JP7645625B2 - Agricultural machinery - Google Patents

Description

The present invention relates to an agricultural machine.

Patent Document 1 describes a rice transplanter capable of traveling in an automatic straight-line mode. Travel in the self-propelled straight-line mode is performed as follows. First, the operator operates the steering handle to make the rice transplanter travel in a straight line, and the operator operates the registration switches at two points along the way. The teaching direction is calculated based on the satellite positioning data at those two points. A straight target line parallel to the calculated teaching direction is generated. The steering unit is controlled so that the machine moves along the target line, and travel in the automatic straight-line mode (automatic steering travel) is performed.

If an abnormality in the positioning data is detected while the vehicle is in automatic steering mode, the operator will be notified, automatic steering will be stopped (transitioning from automatic straight-line mode to manual mode), and driving will be stopped.

JP 2017-136015 A

When working in a field, straight-line travel from one end of the field to the other is repeated. According to the rice transplanter of Patent Document 1, straight-line travel can be performed by automatic steering, eliminating the need for manual steering by the operator and reducing the workload. If automatic steering travel is interrupted during straight-line travel due to an abnormality, it would be preferable to be able to resume automatic steering travel along the same teaching direction or target line, as this would further reduce the workload. The rice transplanter of Patent Document 1 does not take into consideration resuming automatic steering travel after it has been interrupted.

The object of the present invention is to provide an agricultural machine that can reduce the workload associated with automatic steering.

As a means for solving the above-mentioned problems, the agricultural work machine of the present invention is an agricultural work machine comprising an engine and a travel control unit that controls the travel of a machine having a travel device, and includes a mode switching unit that switches the control mode of the travel control unit between a first mode in which automatic steering travel can be performed using a reference heading and manual steering travel can be performed for calculating the reference heading, and a second mode in which the automatic steering travel is not performed and the travel device is stopped, a memory unit that stores direction-related information which is information regarding the reference heading when the control mode of the travel control unit is in the first mode, an A-point registration button and a B-point registration button that can receive manual operation, and stores the position of the machine when a manual operation to the A-point registration button is received as a point A coordinate in the memory unit, stores the position of the machine when a manual operation to the B-point registration button is received as a point B coordinate in the memory unit, and stores the A-point coordinates and and a reference orientation calculation unit that calculates the reference orientation based on the point A coordinates and the point B coordinates and stores it in the memory unit, wherein the mode switching unit switches the control mode of the travel control unit from the first mode to the second mode in response to the engine being stopped while waiting for manual operation of the point B registration button after storing the point A coordinates, and further switches from the second mode to the first mode in response to a start key for starting or shutting down the agricultural machine being turned ON, so that the reference orientation calculation unit again waits for manual operation of the point B registration button, stores the position of the machine at the time when the manual operation of the point B registration button is accepted as the point B coordinates in the memory unit, calculates the reference orientation based on the point A coordinates and the point B coordinates and stores it in the memory unit, and the travel control unit is capable of performing automatic steering travel using the reference orientation stored in the memory unit.

According to this configuration, the direction-related information, which is information about the reference direction when the control mode of the driving control unit is the first mode, is stored in the storage unit, and when the control mode of the driving control unit becomes the first mode again, the direction-related information can be used to perform automatic steering driving. This eliminates the need for tasks such as regenerating the reference direction, and makes it possible to reduce the workload when restarting automatic steering driving.

In the present invention, it is preferable that, when the driving control unit is performing the automatic steering driving, the mode switching unit switches the control mode of the driving control unit from the first mode to the second mode in response to the engine being stopped, and further switches from the second mode to the first mode in response to the start key being turned ON, so that when the driving control unit is switched to the first mode in response to the start key being turned ON, the automatic steering driving is performed using the reference orientation that was used before the engine was stopped.

In the present invention, the vehicle further includes an automatic steering control unit and an automatic steering button capable of accepting manual operation, and the automatic steering control unit, in response to accepting manual operation of the automatic steering button from the automatic steering button, determines a driving line that passes through a reference point of the aircraft at that time and is in a direction along the reference orientation as an automatic steering target line,
It is preferable that, when in the first mode, the traveling control unit causes the aircraft to travel along the automatic steering target line.

According to this configuration, if the mode is switched when automatic steering is not being performed (for example, after automatic steering has ended), and a manual operation is performed to perform automatic steering again, automatic steering can be performed using the direction-related information stored in the memory unit, thereby further improving the convenience of the agricultural machine.

This configuration is preferable because it makes it possible to reduce the workload when restarting automatic steering in an agricultural machine that switches to a second mode in which automatic steering is not performed when a specified switching condition is met.

This configuration is preferable because it reduces the workload when restarting automatic steering in an agricultural machine that switches to a second mode in which automatic steering is not performed when the engine is stopped.

This configuration is preferable because it reduces the workload when restarting automatic steering travel in an agricultural work machine that switches to a second mode in which automatic steering travel is not performed when the work implement stops.

FIG. FIG. 2 is a block diagram showing a configuration relating to control. 1 is a flowchart of a startup routine. 3 is a flowchart of a main routine. 4 is a flowchart of a reference direction acquisition routine. 4 is a flowchart of an automatic steering start routine. 4 is a flowchart of an automatic steering end routine.

The following describes a standard combine harvester, which is an embodiment of the agricultural machine according to the present invention, with reference to the drawings. Note that the present invention is not limited to the following embodiment, and various modifications are possible without departing from the gist of the invention.

