel with one travel path in between (see FIG. 8 of Patent Document 1), an arc having a diameter larger than the path interval. Is used as a turning route. In each case, a route indicated by one arc is used for turning to change the direction of the aircraft.

In the combine according to Patent Document 2, a route consisting of two arcs having the same radius and a straight line connecting the arcs is used as a path for turning to change the direction of the airframe (FIG. 9 of Patent Document 2). , FIG. 12, FIG. 15).

Japanese Unexamined Patent Publication No. 2017-055673 Japanese Unexamined Patent Publication No. 2018-066284

In a field work vehicle such as a combine harvester, it is difficult to perform a turning run that connects two adjacent parallel running paths with one arc path due to the relationship between the minimum turning radius and the running work width. , The turning traveling is performed so as to sandwich one or more traveling routes between the approaching source traveling route and the approaching destination traveling route. In such a turning run, a turning path consisting of two arcs and a straight line connecting the two arcs as shown in Patent Document 2 is used. However, in a turning path using two arcs, in order to reduce the distance between the approaching source traveling path and the approaching destination traveling path, it is necessary to adopt a turning path using an arc with a small radius. Turning along such a turning path causes a problem of roughening the ground. For this reason, there is a demand for an appropriate automatic steering method for performing turning running using two arcs as compactly as possible without damaging the ground.

The present invention is an automatic steering system for a field work vehicle that enters an approach destination travel path from an approach source travel path via a turning travel in automatic travel, and this system travels along the approach source travel route. An initial turn path calculation unit that calculates an initial turn path for an initial turn run following the initial turn path, and a late turn path calculation unit that calculates a late turn path for a late turn run following the run along the initial turn path. It is provided with an approach route calculation unit that calculates an approach route connecting the late turning path and the approach destination traveling path, and the turning radius of the initial turning path is set to be larger than the turning radius of the late turning path.

The field work vehicle will not a little damage the field when turning to change the direction of the aircraft. In particular, the field tends to be damaged when shifting from straight running to turning running. In the configuration of the present invention, on the other hand, by increasing the turning radius of the initial turning path used when shifting from straight running to turning running, it is possible to suppress the roughness of the field when shifting from straight running to turning running. Is intended. Specifically, the turning radius of the initial turning path is set to be larger than the turning radius of the late turning path used when entering the approach destination traveling path. On the other hand, by reducing the turning radius of the late turning path, it is intended that a compact turning running in which the distance between the approaching source traveling path and the approaching traveling path is small becomes possible. Specifically, the turning radius of the late turning path is set to be larger than the turning radius of the initial turning path.

When the approach source travel path and the initial turn path are directly connected, the traveling device composed of wheels or crawlers will be operated along the approach destination travel route during the initial turn along the initial turn path. There is a possibility of trampling. In order to avoid this, it is necessary to travel on the extension of the approach source travel path until the traveling device completely exits the approach source travel route. From this, in one of the preferred embodiments of the present invention, the entry source traveling path is extended to the starting end side of the initial turning path in order to prevent the field work vehicle from trampling the crop during turning. A preliminary route extending along the direction is calculated.

In one of the preferred embodiments of the present invention, the late turning path is an arc, and the initial turning path calculation unit is a circular arc in contact with an extension line of the approaching source traveling path and a tangent line of the late turning path. , The initial turning path is calculated. In this configuration, not only the calculation when calculating the turning path is facilitated by expressing the turning path with an arc, but also the transition path from the approach source traveling path to the initial turning path and the initial turning path to the late turning path. There is an advantage that the transition path of is a smooth and continuous line suitable for automatic steering. At that time, if the tangent line of the late turning path is a tangent line orthogonal to the approach destination traveling path, the initial turning path and the late turning path are 90-degree arcs, which is convenient. It should be noted that the late turning path and the early turning path may be in direct contact with each other.

