JP2022132987A - Travel control system - Google Patents

Abstract

To provide a travel control system which can surely and easily perform a predetermined turning operation, in the travel control system which includes a steering operation tool having a predetermined movable range and in which turning of a work vehicle is performed based on an operation amount of the steering operation tool.SOLUTION: A travel control system A which controls travelling of a work vehicle includes: a steering operation tool 41 for steering; and a travel control part 24 for controlling the travel of the work vehicle according to the operation of the steering operation tool 41. The movable range of the steering operation tool 41 is set so as to be able to operate the steering operation tool 41 more than a second operation amount which is an operation amount larger than a first operation amount. When the steering operation tool 41 is operated, in the case where the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount and equal to or less than the second operation amount, the travel control part 24 controls the travel of the work vehicle so that a constant turning operation is performed irrespective of the operation amount of the steering operation tool 41.SELECTED DRAWING: Figure 3

Description

The present invention relates to a travel control system that controls travel of a work vehicle.

As a work vehicle that performs work while traveling, for example, the one described in Patent Document 1 is already known. This work vehicle (“combine” in Patent Document 1) is provided with a steering operation tool (“turning lever” in Patent Document 1) that can be swung to the left and right.

JP 2017-147999 A

Japanese Patent Laid-Open No. 2002-100003 does not describe in detail the turning control according to the operation of the steering operation tool. Here, in the work vehicle described in Patent Document 1, it is conceivable that the turning radius of the work vehicle decreases as the swing angle of the steering operation tool from the neutral position increases.

In such a configuration, when it is necessary to perform a predetermined turning motion, the operator must precisely operate the steering operation tool so that the work vehicle performs that turning motion. However, since it is not easy to precisely operate the steering operation tool, it is conceivable that a predetermined turning motion cannot be performed accurately. In addition, the requirement for precise operation tends to increase the operational burden on the operator.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a travel control system that includes a steering operation tool having a predetermined movable range and that turns a work vehicle based on the amount of operation of the steering operation tool. Another object of the present invention is to provide a travel control system that is easy to operate.

A feature of the present invention is a travel control system for controlling travel of a work vehicle, comprising a steering operation tool for steering, and a travel control unit that controls travel of the work vehicle according to the operation of the steering operation tool. wherein the movable range of the steering operation tool is set so that the steering operation tool can be operated larger than a second operation amount that is an operation amount larger than the first operation amount, and the travel control When the steering operating tool is operated, if the operating amount of the steering operating tool is equal to or greater than the first operating amount and equal to or smaller than the second operating amount, regardless of the operating amount of the steering operating tool To control traveling of the work vehicle so that a constant turning motion is performed.

According to the present invention, when the operator operates the steering operation tool so that the operation amount is equal to or greater than the first operation amount and equal to or less than the second operation amount, a predetermined turning motion is performed. Here, if the width of the operation range that is equal to or greater than the first operation amount and equal to or less than the second operation amount is appropriately set, the steering operation tool is arranged such that the operation amount is equal to or greater than the first operation amount and equal to or less than the second operation amount. is easy to operate.

Therefore, according to the present invention, in a traveling control system that includes a steering operation tool having a predetermined movable range and turns of the work vehicle based on the amount of operation of the steering operation tool, a predetermined turning operation can be reliably performed. In addition, it is possible to realize a travel control system that is easy to operate.

Furthermore, in the present invention, it is preferable to provide a setting unit capable of setting a motion level, which is the intensity of the turning motion.

According to this configuration, the operator can set the strength of the turning motion performed when the operator operates the steering operation tool so that the operation amount is equal to or greater than the first operation amount and equal to or less than the second operation amount, depending on the situation. Become. As a result, it is possible to realize a traveling control system that facilitates and reliably performs an appropriate turning operation according to the situation.