In the following explanation, unless otherwise specified, the direction of arrow F in Figure 1 is "front", the direction of arrow B is "rear", the direction of arrow U is "up", and the direction of arrow D is "down".

[Overall configuration of the combine]
1, a normal combine harvester 1 (corresponding to the "farm work machine" according to the present invention) includes a machine body 10, a harvesting section H (an example of a work device), a threshing device 13, a grain tank 14, a conveying section 16, a grain discharge device 18, and a satellite positioning module 80. The machine body 10 also includes a crawler-type running device 11, a driving section 12, and an engine EG.

The traveling device 11 is provided at the bottom of the combine harvester 1. The traveling device 11 is driven by power from the engine EG. The combine harvester 1 can be self-propelled by the traveling device 11.

The driving section 12, threshing device 13, and grain tank 14 are provided above the traveling device 11. An operator can ride in the driving section 12 to monitor the operation of the combine harvester 1.

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

The cutting unit H is provided at the front of the combine harvester 1. The conveying unit 16 is provided at the rear of the cutting unit H. The cutting unit H also includes a cutting blade 15 and a reel 17.

The cutting blade 15 cuts the planted culms in the field. The reel 17 rotates around the reel axis 17b that runs along the left-right direction of the machine body, raking in the planted culms to be harvested. The cut culms cut by the cutting blade 15 are sent to the conveying section 16.

With this configuration, the reaping unit H harvests grains in the field. The combine 1 is capable of reaping travel, traveling on the traveling device 11 while reaping the planted stalks in the field with the cutting blade 15.

The harvested stalks harvested by the harvesting section H are transported to the rear of the machine by the transport section 16. This transports the harvested stalks to the threshing device 13.

The harvested stalks are threshed in the threshing device 13. The grains obtained by the threshing process are stored in the grain tank 14. The grains stored in the grain tank 14 are discharged outside the machine by the grain discharge device 18 as necessary.

That is, the combine 1 is equipped with a grain tank 14 that stores the grain harvested by the harvesting section H.

As shown in FIG. 1, a display input device 4 (an example of an input device) is disposed in the driving unit 12. The display input device 4 is configured to be capable of displaying various information and to be capable of receiving manual operations. The display input device 4 is, for example, a touch panel type liquid crystal display device. In this embodiment, the display input device 4 is fixed to the driving unit 12. However, the present invention is not limited to this, and the display input device 4 may be configured to be detachable from the driving unit 12, or the display input device 4 may be located outside the combine harvester 1.

The combine harvester 1 is configured to be capable of manual steering and automatic steering. Manual steering means that the combine harvester is driven by manual steering by the operator. Automatic steering means that the combine harvester automatically drives forward. In particular, in this embodiment, automatic steering means that the combine harvester automatically drives forward without making large changes in direction, such as an α-turn or a U-turn.

The driving section 12 is also provided with a main speed change lever 19. When the combine harvester 1 is traveling with manual steering or automatic steering, the speed of the combine harvester 1 changes when the operator operates the main speed change lever 19. In other words, when the combine harvester 1 is traveling with manual steering or automatic steering, the operator can change the speed of the combine harvester 1 by operating the main speed change lever 19.

The driving section 12 is also provided with a steering operation device 41. When the combine harvester 1 is traveling with manual steering, a speed difference is generated between the left and right crawlers of the traveling device 11 when the operator operates the steering operation device 41. This causes the combine harvester 1 to turn. In other words, when the combine harvester 1 is traveling with manual steering, the operator can steer the combine harvester 1 by operating the steering operation device 41.

That is, the combine harvester 1 is equipped with a steering operation device 41 for steering.

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

[Configuration regarding power transmission]
2, the combine harvester 1 includes a threshing clutch C1 and a harvesting clutch C2. Power output from the engine EG is distributed to the traveling device 11 and the threshing clutch C1.

The traveling device 11 has a main transmission 11a and an auxiliary transmission 11b. In this embodiment, the main transmission 11a is configured as a hydrostatic continuously variable transmission. The auxiliary transmission 11b is configured as a gear-switching type transmission and is configured to be switchable between a high-speed state and a low-speed state. The high-speed state is a speed-changing state for travel (non-work), and the low-speed state is a speed-changing state for work.

The power input from the engine EG to the traveling device 11 is changed in speed by the main transmission 11a and the sub-transmission 11b. The changed speed power then drives the crawlers of the traveling device 11, causing the combine 1 to travel.

The main shift lever 19 is configured to be swingable in the forward and backward directions. The range of motion of the main shift lever 19 is divided into three positions: a forward operating position, a neutral position, and a reverse operating position. By operating the main shift lever 19, the gear shift state of the main transmission 11a changes.

When the main speed change lever 19 is in the forward operating position, the main speed change device 11a is in a forward speed change state. At this time, the more the main speed change lever 19 is tilted forward, the faster the power output from the main speed change device 11a becomes.

When the main shift lever 19 is in the neutral position, the main shift device 11a is in a neutral state. At this time, the main shift device 11a does not output power.

When the main shift lever 19 is in the reverse operating position, the main shift device 11a is in a reverse shift state. At this time, the more the main shift lever 19 is tilted rearward, the faster the power output from the main shift device 11a becomes.

The main shift lever 19 is also provided with an auxiliary shift switch 42 (Figure 2). Each time the auxiliary shift switch 42 is pressed, the shift state of the auxiliary shift device 11b switches between a high-speed state and a low-speed state.

The threshing clutch C1 shown in FIG. 2 is configured to be able to change between an on state in which power is transmitted and an off state in which power is not transmitted.