Yet another, in one of the preferred embodiments of the present invention, the late turning path is an arc, and a linear intermediate path leading to the late turning path is calculated on the rear end side of the initial turning path. The initial turning path calculation unit calculates the initial turning path as an arc of a circle tangent to the extension line of the approaching source traveling path and the intermediate path. Also in this configuration, the turning path is represented by an arc, and the transition from the entry source travel path to the initial turning path, the transition from the initial turning path to the intermediate path, and the transition from the intermediate path to the late turning path are tangents to the arc. Since it is performed in the form of, the advantage of smoothness can be obtained. Since the initial turning path and the late turning path, which are the steering targets, are formed by arcs, steering control is realized so that the turning radius of the actual field work vehicle and the turning radius that is substantially intended match. The radius.

It is a side view of the ordinary type combine as an example of a field work vehicle. It is explanatory drawing which shows the peripheral mowing running of a combine. It is explanatory drawing which shows the running pattern which repeats the reciprocating running connected by a U-turn. It is explanatory drawing which shows the basic principle of calculation of the traveling path which consists of a U-turn turning path and a straight traveling path. It is explanatory drawing which shows the swirl running pattern using an alpha turn. It is explanatory drawing explaining the flow of the harvesting work by a combine performed by using manual running and automatic running. It is explanatory drawing which shows the relationship of each of the approach source travel path, the initial turn path, the late turn path, the approach route, and the approach destination travel path. It is explanatory drawing which shows the relationship of each of the approach source travel path, the initial turn path, the intermediate path, the late turn path, the approach route, and the approach destination travel path. It is explanatory drawing which shows the relationship of each of the approach source travel path, the preliminary route, the initial turn path, the late turn path, the approach route, and the approach destination travel route. It is explanatory drawing which shows the relationship of each of the approach source travel path, the preliminary route, the initial turn path, the intermediate path, the late turn path, the approach route, and the approach destination travel path. It is a functional block diagram which shows the structure of the control system of a combine.

Next, as an example of a field work vehicle capable of automatically traveling using the automatic steering system according to the present invention, a conventional combine harvester 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 the rear in 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 of the aircraft 10 in the vertical direction (vertical direction) and are related to the height above the ground. Is shown.

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 15, 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 be boarded in the driver unit 12. The observer may monitor the work of the combine from outside the combine.

The grain discharge device 18 is connected to the rear lower portion 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 15 is provided at the front portion of the combine. The transport device 16 is provided behind the harvesting section 15. Further, the harvesting unit 15 has a cutting mechanism 15a and a reel 15b. The cutting mechanism 15a cuts the planted culm in the field. Further, the reel 15b is driven to rotate and scrapes the planted grain culm to be harvested. With this configuration, the harvesting unit 15 harvests grains (a type of agricultural product) in the field. Then, the combine can be run by the traveling device 11 while harvesting the grains in the field by the harvesting unit 15.

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

Further, a general-purpose terminal 4 is arranged in the driving unit 12. In the present embodiment, the general-purpose terminal 4 is fixed to the driving unit 12. However, the present invention is not limited to this, and the general-purpose terminal 4 may be configured to be detachable from the driving unit 12, and the general-purpose terminal 4 may be taken out of the combine machine. ..

As shown in FIG. 2, this combine automatically travels along a travel route set in the field. This requires information on the position of the vehicle. The own vehicle position detection module 80 includes a satellite positioning unit 81 and an inertial navigation unit 82. The satellite positioning unit 81 receives a GNSS (global navigation satellite system) signal (including a GPS signal) which is position information transmitted from the artificial satellite GS, and outputs positioning data for calculating the position of the own vehicle. The inertial navigation unit 82 incorporates a gyro acceleration sensor and a magnetic orientation sensor, and outputs a signal indicating an instantaneous traveling direction. The inertial navigation unit 82 is used to complement the vehicle position calculation by the satellite positioning unit 81. The inertial navigation unit 82 may be arranged at a place different from the satellite positioning unit 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, harvests while cutting the surrounding area along the boundary line of the field in the outer peripheral portion of the field. The area that has become the mowed area due to the surrounding mowing run is set as the outer peripheral area (already working area) SA. The internal area left as uncut land (unworked land) inside the outer peripheral area SA is an unworked area CA, and is set as a future work target area. In this embodiment, the peripheral cutting run is performed so that the unworked area CA becomes a quadrangle. Of course, a triangular or pentagonal unworked area CA may be adopted.