Further, in the present invention, the control mode of the travel control unit includes a first control mode capable of executing automatic steering control of the work vehicle and a second control mode capable of executing automatic steering control of the work vehicle. wherein the traveling control unit is executing automatic steering control of the work vehicle in the first control mode or the second control mode when the steering operation tool is operated, and , when the operation amount of the steering operation tool is equal to or greater than the first operation amount and equal to or less than the second operation amount, the constant turning motion is performed regardless of the operation amount of the steering operation tool. When the first level, which is the operation level in the first control mode, is set by the setting unit, the first level, which is the operation level in the second control mode, is configured to control traveling of the work vehicle. Level 2 is preferably set to match the first level, and when the second level is set by the setting unit, the first level is preferably set to match the second level. is.

According to this configuration, if one of the first level and the second level is set, the other is automatically set according to the other. As a result, it is possible to reduce the operation effort for setting the first level and the second level, compared to a configuration in which the first level and the second level need to be set manually.

Further, in the present invention, the control mode of the travel control unit can be switched between a manual steering mode and an automatic steering mode, and when the control mode of the travel control unit is the manual steering mode, The travel control unit controls travel of the work vehicle in accordance with the operation of the steering operation tool, and when the control mode of the travel control unit is the automatic steering mode, the travel control unit causes the azimuth determination unit to Based on the determined reference orientation or the target travel route calculated based on the reference orientation, automatic steering control of the work vehicle can be executed, and the travel control unit operates when the steering operation tool is operated. When the automatic steering control of the work vehicle in the automatic steering mode is being executed, and the operation amount of the steering operation tool is equal to or more than the first operation amount and equal to or less than the second operation amount, It is preferable that the travel of the work vehicle is controlled so that the constant turning motion is performed regardless of the amount of operation of the steering operation tool.

According to this configuration, when the operator operates the steering operation tool so that the operation amount is equal to or greater than the first operation amount and equal to or less than the second operation amount during execution of the automatic steering control, the work vehicle is controlled in advance. Make a turning motion. As a result, even during the execution of automatic steering control, it is possible to realize a travel control system that allows the operator to arbitrarily cause the work vehicle to perform a turning motion according to the situation.

Further, in the present invention, the control mode of the travel control unit is switchable between the manual steering mode and the first automatic steering mode, which is the automatic steering mode, and the operation is performed using satellite positioning. a vehicle body position calculation unit that calculates the vehicle body position of the vehicle; generated by a manual operation at a location distant from the first aircraft position when the control mode of the cruise control section is the first automatic steering mode; and a second aircraft position determination unit that determines the aircraft position acquired in response to a second signal as a second aircraft position, wherein the orientation determination unit determines the first aircraft position and the second aircraft position. It is preferable to determine the azimuth of the connecting straight line as the reference azimuth.

According to this configuration, it is possible to determine the reference direction based on the machine body position while actually traveling for work in a work place such as a field. This makes it easy to appropriately determine the reference orientation according to the state of the work place such as a field. Therefore, the traveling direction of the work vehicle in automatic steering control tends to be appropriate.

Further, in the present invention, when the automatic steering control of the work vehicle in the first automatic steering mode is being executed, the operation amount of the steering operation tool is equal to or greater than the first operation amount and equal to or less than the second operation amount. It is preferable that the target travel route is moved in parallel in the operating direction of the steering operation tool when the steering operation tool is operated in the manner as described above.

According to this configuration, when the operator operates the steering operation tool so that the operation amount is equal to or greater than the first operation amount and equal to or less than the second operation amount while the automatic steering control in the first automatic steering mode is being executed, The target travel route moves in parallel in the direction in which the steering operation tool is operated. As a result, the traveling position of the work vehicle changes to the left or right.

Therefore, according to this configuration, it is possible to realize a traveling control system capable of changing the traveling position of the work vehicle to the left and right during execution of the automatic steering control in the first automatic steering mode.

Further, in the present invention, the control mode of the travel control unit can be switched between the manual steering mode and the second automatic steering mode, which is the automatic steering mode, and the control mode of the travel control unit is in the second automatic steering mode, the vehicle is in the second automatic steering mode; When it is determined that the vehicle has traveled straight for the predetermined distance or the predetermined time, it is preferable to determine the reference heading based on the direction of straight travel over the predetermined distance or the predetermined time.