When the threshing clutch C1 is engaged, power from the engine EG is transmitted to the threshing device 13 and the harvesting clutch C2. This drives the threshing device 13.

When the threshing clutch C1 is in the off state, power from the engine EG is not transmitted to either the threshing device 13 or the harvesting clutch C2. At this time, the threshing device 13 does not operate.

The harvesting clutch C2 is also configured to be able to change between an on state in which power is transmitted and an off state in which power is not transmitted.

When both the threshing clutch C1 and the reaping clutch C2 are engaged, power from the engine EG is transmitted to the reaping unit H. This drives the reaping unit H.

In addition, when the mowing clutch C2 is in the disengaged state, power from the engine EG is not transmitted to the mowing unit H. At this time, the mowing unit H does not drive.

In addition, when the threshing clutch C1 is in the disengaged state, power from the engine EG is not transmitted to the reaping unit H. At this time, the reaping unit H does not drive.

As shown in Fig. 2, the combine harvester 1 is equipped with a reaping/threshing lever 43. The reaping/threshing lever 43 is provided on the driving section 12. The reaping/threshing lever 43 is configured to be operable to swing back and forth. The reaping/threshing lever 43 is configured to be capable of selectively switching the operating position among a first operating position, a second operating position, and a third operating position.
When the reaping/threshing lever 43 is operated, the on/off states of the threshing clutch C1 and the reaping clutch C2 change.

When the operating position of the reaping/threshing lever 43 is the first operating position, the threshing clutch C1 and the reaping clutch C2 are both engaged.

When the operating position of the reaping/threshing lever 43 is the second operating position, the threshing clutch C1 is engaged and the reaping clutch C2 is disengaged.

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

As shown in FIG. 2, the combine harvester 1 is equipped with a steering operation device 41. The steering operation device 41 is configured to be able to swing left and right.

The configuration related to the control of the combine harvester 1 will be described below with reference to the block diagram in Figure 2. The control unit CU of the combine harvester 1 includes a control unit CS and a memory device ME.

In more detail, the control unit CU is a so-called ECU, and includes a memory (HDD, non-volatile RAM, etc., not shown) that stores programs corresponding to the functional units, and a CPU (not shown) that executes the programs. The functions of each functional unit are realized by the CPU executing the programs.

The control unit CS includes a vehicle position calculation unit 21, a driving control unit 24, a vehicle direction calculation unit 25, a mode switching unit 26, a reference direction calculation unit 27, an automatic steering control unit 28, and a driving route calculation unit 29.

The memory device ME includes a status flag memory unit 51 and a direction-related information memory unit 52 (an example of a memory unit). The status flag memory unit 51 and the direction-related information memory unit 52 are provided in an element or area (e.g., non-volatile RAM) that retains memory even when the power to the control device CU in the memory device ME is cut off.

The status flag memory unit 51 stores an automatic steering in progress flag and a point B waiting flag. The automatic steering in progress flag and point B waiting flag have two values: ON and OFF.

The direction-related information storage unit 52 stores direction-related information, which is information about the reference direction when the control mode of the driving control unit 24 is the first mode.

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

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

In general, in RTK-GPS positioning, the distance between a GPS satellite and a GPS receiver is taken as N x λ + φ x λ + c x dT + c x dt, and N, called the integer bias, is calculated. This enables highly accurate positioning. λ is the wavelength of the carrier wave. φ is the decimal part of the wave number between the GPS satellite and the GPS receiver. c is the radio wave propagation speed, dT is the clock error of the GPS satellite, and dt is the clock error of the GPS receiver.

The state in which N is determined as an integer solution is called FIX. The positioning result at this time is called a FIX solution.

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

Hereinafter, in RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, the state in which a FIX solution has been obtained may be referred to as the "high accuracy state."

Note that the satellite positioning module 80 does not have to use GPS. For example, the satellite positioning module 80 may use a GNSS other than GPS (GLONASS, Galileo, Michibiki, BeiDou, etc.).

As shown in FIG. 2, the combine harvester 1 is equipped with an inertial measurement device 81. The control unit CS also has a vehicle orientation calculation unit 25.

The inertial measurement unit 81 detects the angular velocity of the yaw angle of the aircraft 10 and the acceleration in three mutually orthogonal axial directions over time. The detection results by the inertial measurement unit 81 are sent to the vehicle orientation calculation unit 25.

The vehicle orientation calculation unit 25 receives the position coordinates of the combine harvester 1 from the vehicle position calculation unit 21. The vehicle orientation calculation unit 25 then calculates the attitude orientation of the combine harvester 1 based on the detection results from the inertial measurement device 81 and the position coordinates of the combine harvester 1.

More specifically, first, while the combine harvester 1 is traveling, the vehicle orientation calculation unit 25 calculates the initial attitude orientation based on the current position coordinates of the combine harvester 1 and the position coordinates of the combine harvester 1 at the point where it was traveling immediately before. Next, when the combine harvester 1 travels for a certain period of time after the initial attitude orientation is calculated, the vehicle orientation calculation unit 25 calculates the amount of change in the attitude orientation by integrating the angular velocity detected by the inertial measurement device 81 during the certain period of travel.

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

The angular velocity detected by the inertial measurement unit 81 contains a measurement error (drift). This measurement error increases over time, so each time the amount of change in attitude and orientation is calculated, the error contained in the calculated amount of change in attitude and orientation becomes larger.