Further, at this time, in order to secure a certain width of the outer peripheral region SA, the driver causes the combine to travel two or three laps. In this traveling, the width of the outer peripheral region SA is expanded by the working width of the combine every time the combine makes one round. After the running of 2 to 3 laps, the width of the outer peripheral region SA becomes about 2 to 3 times the working width of the combine.

The outer peripheral region SA is used as a space for the combine to change direction when harvesting is performed in the unworked region CA, which is the work target region. Further, the outer peripheral region SA is also used as a space for movement such as when moving to a grain discharge place or when moving to a refueling place after the harvesting run is finished.

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 inner map data showing the shape of the unworked area CA is created, the automatic running along the linear (straight or curved) running path calculated based on the inner map data and one running path (turning source). The planted grain culm of the unworked area CA is cut by the turning run for shifting from the running path) to the next running path (turning destination running path). The reciprocating running pattern shown in FIG. 3 is shown as a running pattern used when working running (harvesting running) in the unworked area CA. In this reciprocating travel pattern, the combine travels so as to connect two traveling paths parallel to one side of the unworked area CA by a U-turn traveling path which is one of the turning traveling paths.

The travel path (consisting of a U-turn turn path and a straight travel path) used for automatically traveling in the unworked area CA using the reciprocating travel pattern is calculated as follows based on the inner map data. As shown in FIG. 4, from the inner map data, a quadrangular unworked area CA including the first side S1, the second side S2, the third side S3, and the fourth side S4 is defined. The first side S1 which is the long side of the unworked area CA is selected as the reference side S1. A line parallel to the reference side S1 and passing from the reference side S1 to the inside by half of the working width (cutting width) is calculated as the initial reference line L1. This initial reference line L1 corresponds to the first travel path. First, when a harvesting run that divides the unworked area CA in the middle is adopted, the initial reference line L1 is parallel to the reference side S1 and further away from the reference side S1 (half the working width +). A line passing through (an integral multiple of the working width) is calculated as the initial reference line L1.

In order to secure the space required for the combine to make a 180-degree turn from the approach source travel path to the approach destination travel route, the next reference line L2 connected from the initial reference line L1 via the turn travel is the initial reference line. It is calculated at intervals parallel to L1 and at intervals of multiple times the working width (three times in FIG. 4). The next reference line L3 is also calculated in the same manner. In this way, the reference line is sequentially calculated in consideration of the space required for turning. These reference lines L1, L2, L3 ... Correspond to the traveling route for straight traveling (the approaching source traveling route and the approaching destination traveling route). In FIG. 4, the shape of the unworked area CA was a quadrangle, but even if it is another polygon such as a triangle or a pentagon, if the reference side S1 is selected, the traveling route can be sequentially calculated by the same method. Can be done.

In addition, as a running pattern, there is a spiral running pattern. In the spiral traveling pattern, as shown in FIG. 5, the combine travels like a spiral toward the center with an orbital traveling locus similar to the outer shape of the unworked area CA. At that time, as a turning run required in each corner area, a turning running called an alpha turn using a straight forward turn, a reverse turn, and a forward turn is adopted.

In the actual harvesting work in the field, as shown in FIG. 6, the reciprocating running pattern and the swirling running pattern are often mixed. In the example of FIG. 6, when the combine enters the field (# a), the peripheral cutting run is performed by manual steering, and the outer peripheral region SA, which is a working region, is formed on the outermost peripheral side of the field (# b). When the outer peripheral region SA formed by the peripheral mowing run becomes a size that enables the combine alpha turn, a swirl run pattern is set for the unworked region CA, and the swirl run is performed (# c). In this swirl running, at least straight running can be automatically driven by automatic steering. The spiral running is performed until the unworked area CA becomes large enough to enable turning running (normal U-turn, switchback turn) in the reciprocating running pattern (# d). Next, a traveling route is set for the unworked area CA so as to cover the unworked area CA with a reciprocating traveling pattern (#e). By carrying out a round-trip travel along the set travel route, the harvesting work in the field is completed (# f).