According to this configuration, when the control mode of the travel control unit is the second automatic steering mode, the operator manually steers the work vehicle for a predetermined distance or for a predetermined period of time, thereby causing the work vehicle to travel a predetermined distance or for a predetermined period of time. A reference bearing is automatically determined based on the direction of the straight movement performed over the entire vehicle.

That is, according to this configuration, the operator does not need to operate a dedicated button or the like in order to determine the reference azimuth. As a result, it is possible to realize a traveling control system that can reduce the labor required to determine the reference heading.

Further, in the present invention, when the automatic steering control of the work vehicle in the second automatic steering mode is being executed, the operation amount of the steering operation tool is equal to or greater than the first operation amount and equal to or less than the second operation amount. It is preferable that the direction of the reference direction or the direction of the target travel route is changed to the operating direction of the steering operation tool when the steering operation tool is operated in the manner as described above.

According to this configuration, when the operator operates the steering operation tool so that the operation amount is equal to or greater than the first operation amount and equal to or less than the second operation amount while the automatic steering control in the second automatic steering mode is being executed, The reference bearing or the direction of the target travel route is changed. As a result, the traveling direction of the work vehicle changes.

Therefore, according to this configuration, it is possible to realize a travel control system capable of changing the traveling direction of the work vehicle during execution of the automatic steering control in the second automatic steering mode.

It is a left view of a combine. It is a figure which shows the structure of a steering operation tool. 4 is a block diagram showing the configuration of a control unit; FIG. FIG. 5 is a diagram showing a display screen of the display when the control mode of the travel control unit is switched to the first automatic steering mode; FIG. 4 is a diagram showing a display screen of a display when a first registered point and a second registered point are stored in an orientation determination unit; FIG. 10 is a diagram showing an example in which automatic steering control is performed in a first automatic steering mode; FIG. 10 is a diagram showing an example in which automatic steering control is performed in a first automatic steering mode; It is a figure which shows the state before parallel movement processing is performed. It is a figure explaining parallel movement processing. FIG. 10 is a diagram showing a state after parallel movement processing is executed; FIG. 5 is a diagram showing a state before first response turning control is executed; It is a figure explaining the 1st response turning control. 4 is a flowchart of a first determination routine; FIG. 10 is a diagram showing an example in which automatic steering control is performed in a second automatic steering mode; FIG. 10 is a diagram showing an example in which automatic steering control is performed in a second automatic steering mode; It is a figure which shows the state before direction change processing is performed. It is a figure explaining direction change processing. FIG. 10 is a diagram showing a state after direction change processing is performed; FIG. 10 is a diagram showing a state before second response turning control is executed; It is a figure explaining the 2nd response turning control. It is a figure which shows a 1st setting screen. It is a figure which shows a 2nd setting screen. It is a flow chart of a second determination routine. It is a flow chart of a third determination routine.

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

In the following description, unless otherwise specified, the direction of arrow N shown in FIGS. 6 to 10 and FIGS. "East", and the direction of the arrow W is "West".

[Overall configuration of combine harvester]
As shown in FIG. 1, a normal combine harvester 1 (corresponding to the "working vehicle" according to the present invention) includes a harvesting section H, a crawler type traveling device 11, an operating section 12, a threshing device 13, a grain tank 14, It has a conveying unit 16 , a grain discharging device 18 and a satellite positioning module 80 .

The travel device 11 is provided in the lower portion of the combine harvester 1 . Further, the traveling device 11 is driven by power from an engine (not shown) mounted on the combine 1 . The combine 1 can be self-propelled by the travel device 11 .

The driving unit 12 , the threshing device 13 and the grain tank 14 are provided above the traveling device 11 . An operator can board the operation unit 12 .

The grain discharging device 18 is provided above the grain tank 14 . Also, the satellite positioning module 80 is attached to the upper surface of the operating section 12 .

A harvesting section H is provided at the front of the combine 1 . The conveying section 16 is provided on the rear side of the harvesting section H. As shown in FIG. The harvesting section H also includes a cutting blade 15 and a reel 17 .