The vehicle orientation calculation unit 25 is configured to correct the attitude orientation calculated based on the detection results by the inertial measurement device 81 with orientation information calculated based on changes in the position coordinates of the combine 1. The orientation information calculated based on changes in the position coordinates of the combine 1 is highly accurate when a FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, and the combine 1 moves straight for several meters or more. Therefore, the vehicle orientation calculation unit 25 performs correction using orientation information calculated based on changes in the position coordinates of the combine 1 only when a FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, and the combine 1 moves straight for several meters or more.

In this specification, a state in which a FIX solution has been obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, the combine harvester 1 has moved straight for more than several meters, and high-precision orientation information is calculated based on changes in the position coordinates of the combine harvester 1 may be referred to as a high-precision orientation calculation state.

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

The traveling control unit 24 is configured to be able to control the traveling device 11. The traveling control unit 24 controls the traveling of the vehicle 10 by controlling the traveling device 11.

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

[Configuration regarding lifting and lowering operation of the reaping unit]
As shown in Fig. 1, the combine harvester 1 is provided with a harvesting cylinder 15A. Also, as shown in Fig. 2, the combine harvester 1 is provided with a harvesting lifting operation tool 44.

The harvesting lifting operation tool 44 is provided in the driving unit 12. The control unit CS is configured to control the extension and retraction of the harvesting cylinder 15A in response to the operation of the harvesting lifting operation tool 44 by the operator.

When the cutting cylinder 15A extends, the conveying unit 16 and the cutting unit H swing together in a direction that causes the cutting unit H to rise. This causes the cutting unit H to rise relative to the machine body 10.

When the cutting cylinder 15A retracts, the conveying unit 16 and the cutting unit H swing together in a direction that causes the cutting unit H to descend. As a result, the cutting unit H descends relative to the machine body 10.

With this configuration, the operator can raise and lower the cutting unit H by operating the cutting lifting operation tool 44.

[Configuration related to automatic steering driving]
The mode switching unit 26 switches the control mode of the driving control unit 24 between an automatic steering mode (an example of a first mode) in which automatic steering driving can be performed using a reference heading, and a non-automatic steering mode (a second mode) in which automatic steering driving is not performed. In the automatic steering mode, manual steering driving for setting a reference heading, preliminary manual steering driving before starting automatic steering driving, starting and ending automatic steering driving based on an operator's operation, automatically starting and ending automatic steering driving, turning driving by manual steering between automatic steering driving and automatic steering driving, and the like are performed.

Automatic steering driving is described in detail below. Automatic steering driving is a driving in which an automatic steering target line is generated and determined based on a set reference heading, and the aircraft 10 is automatically steered along the determined automatic steering target line. Prior to automatic steering, the reference heading is set.

When setting the reference orientation (reference orientation acquisition routine described later), a button labeled "Register Point A" (hereinafter referred to as the "Register Point A button") is displayed on the screen of the display input device 4. When the operator touches the Register Point A button, a predetermined signal is sent to the reference orientation calculation unit 27. In response to receiving the signal, the reference orientation calculation unit 27 calculates the position coordinates of the combine 1 at the time the Register Point A button was touched based on the time-dependent position coordinates of the combine 1 received from the vehicle position calculation unit 21. Hereinafter, the position coordinates are referred to as the "Point A coordinates," and the position corresponding to the Point A coordinates is simply referred to as "Point A." The position coordinates calculated at this time (Point A coordinates) are stored in the orientation related information storage unit 52 as orientation related information.

When the combine harvester 1 is manually steered and moves a predetermined distance away from point A, a button marked "Register point B" (hereinafter referred to as the "Register point B button") appears on the screen of the display input device 4. When the operator touches the Register point B button, a predetermined signal is sent to the reference direction calculation unit 27. In response to receiving the signal, the reference direction calculation unit 27 calculates the position coordinates of the combine harvester 1 at the time the Register point B button was touched based on the time-dependent position coordinates of the combine harvester 1 received from the vehicle position calculation unit 21. Hereinafter, the position coordinates are referred to as "Point B coordinates," and the position corresponding to the Point B coordinates is simply referred to as "Point B." The position coordinates calculated at this time (Point B coordinates) are stored in the direction-related information storage unit 52 as direction-related information.

Then, the reference direction calculation unit 27 determines the reference direction for automatic steering based on the coordinates of point A and point B. More specifically, the reference direction calculation unit 27 calculates the direction of a straight line from point A to point B, and determines this direction as the reference direction. The determined reference direction is stored in the direction-related information storage unit 52 as direction-related information.

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

The reference direction does not have to have a direction from one side to the other. For example, the reference direction may indicate the slope of a line in a coordinate system (e.g., the slope of a line passing through points A and B), or the line itself in a coordinate system (e.g., the line passing through points A and B), or it may indicate a direction based on north, south, east, west, etc. (e.g., the "north-south direction" or "east-west direction").

After the reference orientation calculation unit 27 calculates the reference orientation, the travel path calculation unit 29 constantly calculates a travel line that passes through the center of the cutting width of the cutting unit H and is aligned with the reference orientation. In other words, this travel line is calculated based on the reference orientation.

When the conditions for starting automatic steering (described later) are met, the automatic steering button becomes operable. When the automatic steering button is operated by the operator, a specified signal is sent to the automatic steering control unit 28. In response to receiving this signal, the automatic steering control unit 28 fixes the driving line that was calculated at that time. The fixed driving line becomes the automatic steering target line, and is sent from the automatic steering control unit 28 to the driving control unit 24.

The driving control unit 24 controls the driving of the combine harvester 1 based on the position coordinates of the combine harvester 1 received from the vehicle position calculation unit 21, the attitude direction of the combine harvester 1 received from the vehicle direction calculation unit 25, and the automatic steering target line received from the automatic steering control unit 28. More specifically, the driving control unit 24 controls the driving of the machine body 10 so that the harvesting driving is performed by automatic steering driving along the automatic steering target line.