The turning path used when entering the approaching destination traveling path Lm from the approaching source traveling path Ln is exemplified in FIGS. 7 to 10. In FIGS. 7 to 10, the approach source travel route is indicated by Ln, and the approach destination travel route is indicated by Lm. The interval (route interval) between the approach source travel path Ln and the approach destination travel route Lm is indicated by D. The turning paths are the initial turning path C1 for the initial turning running following the running along the approach source running path Ln, the late turning path C2 for the late turning running following the running along the initial turning path C1, and the late turning path. It has an approach path Lin connecting the turn path C2 and the approach destination travel path Lm. The approach route Lin may be an extension route of the approach destination travel route Lm. In the examples of FIGS. 8 and 10, a linear intermediate path Lmid connected to the late turning path C2 is interposed on the rear end side of the initial turning path C1. In the swivel path exemplified here, the intermediate path Lmid is a tangent line tangent to the early swivel path C1 and the late swivel path C2. The initial turning path C1 and the approaching source traveling path Ln are 90-degree arcs. In the examples of FIGS. 9 and 10, a preliminary path Lad is interposed between the initial turning path C1 and the end of the approaching source traveling path Ln. The preliminary route Lad may be regarded as an extension line extending in the extension direction of the approach source travel route Ln. An important point in the turning path illustrated in FIGS. 7 to 10 is that the radius R of the arc forming the initial turning path C1 is set to be larger than the radius r of the arc forming the late turning path C2. Regarding the turning radius R of the initial turning path C1, the minimum value and the maximum value which are larger than r are predetermined in consideration of the radius r of the arc forming the late turning path C2, and the minimum value and the maximum value are used. It may be selected in the range of. Further, it may be preset on condition that the available turning radius R is a value larger than r.

The late turning path C2 used for turning to enter the approaching destination traveling path Lm is an arc having a radius r in contact with the approaching path Lin which is an extension of the approaching destination traveling path Lm. The radius r is predetermined based on the turning radius of the combine. If the priority is to reduce the turning space over the roughening of the field, the minimum turning radius of the combine is adopted, and if the priority is not to roughen the field over the turning space, the standard turning radius larger than the minimum turning radius is adopted. Will be adopted.

As for the length of the approach route Lin, the combine that has swiveled along the late turn path C2 surely captures the approach destination travel path Lm, enters the approach destination travel route Lm with high accuracy, and harvests without leaving any uncut portion. It is calculated so that it can be migrated to. The minimum required length of this approach route Lin is calculated from the combine specifications (harvest width and turning performance), field characteristics (slipperiness and unevenness level), and space available for turning.

In the example of FIG. 7, the initial turning path C1 is directly connected to the late turning path C2 and the approaching source traveling path Ln. In other words, the initial turning path C1 is a 90-degree arc of a circle in contact with the late turning path C2 and the approaching source traveling path Ln. Prerequisites are needed in such cases. This precondition is that the route interval is relatively short, and even if the traveling device 11 on the turning side shifts to the turning running immediately after the harvesting running on the entry source running path Ln, the running device 11 on the turning side is a planted grain culm in the uncut area. Do not trample.

If the traveling device 11 on the turning side tramples on the planted culm in the uncut area if the turning running is started immediately after the harvesting running on the approach source running path Ln, as shown in FIGS. 9 and 10. In addition, a preliminary route Lad is calculated between the approach source traveling route Ln and the initial turning path C1. When the preliminary route Lad is calculated, the approach route Lin is extended by the length of the preliminary route Lad.