The cutting blade 15 cuts planted grain culms in the field. Further, the reel 17 rakes the planted grain culms to be harvested while being rotationally driven around the reel axis 17b along the left-right direction of the machine body. The harvested grain culms harvested by the cutting blade 15 are sent to the conveying section 16 .

With this configuration, the harvesting section H harvests the grains in the field. The combine 1 is capable of reaping travel in which the travel device 11 travels while the reaping blade 15 reaps planted grain stalks in a field.

The reaping grain culms harvested by the harvesting unit H are conveyed to the rear of the machine body by the conveying unit 16 . As a result, the harvested grain culms are conveyed to the threshing device 13 .

In the threshing device 13, harvested grain culms are threshed. Grains obtained by the threshing process are stored in the grain tank 14 . The grains stored in the grain tank 14 are discharged out of the machine by the grain discharging device 18 as required.

Further, as shown in FIG. 1, the operation unit 12 is provided with a communication terminal 4 (corresponding to a “setting unit” according to the present invention). The communication terminal 4 is configured to be able to display various information. In this embodiment, the communication terminal 4 is fixed to the operating section 12 . However, the present invention is not limited to this, and the communication terminal 4 may be configured to be detachable from the operation unit 12, or the communication terminal 4 may be positioned outside the combine harvester 1. .

Here, the combine harvester 1 is configured to be able to travel by automatic steering control. Automatic steering control is control that automatically performs forward running. In particular, in the present embodiment, the automatic steering control is a control that automatically performs forward running without a large change of direction, such as an α-turn or U-turn.

Further, the combine 1 is configured to perform manual steering traveling when automatic steering control is not being executed. Manual steering traveling means traveling by manual steering by the operator.

In addition, the driving section 12 is provided with a main shift lever (not shown). When the combine harvester 1 is running and the operator operates the main shift lever, the vehicle speed of the combine harvester 1 changes. That is, when the combine harvester 1 is running, the operator can change the vehicle speed of the combine harvester 1 by operating the main shift lever.

Further, the driving unit 12 is provided with a steering operation tool 41 shown in FIG. When the combine harvester 1 is traveling by manual steering, if the operator operates the steering operation tool 41 , a speed difference is generated between the left and right crawlers of the traveling device 11 . Thereby, the combine 1 turns. That is, when the combine harvester 1 is traveling by manual steering, the operator can steer the combine harvester 1 by operating the steering operation tool 41 .

The combine harvester 1 is configured so that the operating force applied to the steering operating tool 41 is not transmitted to the travel device 11 . That is, the steering operation tool 41 is not mechanically interlocked with the travel 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 travel device 11 are controlled based on this detection. As a result, the combine 1 turns when there is a speed difference between the left and right crawlers. In addition, the combine 1 moves straight when there is no speed difference between the left and right crawlers.

[Structure of steering operation tool]
As shown in FIG. 2, the steering operation tool 41 is configured to be swingable in the left-right direction between a right third operation position R3 and a left third operation position L3. A central operation position CP is positioned at the center of the movable range of the steering operation tool 41 .

A right first operating position R1 and a right second operating position R2 are located between the central operating position CP and the right third operating position R3. The right second operating position R2 is positioned to the right of the right first operating position R1.

A left first operating position L1 and a left second operating position L2 are located between the central operating position CP and the left third operating position L3. The second left operation position L2 is positioned to the left of the first left operation position L1.

In this embodiment, the operation amount of the steering operation tool 41 is the swing angle from the central operation position CP.

The operation amount from the central operation position CP to the right first operation position R1 is the first operation amount A1. Further, the operation amount from the central operation position CP to the right second operation position R2 is the second operation amount A2. Then, as described above, the steering operation tool 41 can be operated rightward up to the right third operation position R3. That is, the steering operation tool 41 can be operated to the right by an amount larger than the second operation amount A2.