The travel control unit 24 may be configured to control the travel of the vehicle 10 based on a reference orientation instead of the automatic steering target line. In this case, the travel control unit 24 may be configured to control the travel of the vehicle 10 so that the attitude orientation of the combine 1 matches the reference orientation or is parallel to the reference orientation.

[Control Routine]
In the combine harvester 1, the control unit CS of the control unit CU executes a start routine (FIG. 3), a main routine (FIG. 4), a reference direction acquisition routine (FIG. 5), an automatic steering start routine (FIG. 6), and an automatic steering end routine (FIG. 7). These will be described in order below with reference to the flowcharts of FIGS. 4-7.

[Startup routine]
The control unit CS continuously monitors the operation of the start key (not shown) of the combine harvester 1 (S101: No).

When the start key is turned ON (S101: Yes), the control unit CS acquires the value of the automatic steering in progress flag stored in the status flag memory unit 51 (S102).

If the automatic steering in progress flag is ON (S102: Yes), the control unit CS displays the text "Do you want to continue the interrupted automatic steering?", a Yes button, and a No button on the screen of the display input device 4 (S103).

Then, the control unit CS changes the value of the automatic steering in progress flag to OFF and stores it in the status flag memory unit 51 (S104).

The control unit CS monitors the operation input to the display input device 4 (S105). When the Yes button is touched, i.e., when an operation input to continue automatic steering is performed (S105: Yes), the mode switching unit 26 switches the driving control unit 24 from the non-automatic steering mode to the automatic steering mode (S106).

The automatic steering control unit 28 reads out the reference direction used in the previous automatic steering driving from the direction related information storage unit 52 and sets it as the reference direction to be used in the next automatic steering driving (S107). Then, the control unit CS starts S408 of the automatic steering start routine (Figure 6).

If the automatic steering in progress flag is OFF (S102: OFF), the control unit CS acquires the value of the B point waiting flag stored in the status flag memory unit 51 (S108).

If the value of the B point waiting flag is ON (S108: ON), the control unit CS displays the text "Do you want to continue the suspended B point registration?", a Yes button, and a No button on the screen of the display input device 4 (S109).

Then, the control unit CS changes the value of the point B waiting flag to OFF and stores it in the status flag storage unit 51 (S110).

The control unit CS monitors the operation input to the display input device 4 (S111). When the Yes button is touched, that is, when an operation input to continue the B point registration is performed (S111: Yes), the mode switching unit 26 switches the driving control unit 24 from the non-automatic steering mode to the automatic steering mode (S112).

The automatic steering control unit 28 reads out the coordinates of point A registered in the interrupted reference direction acquisition routine from the direction-related information storage unit 52 (S113). Then, the control unit CS starts S304 of the reference direction acquisition routine (Figure 5).

When the No button is touched in S105, i.e., an operation input is made to discontinue automatic steering (S105: No), when the B point waiting flag is OFF (S108: OFF), and when the No button is touched in S111, i.e., an operation input is made to discontinue B point registration (S111: No), the control unit CS starts the main routine.

[Main routine]
The control unit CS waits for an operation input for switching to the automatic steering mode (S201: No). For example, the control unit CS displays a button with the words "keep straight" (hereinafter referred to as the "keep straight button") on the screen of the display input device 4, and waits for a touch operation on the button. When the keep straight button is touched, that is, when an operation input for switching to the automatic steering mode is performed (S201: Yes), the mode switching unit 26 switches the driving control unit 24 from the non-automatic steering mode to the automatic steering mode (S202).

The automatic steering control unit 28 refers to the direction-related information stored in the direction-related information storage unit 52 and determines whether or not there is direction-related information (reference direction, coordinates of point A, coordinates of point B) used in automatic steering driving in the previous automatic steering mode (whether or not it is stored in the direction-related information storage unit 52) (S203).

If there is previous direction-related information (S203: Yes), the automatic steering control unit 28 determines whether the same base station is grounded in the field as when the direction-related information was generated (when the point A coordinates and the B coordinates were acquired, and when the reference direction was generated using them) (S204).

If the same base station is found (S204: Yes), the automatic steering control unit 28 displays a button marked "Previous A/B" (hereinafter referred to as the "Previous AB button") on the screen of the display input device 4 (S205).

If the same base station is not found (S204: No), the automatic steering control unit 28 displays a button marked "Previous Reference" (hereinafter referred to as the "Previous Reference button") on the screen of the display input device 4 (S206).

After S205 is completed, after S206 is completed, or if there is no previous direction-related information (S203: Yes), the automatic steering control unit 28 displays a button labeled "Register Point A" (hereinafter referred to as the "Register Point A button") on the screen of the display input device 4 (S207).

The automatic steering control unit 28 monitors the operation input to the display input device 4 (S208: No, S209: No, S211: No).

If the point A registration button is touched (S208: Yes), the control unit CS starts the reference direction acquisition routine (Figure 5).

If the previous reference button is touched (S209: Yes), the automatic steering control unit 28 reads out the previous reference direction (reference direction related information) from the direction related information storage unit 52 and sets it as the reference direction to be used for the next automatic steering driving (S210).

If the AB button was touched last time (S211: Yes), the reference direction calculation unit 27 reads out the previous coordinates of point A and point B (reference direction related information) from the direction related information storage unit 52, and calculates the reference direction based on the read coordinates of point A and point B (S212). The automatic steering control unit 28 sets the calculated reference direction as the reference direction to be used for the next automatic steering driving.