When the path spacing is longer than in the examples of FIGS. 7 and 9, if a turning path is adopted in which the initial turning path C1 is directly connected to the late turning path C2, the radius R of the initial turning path C1 becomes very large. Therefore, the starting end of the initial turning path C1 deeply enters the approaching source traveling path Ln, and the combine traveling device 11 tramples the planted grain culm during the turning traveling. In order to avoid this, as shown in FIGS. 8 and 10, a linear intermediate path Lmid connected to the late turning path C2 is calculated on the rear end side of the initial turning path C1.

In this way, the turning path used when turning from the approaching source traveling path Ln to the approaching destination traveling path Lm has a path interval d, a combine specification (harvest width and turning performance), and field characteristics (level of slipperiness and unevenness). ), An appropriate one (one of the four turning patterns shown in FIGS. 7 to 10) is selected from the spaces available for turning. If turning is not possible even with these turning patterns, the alpha pattern as shown in FIG. 5 is selected.

FIG. 11 shows the combine control system. The control system of the combine is composed of a control device 5 composed of a large number of electronic control units called ECUs connected via an in-vehicle LAN, and various input / output devices that perform signal communication and data communication with the control device 5. There is.

The control device 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. The operating equipment 70 includes a traveling equipment group 71, which is a traveling-related device, and a working equipment group 72, which is a work-related device. The traveling device group 71 includes, for example, an engine device, a speed change device, a braking device, a steering device, and the like. The work equipment group 72 includes control equipment in the harvesting work equipment (harvesting unit 15, threshing device 13, transporting device 16, grain discharging device 18, etc., shown in FIG. 1).

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, 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 and posture of the harvesting work device described above, and a sensor for detecting the state of the culm and the grain.

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 device 5. The traveling operation unit 90 includes a main shifting lever 91 as a shifting lever, a steering lever 92, a mode operating tool configured as a mode switching switch 93, an automatic traveling operating tool 94, and the like. The mode changeover switch 93 has a function of sending a command for switching between automatic operation and manual operation to the control device 5. The automatic driving operation tool 94 outputs an automatic driving transition request through an operation by the driver.

The notification device 62 is a device for notifying a driver or the like of a warning regarding a working state or a traveling state, and is a buzzer, a lamp, or the like. The general-purpose terminal 4 also functions as a device for notifying the driver and the like of the working state, the running state, and various information through the display on the touch panel 40.

The control device 5 is also connected to the general-purpose terminal 4 through an in-vehicle LAN. The general-purpose terminal 4 is a tablet computer provided with a touch panel 40. The general-purpose terminal 4 has an input / output control unit 41, a work travel management unit 42, a travel route calculation unit 43, and a turning route calculation unit 44. The input / output control unit 41 has a function of constructing a graphic interface using the touch panel 40 and a function of exchanging data via a computer at a remote location, a wireless line, or the Internet.

The work travel management unit 42 includes a travel locus calculation unit 421, a work area determination unit 422, and a discharge position setting unit 423. The traveling locus calculation unit 421 calculates the traveling locus based on the position of the own vehicle given by the control device 5. As shown in FIG. 2, the work area determination unit 422 sets the field as the outer peripheral area SA and the unworked area CA based on the traveling locus obtained by the combine harvesting around the outer peripheral area SA of the field several times. It is divided into. The outermost line of the outer peripheral region SA calculates the boundary line with the shore of the field, and the innermost line of the outer peripheral region SA calculates the unworked area CA in which automatic traveling is performed. When the grain tank 14 is full, the discharge position setting unit 423 sets the discharge stop position of the combine when the grains of the grain tank 14 are discharged to the carrier CV by the grain discharge device 18. The discharge stop position is set at a location other than the corner portion of the outer peripheral region SA formed on the outer peripheral side of the field by the peripheral mowing run and the polygonal outer peripheral region SA.

The travel route calculation unit 43 calculates a travel route for automatic travel with respect to the unworked area CA determined by the work area determination unit 422. When the driver inputs that the manual driving of the outer peripheral region SA is completed, the route calculation according to the selected driving pattern is automatically performed.