Although not shown in FIG. 2, the same applies to the left side. That is, the operation amount from the central operation position CP to the left first operation position L1 is the first operation amount A1. Further, the operation amount from the central operation position CP to the left second operation position L2 is the second operation amount A2. Then, as described above, the steering operation tool 41 can be operated to the left to the left third operation position L3. That is, the steering operation tool 41 can be operated to the left by an amount larger than the second operation amount A2.

Thus, the movable range of the steering operation tool 41 is set so that the steering operation tool 41 can be operated larger than the second operation amount A2, which is the operation amount larger than the first operation amount A1.

[Configuration of travel control system]
In this embodiment, the running of the combine 1 is controlled by a running control system A (see FIG. 3). That is, the travel control system A controls travel of the combine harvester 1 . As shown in FIG. 3 , the combine 1 has a control section 20 . The communication terminal 4, the steering operation tool 41, and the control unit 20 are included in the traveling control system A.

That is, the travel control system A includes a steering operation tool 41 for steering.

As shown in FIG. 3 , the controller 20 has a travel controller 24 . The travel control unit 24 is configured to be able to control the travel device 11 . The travel control unit 24 controls travel of the combine harvester 1 by controlling the travel device 11 .

Note that each element such as the control unit 20 and the travel control unit 24 included in the control unit 20 may be a physical device such as a microcomputer, or may be a functional unit in software.

Here, the control mode of the travel control unit 24 can be switched between a manual steering mode and an automatic steering mode. More specifically, the control mode of the travel control unit 24 includes a manual steering mode and a first automatic steering mode (“first control mode” and “first automatic steering mode” according to the present invention) which is an automatic steering mode. equivalent) and a second automatic steering mode (corresponding to the "second control mode" and "second automatic steering mode" according to the present invention), which is an automatic steering mode.

That is, the control mode of the travel control unit 24 can be switched between the manual steering mode and the first automatic steering mode, which is an automatic steering mode. Further, the control mode of the travel control unit 24 can be switched between a manual steering mode and a second automatic steering mode, which is an automatic steering mode.

Although details will be described later, when the control mode of the travel control unit 24 is the automatic steering mode, the travel control unit 24 can perform automatic steering control of the combine harvester 1 .

In this embodiment, the communication terminal 4 is configured to receive artificial operation input. The control mode of the travel control unit 24 is switched by an operation input to the communication terminal 4 . That is, the operator can switch the control mode of the travel control unit 24 among the manual steering mode, the first automatic steering mode, and the second automatic steering mode by operating the communication terminal 4 .

Each control mode of the travel control unit 24 will be described in detail below.

[About manual steering mode]
When the control mode of the travel control unit 24 is the manual steering mode, as shown in FIG. Then, the travel control unit 24 controls travel of the combine harvester 1 by controlling the travel device 11 according to this signal.

That is, when the control mode of the travel control unit 24 is the manual steering mode, the travel control unit 24 controls travel of the combine harvester 1 according to the operation of the steering operation tool 41 . The travel control system A also includes a travel control unit 24 that controls the travel of the combine harvester 1 according to the operation of the steering operation tool 41 .

With this configuration, the combine 1 performs manual steering travel when the control mode of the travel control unit 24 is the manual steering mode.

The travel control unit 24 is not particularly limited, but for example, when the operation amount of the steering operation tool 41 is smaller than the first operation amount A1, the combine harvester 1 is caused to go straight, and the operation amount of the steering operation tool 41 becomes the first operation amount A1. In the case above, the combine 1 may be turned in the operation direction of the steering operation tool 41 . Furthermore, when the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1, the travel control unit 24 controls the turning radius of the combine harvester 1 so that the turning radius of the combine harvester 1 becomes smaller as the operation amount of the steering operation tool 41 increases. It may be configured to control running.

[Regarding the first automatic steering mode]
The first automatic steering mode will be described below. As shown in FIG. 3, the control unit 20 includes an own vehicle position calculation unit 21 (corresponding to the "body position calculation unit" according to the present invention) and an automatic steering control unit 30 ("first body position calculation unit" according to the present invention). determination unit” and “second aircraft position determination unit”).