After S210 and S212 are completed, the control unit CS starts the automatic steering start routine (Figure 6).

[Reference direction acquisition routine]
The reference orientation calculation unit 27 calculates the vehicle position of the combine harvester 1 at the time the A point registration button is touched (S208 of the main routine) based on the time-dependent position coordinates of the combine harvester 1 received from the vehicle position calculation unit 21 (S301).

The reference orientation calculation unit 27 stores the position coordinates calculated in S301 as point A coordinates (orientation related information) in the orientation related information storage unit 52 (S302).

The reference direction calculation unit 27 changes the point B waiting flag to ON and stores it in the status flag storage unit 51 (S303).

The automatic steering control unit 28 displays the position of point A on the screen of the display input device 4 (S304), and displays the running trajectory of the combine harvester 1 on the screen of the display input device 4 as the combine harvester 1 runs (S305).

The reference orientation calculation unit 27 judges whether or not point B can be registered (S306). The point B can be registered when the combine harvester 1 is at a predetermined distance or more (e.g., 5 m) from point A. The condition for the point B can be registered is not limited to this. For example, the condition may be that a FIX solution has been obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21.

If point B registration is not possible (S306: No), steps S304 and S305 are executed again.

If point B can be registered (S306: Yes), the automatic steering control unit 28 displays a button labeled "Register point B" (hereinafter referred to as the "Register point B button") on the screen of the display input device 4 (S307), and waits for the point B registration button to be touched (S308: No).

If the B point registration button is touched (S308: Yes), the reference orientation calculation unit 27 calculates the vehicle position of the combine harvester 1 at the time the B point registration button is touched based on the time-dependent position coordinates of the combine harvester 1 received from the vehicle position calculation unit 21 (S309).

The automatic steering control unit 28 displays the position of point A on the screen of the display input device 4 (S310).

The reference orientation calculation unit 27 stores the position coordinates calculated in S309 as point B coordinates (orientation related information) in the orientation related information storage unit 52 (S311).

The reference direction calculation unit 27 changes the point B waiting flag to OFF and stores it in the status flag storage unit 51 (S312).

The reference direction calculation unit 27 calculates the reference direction based on the coordinates of point A calculated in S301 and the coordinates of point B calculated in S309 (S313).

The reference direction calculation unit 27 stores the reference direction calculated in S313 in the direction-related information storage unit 52 as direction-related information (S314). Then, the control unit CS starts the automatic steering start routine.

[Automatic steering start routine]
The automatic steering control unit 28 acquires information indicating the operating position of the main shift lever 19 and determines whether the main shift lever 19 is in the forward operating position (S401). If the main shift lever 19 is not in the forward operating position (S401: Yes), step S401 is executed again.

When the main speed change lever 19 is in the forward operating position (S401: Yes), the automatic steering control unit 28 acquires information indicating the state of the sub-speed change device 11b and determines whether the sub-speed change device 11b is in a work shift state (low speed state) (S402). When the sub-speed change device 11b is not in a work shift state (low speed state) (S402: No), step S401 is executed again.

If the sub-transmission 11b is in a work shift state (low speed state) (S402: Yes), the automatic steering control unit 28 obtains information indicating whether or not a fix solution has been obtained from the vehicle position calculation unit 21, and determines whether or not a fix solution has been obtained (S403). If a fix solution has not been obtained (S403: No), step S401 is executed again.

If a FIX solution has been obtained (S403: Yes), the automatic steering control unit 28 acquires information indicating the operating position of the reaping/threshing lever 43 and determines whether the reaping clutch C2 is engaged (S404). If the reaping clutch C2 is not engaged (S404: No), step S401 is executed again.

If the mowing clutch C2 is engaged (S404: Yes), the automatic steering control unit 28 acquires information indicating whether the mowing unit H is in the work position and determines whether the mowing unit H is in the work position (S405). If the mowing unit H is not in the work position (S405: No), step S401 is executed again.

As shown in FIG. 2, the combine harvester 1 is equipped with a lifting/lowering detection unit 54. The lifting/lowering detection unit 54 detects the extension/retraction state of the cutting cylinder 15A. The detection result by the lifting/lowering detection unit 54 is sent to the control unit CU. The automatic steering control unit 28 is configured to be able to determine whether the cutting unit H is located at the working position based on the detection result by the lifting/lowering detection unit 54.

In this embodiment, the descent amount of the cutting unit H from its highest position is equal to or greater than a predetermined value, which corresponds to the cutting unit H being in the working position.

When the reaping unit H is located at the working position (S405: Yes), the automatic steering control unit 28 changes the automatic steering button (not shown) to an operable state (S406). The automatic steering button is, for example, a push button provided on the display input device 4. In this case, when the automatic steering button is in an operable state, a light-emitting element built into the push button is illuminated, and when the automatic steering button is not in an operable state, the light-emitting element is turned off. The automatic steering button is, for example, a button labeled "AUTOMATIC STEERING" that is displayed on the screen of the display input device 4. In this case, when the automatic steering button is in an operable state, the text on the button is displayed in a dark color, and when the automatic steering button is not in an operable state, the text is displayed in a light color.

That is, if all of S401-S405 are Yes, S406 is executed and automatic steering driving is started. Note that one or more of S401-S405 may be omitted.

The automatic steering control unit 28 waits for operation of the automatic steering button (S407: No).