The travel route calculation unit 43 determines the interval (route interval) of adjacent travel routes based on the harvest width (work width) of the harvest unit 15 and the overlap value. Further, the travel route calculation unit 43 calculates a travel route for straight travel by using an algorithm as described with reference to FIG.

The turning path calculation unit 44 calculates a U-turn type turning path and an alpha turn type turning path shown in FIG. In particular, in order to calculate the turning path described with reference to FIGS. 7 to 10, the initial turning path calculation unit 441, the late turning path calculation unit 442, the approach route calculation unit 443, the preliminary route calculation unit 444, and the intermediate route calculation unit 445 is provided.

The late turning path calculation unit 442 calculates a 90-degree arc having a used turning radius of the combine preset through the operation input to the touch panel 40 as the late turning path C2. At that time, the approach route calculation unit 443 calculates the length of the approach route required to accurately enter the approach destination travel route Lm by using the calculated late turning path C2. The initial turning path calculation unit 441 calculates the initial turning path C1 for the initial turning running following the running along the approaching source running path Ln. At that time, a value larger than the radius of the late turning path C2 is used as the radius of the initial turning path C1. It is convenient if the radius of the initial turning path C1 corresponding to the radius of the late turning path C2 is tabulated. Based on the calculated path spacing between the initial turn path C1 and the late turn path C2, and the approach source travel path Ln and the approach destination travel route Lm, the intermediate route calculation unit 445 needs the required length of the linear intermediate route Lmid. Calculate the dimension. Further, the preliminary route calculation unit 444 calculates the required length of the preliminary route Lad based on the current harvest width of the combine, the specifications of the traveling device 11, and the radius of the initial turning path C1.

In the calculation of the turning path by the turning path calculation unit 44, if the required length between the intermediate path Lmid and the preliminary path Lad is zero, the turning path as shown in FIG. 7 is calculated. If only the required length of the preliminary path Lad is zero, the turning path as shown in FIG. 8 is calculated. If only the required length of the intermediate path Lmid is zero, the turning path as shown in FIG. 9 is calculated. If the required length of the intermediate path Lmid and the preliminary path Lad is not zero, the turning path as shown in FIG. 10 is calculated.

The control device 5 includes a vehicle position calculation unit 50, a manual travel control unit 51, an automatic travel control unit 52, a travel route setting unit 53, a work control unit 54, and a notification unit 59.

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 satellite positioning unit 81. The own vehicle position calculation unit 50 can also calculate the own vehicle position using the position vector from the inertial navigation unit 82 and the mileage. The own vehicle position calculation unit 50 can also calculate the own vehicle position by combining the signals from the satellite positioning unit 81 and the inertial navigation unit 82. Further, the own vehicle position calculation unit 50 can also calculate the direction of the main body 10 which is the traveling direction of the main body 10 from the own vehicle position over time.

The notification unit 59 generates notification data based on a command or the like from each functional unit of the control device 5, and gives the notification data to the notification device 62. When the driving mode is switched to the automatic driving mode by the mode changeover switch 93, the control device 5 determines whether or not the automatic driving is permitted based on the preset automatic driving permission condition, and this determination result is the permission. In this case, an automatic driving start command is given to the automatic driving control unit 52.

The manual travel control unit 51 and the automatic travel control unit 52 have an engine control function, a steering control function, a vehicle speed control function, and the like, and give a travel control signal to the travel equipment group 71. The work control unit 54 gives a work control signal to the work equipment group 72 in order to control the movement of the harvesting work apparatus.