When the automatic steering button is operated (S407: Yes), the automatic steering control unit 28 determines the driving line calculated by the driving path calculation unit 29 at that time as the automatic steering target line (S408).

The driving control unit 24 starts automatic steering driving based on the automatic steering target line determined in S408 (S409).

The automatic steering control unit 28 changes the automatic steering in progress flag to ON and stores it in the status flag memory unit 51 (S410).

The automatic steering control unit 28 stores the current reference direction as direction-related information in the direction-related information storage unit 52 (S411). The control unit CS then starts the automatic steering end routine.

[Automatic steering termination routine]
The automatic steering control unit 28 waits for operation of the automatic steering button (S501).

If the automatic steering button is not operated (S501: No), the automatic steering control unit 28 acquires information indicating the operating position of the main shift lever 19 and determines whether the main shift lever 19 is in the neutral position or the reverse operating position (S501).

If the main shift lever 19 is not in the neutral position or the reverse operating position (S502: No), the automatic steering control unit 28 acquires information indicating the state of the sub-transmission device 11b and determines whether the sub-transmission device 11b is in a speed change state for traveling (high speed state) (S503).

If the sub-transmission 11b is not in a driving shift state (high speed state) (S503: No), the automatic steering control unit 28 obtains information indicating whether or not a FLOAT solution has been obtained from the vehicle position calculation unit 21, and determines whether or not a FLOAT solution has been obtained (S504).

If the FLOAT solution has not been obtained (S504: No), the automatic steering control unit 28 acquires information indicating the operating position of the reaping/threshing lever 43 and determines whether the reaping clutch C2 is in the disengaged state (S505).

If the mowing clutch C2 is not in the disengaged state (S505: No), the automatic steering control unit 28 acquires information indicating whether the mowing unit H is in a non-working position and determines whether the mowing unit H is in a non-working position (S506). In this embodiment, the amount of descent of the mowing unit H from its highest position is equal to or less than a predetermined value, which corresponds to the mowing unit H being in a non-working position.

If the cutting unit H is not located in a non-working position (S506: No), the automatic steering control unit 28 acquires information indicating whether the cutting unit H has been operated to raise, and determines whether the cutting unit H has been operated to raise (S507).

If the reaping unit H has not been operated to rise (S507: No), the automatic steering control unit 28 acquires information indicating the operating state of the engine EG and determines whether the engine EG has stopped (S508). If the engine EG has not stopped, step S501 is executed again.

If the engine EG is stopped (S508: Yes), the driving control unit 24 ends the automatic steering driving, and the mode switching unit 26 switches the mode of the driving control unit 24 from the automatic steering mode to the non-automatic steering mode (S509).

The control unit CS continuously monitors the operation of the start key (not shown) of the combine harvester 1 (S510: No).

If the start key is turned OFF (S510: Yes), the control unit CS shuts down the combine 1 (control unit CU) (S511). Then the automatic steering end routine ends.

If the automatic steering button is operated in S501 (S501: Yes), the automatic steering control unit 28 changes the automatic steering in progress flag to OFF and stores it in the status flag memory unit 51 (S512).

After S512 is completed, and if the answer is Yes in S502-S507, the driving control unit 24 ends the automatic steering driving, and the mode switching unit 26 switches the mode of the driving control unit 24 from the automatic steering mode to the non-automatic steering mode (S513).

The control unit CS monitors the operation of the start key (not shown) of the combine 1 (S514).

If the start key is turned OFF (S514: Yes), the control unit CS shuts down the combine 1 (control unit CU) (S511). Then the automatic steering end routine ends.

If the start key is not turned off (S514: No), the control unit CS starts the main routine.

[Combine operation]
In the combine harvester 1 of this embodiment, the control device CU is configured so that when the mode switching unit 26 switches the control mode of the driving control unit 24 from an automatic steering mode (first mode) to a non-automatic steering mode (second mode) (S509, S513), and further switches from the non-automatic steering mode (second mode) to the automatic steering mode (first mode) (S106, S112, S202), the driving control unit 24 can perform automatic steering driving using a reference direction based on the direction-related information stored in the direction-related information memory unit 52 (memory unit) (S409).

In addition, when the driving control unit 24 is performing automatic steering driving (S409), in response to the mode switching unit 26 switching the control mode of the driving control unit 24 from the automatic steering mode (first mode) to the non-automatic steering mode (second mode) (S509, S513), the mode switching unit 26 waits for a manual operation from the display input device 4 (input device) (S105), and in response to receiving a manual operation from the display input device 4 (input device) to continue automatic steering driving, the mode switching unit 26 switches the control mode of the driving control unit 24 from the non-automatic steering mode (second mode) to the automatic steering mode (first mode) (S106), and the driving control unit 24 performs automatic steering driving (S409) using a reference direction based on the direction-related information stored in the direction-related information storage unit 52 (storage unit) (S107). The control unit CU is configured as follows.

In addition, in response to receiving a manual operation from the display input device 4 (input device) to not continue automatic steering driving (S105: No), the mode switching unit 26 keeps the control mode of the driving control unit 24 in the non-automatic steering mode (second mode) and waits for a manual operation from the input device (S201). In response to receiving a manual operation from the display input device 4 (input device) to perform automatic steering driving again (S201: Yes), the mode switching unit 26 switches the control mode of the driving control unit 24 from the non-automatic steering mode (second mode) to the automatic steering mode (first mode) (S202), and the driving control unit 24 is configured to be able to perform automatic steering driving using a reference direction based on the direction-related information stored in the direction-related information storage unit 52 (storage unit) (S210, S212) (S409).

In addition, when the driving control unit 24 is not performing automatic steering driving (S501: Yes), in response to the mode switching unit 26 switching the control mode of the driving control unit 24 from the automatic steering mode (first mode) to the non-automatic steering mode (second mode) (S513), the mode switching unit 26 waits for a manual operation from the display input device 4 (input device) (S201), and in response to receiving a manual operation from the display input device 4 (input device) to perform automatic steering driving again (S201: Yes), the mode switching unit 26 switches the control mode of the driving control unit 24 from the non-automatic steering mode (second mode) to the automatic steering mode (first mode) (S202), and the driving control unit 24 is configured to be able to perform automatic steering driving (S409) using a reference direction based on the direction-related information stored in the direction-related information storage unit 52 (storage unit) (S210, S212).

The mode switching unit 26 is also configured to switch the control mode of the travel control unit 24 from the automatic steering mode (first mode) to the non-automatic steering mode (second mode) (S509) when a predetermined switching condition is satisfied (S502-508: Yes). The switching condition includes the engine EG being stopped (S508). The switching condition also includes the cutting unit H (working device) provided on the machine body 10 being stopped (S505).

Other Embodiments
(1) The traveling device 11 may be of a wheel type or a semi-crawler type.

(2) The vehicle position calculation unit 21, the driving control unit 24, the vehicle direction calculation unit 25, the mode switching unit 26, the reference direction calculation unit 27, the automatic steering control unit 28, the driving path calculation unit 29, the status flag storage unit 51, and the direction-related information storage unit 52 of the control unit CU may be provided partially or entirely outside the combine harvester 1. For example, these may be provided in a computer, a management server, a cloud server, etc. of a management facility for the field. A system that realizes automatic steering driving may be constructed by the combine harvester 1 and the computers, management servers, cloud servers, etc. of these management facilities.

(3) The combine 1 may be configured to be capable of automatic driving in addition to automatic steering.

(4) The orientation-related information stored in the orientation-related information storage unit 52 may be one or more of the reference orientation, point A coordinates, and a pair of point A coordinates and point B coordinates. The orientation-related information storage unit 52 may store multiple reference orientations, multiple point A coordinates, or multiple pairs of point A coordinates and point B coordinates.

(5) The device for accepting manual operations from the operator may be a button or the like displayed on the screen of the display input device 4, or a physically operable button, switch, lever, or the like, or may be a voice input device.

(6) In the above embodiment, the conditions for terminating automatic steering include operation of the automatic steering button (S501), operation of the main shift lever 19 (S502), state of the sub-transmission device 11b (S503), state of satellite positioning (S504), state of the harvesting clutch C2 (S505), position of the harvesting unit H (S506) and presence or absence of operation (S507), and stopping of the engine EG (S508). Conditions for terminating automatic steering are not limited to these. For example, automatic steering may be terminated in response to the threshing device 13 (an example of a working device) stopping.

The present invention can be used not only in standard combine harvesters, but also in a variety of agricultural machines, including head-feeding combine harvesters, tractors, rice transplanters, corn harvesters, potato harvesters, and carrot harvesters.

10: Machine body 11: Travel device 24: Travel control unit 26: Mode switching unit EG: Engine

Claims (3)

The engine,
A travel control unit that controls the travel of a body having a travel device ,
A mode switching unit that switches the control mode of the driving control unit between a first mode in which automatic steering driving using a reference orientation and manual steering driving for calculating the reference orientation can be performed, and a second mode in which the automatic steering driving is not performed and the driving device is stopped;
a storage unit that stores orientation-related information that is information regarding the reference orientation when the control mode of the driving control unit is the first mode;
A point A registration button and a point B registration button that can accept manual operation;
a reference orientation calculation unit that causes the position of the aircraft when a manual operation to the A point registration button is accepted to be stored in the storage unit as a point A coordinate, causes the position of the aircraft when a manual operation to the B point registration button is accepted to be stored in the storage unit as a point B coordinate, and calculates the reference orientation based on the point A coordinate and the point B coordinate and stores the reference orientation in the storage unit;
the mode switching unit switches the control mode of the travel control unit from the first mode to the second mode in response to the engine being stopped while waiting for manual operation of the B point registration button after storing the A point coordinates, and further switches from the second mode to the first mode in response to a start key that starts or shuts down the agricultural work machine being turned ON;
The reference orientation calculation unit waits for a manual operation of the B point registration button again, stores the position of the aircraft when the manual operation of the B point registration button is received as the B point coordinate in the storage unit, calculates the reference orientation based on the A point coordinate and the B point coordinate, and stores the reference orientation in the storage unit,
The agricultural machine wherein the travel control unit is capable of performing automatic steering travel using the reference orientation stored in the memory unit. the mode switching unit switches the control mode of the travel control unit from the first mode to the second mode in response to the engine being stopped while the travel control unit is performing the automatic steering travel, and further switches the control mode of the travel control unit from the second mode to the first mode in response to the start key being turned ON,
2. The agricultural machine according to claim 1, wherein, when the travel control unit is switched to the first mode in response to the start key being turned ON, the automatic steering travel is performed using the reference orientation that was used before the engine was stopped. An automatic steering control unit;
and an automatic steering button capable of accepting manual operation.
the automatic steering control unit, in response to receiving a manual operation of the automatic steering button from the automatic steering button, determines a driving line that passes through a reference point of the aircraft at that time and is in a direction along the reference orientation as an automatic steering target line;
The agricultural machine according to claim 1 or 2, wherein the travel control unit, when in the first mode, causes the machine body to travel along the automatic steering target line.

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