This combine can be driven by both automatic driving in which harvesting work is performed by automatic driving and manual driving in which harvesting work is performed by manual driving. When the automatic driving mode is set, the traveling route setting unit 53 receives the traveling route calculated by the traveling route calculation unit 43 and the turning route calculated by the turning route calculation unit 44 from the general-purpose terminal 4 in a timely manner. It is set as a traveling path and a turning path that are targets of automatic steering. In order to perform automatic steering, the automatic driving control unit 52 has an directional deviation between the traveling route and the turning path set by the traveling route setting unit 53 and the own vehicle position calculated by the own vehicle position calculation unit 50. A steering control signal is generated so as to eliminate the misalignment. Further, the automatic driving control unit 52 generates a control signal related to the vehicle speed change based on the vehicle speed value set in advance.

When the manual driving mode is selected, when the manual operation signal is sent to the manual driving control unit 51 based on the operation by the driver, the manual driving control unit 51 generates a control signal and controls the traveling equipment group 71. As a result, manual operation is realized. The traveling route and turning route set by the traveling route setting unit 53 can be used for guidance for the combine to travel along the traveling route and turning route even in manual operation.

[Another embodiment]
(1) In the above-described embodiment, the turning path calculation unit 44 calculates the initial turning path C1, the late turning path C2, the intermediate path Lmid, and the preliminary path Lad when the approach source traveling path Ln and the approach destination traveling route Lm are determined. It was configured to do. Instead of this, each calculation function of the initial turning path C1, the late turning path C2, the intermediate path Lmid, and the preliminary path Lad is tabulated, and the data of the determined approach source travel path Ln and approach destination travel route Lm are input. And, a configuration may be adopted in which the data of the initial turning path C1, the late turning path C2, the intermediate path Lmid, and the preliminary turning path Lad are derived.

(2) Each functional unit shown in FIG. 11 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. For example, the functional unit built in the general-purpose terminal 4 may be partially or wholly incorporated in the control device 5.

(3) In the above-described embodiment, the peripheral mowing running is performed manually, but after the second lap, automatic running may be adopted for partial running, especially for linear running. ..

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, carrot harvesters, and sugar cane harvesters.

10: Machine 11: Traveling device 4: General-purpose terminal 40: Touch panel 41: Input / output control unit 42: Working traveling management unit 421: Traveling locus calculation unit 422: Working area determination unit 43: Traveling route calculation unit 44: Turning route calculation unit 441: Initial turning route calculation unit 442: Late turning route calculation unit 443: Approach route calculation unit 444: Preliminary route calculation unit 445: Intermediate route calculation unit 5: Control device 50: Own vehicle position calculation unit 51: Manual driving control unit 52 : Automatic driving control unit 53: Driving route setting unit 80: Own vehicle position detection module C1: Initial turning route C2: Late turning route CA: Unworked area Lad: Preliminary route Lin: Approach route Lm: Approach destination driving route Lmid: Intermediate Route Ln: Approach source travel route r: Radius R: Radius

Claims (4)

It is an automatic steering system for field work vehicles that enters the approach destination travel route from the approach source travel route via turning travel by automatic travel.
An initial turning path calculation unit that calculates an initial turning path for an initial turning running following the running along the approaching source running path, and an initial turning path calculation unit.
A late turn path calculation unit that calculates a late turn path for a late turn run following the run along the initial turn path, and a late turn path calculation unit.
It is equipped with an approach route calculation unit that calculates an approach route connecting the late turning route and the approach destination traveling route.
An automatic steering system in which the turning radius of the initial turning path is set to be larger than the turning radius of the late turning path. According to claim 1, a preliminary route extending along the extending direction of the approaching source traveling route is calculated on the starting end side of the initial turning route in order to prevent the field work vehicle from trampling the crop during turning. Automatic steering system. The late turning path is an arc,
The automatic steering system according to claim 1 or 2, wherein the initial turning path calculation unit calculates the initial turning path as a circular arc in contact with an extension line of the approaching source traveling path and a tangent line of the late turning path. The late turning path is an arc,
On the rear end side of the initial turning path, a linear intermediate path connected to the late turning path is calculated.
The automatic steering system according to claim 1 or 2, wherein the initial turning path calculation unit calculates the initial turning path as a circular arc in contact with an extension line of the approaching source traveling path and the intermediate path.

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