As shown in FIG. 1, the satellite positioning module 80 receives GPS signals from satellites GS used in GPS (Global Positioning System). Then, as shown in FIG. 3, the satellite positioning module 80 sends positioning data indicating the position of the combine 1 to the position calculator 21 based on the received GPS signal.

However, the present invention is not limited to this. The satellite positioning module 80 does not have to use GPS. For example, the satellite positioning module 80 may use GNSS (GLONASS, Galileo, Michibiki, BeiDou, etc.) other than GPS.

Based on the positioning data output from the satellite positioning module 80, the own vehicle position calculation unit 21 calculates the position coordinates of the combine harvester 1 (corresponding to the "body position" according to the present invention) over time.

As described above, the cruise control system A includes the own vehicle position calculator 21 that calculates the position of the combine harvester 1 using satellite positioning. The position coordinates of the combine harvester 1 calculated by the vehicle position calculator 21 are sent to the travel controller 24 .

In addition, as shown in FIG. 3 , the combine 1 includes an inertial measurement device 81 . The control unit 20 also has a vehicle direction calculation unit 25 .

The inertial measurement device 81 temporally detects the angular velocity of the yaw angle of the body of the combine 1 and the acceleration in three mutually orthogonal directions. A result of detection by the inertial measurement device 81 is sent to the vehicle direction calculator 25 .

The vehicle direction calculation unit 25 receives the position coordinates of the combine harvester 1 from the vehicle position calculation unit 21 . Then, the vehicle azimuth calculation unit 25 calculates the attitude azimuth of the combine harvester 1 based on the detection result of the inertial measurement device 81 and the position coordinates of the combine harvester 1 .

More specifically, first, while the combine harvester 1 is running, 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 running immediately before, the own vehicle direction calculation unit 25 Calculate the initial attitude heading. Next, when the combine 1 travels for a certain period of time after the initial posture and heading is calculated, the vehicle orientation calculator 25 integrates the angular velocity detected by the inertial measurement device 81 during the travel for the certain period of time. , to calculate the amount of change in attitude direction.

By adding the amount of change in the posture direction thus calculated to the initial posture direction, the vehicle direction calculation unit 25 updates the calculation result of the posture direction. After that, the amount of change in the posture direction is similarly calculated at regular time intervals, and the calculation result of the posture direction is sequentially updated.

With the configuration described above, the vehicle azimuth calculation unit 25 calculates the posture azimuth of the combine harvester 1 . The attitude direction of the combine harvester 1 calculated by the own vehicle direction calculation unit 25 is sent to the travel control unit 24 .

Here, when the control mode of the travel control unit 24 is switched from the manual steering mode or the second automatic steering mode to the first automatic steering mode, the screen shown in FIG. 4 is displayed on the display 4b of the communication terminal 4. . On the screen shown in FIG. 4, a first registration button 51, a second registration button 52, and an end button 63 are displayed.

3, the communication terminal 4 receives the position coordinates of the combine harvester 1 from the own vehicle position calculator 21. As shown in FIG. Thereby, the communication terminal 4 can display the current position of the combine harvester 1 on the display 4 b of the communication terminal 4 .

Moreover, the display 4b is configured to be touch-operable. The operator can perform operation input to the communication terminal 4 by performing a touch operation on the display 4b.

When the first registration button 51 shown in FIG. 4 is touch-operated, a predetermined first signal is sent from the communication terminal 4 to the automatic steering control section 30 . The automatic steering control section 30 acquires the position coordinates of the combine harvester 1 from the own vehicle position calculation section 21 in response to this first signal. The automatic steering control unit 30 determines this position coordinate as the first registered point Q1 (corresponding to the "first aircraft position" according to the present invention) (see FIG. 5). The first registered point Q1 is stored in the azimuth determining section 31 (see FIG. 3) of the automatic steering control section 30. FIG.

That is, when the control mode of the cruise control unit 24 is the first automatic steering mode, the cruise control system A determines the body position obtained in response to the first signal generated by the manual operation as the first registered point Q1. It is provided with an automatic steering control unit 30 that

Further, when the second registration button 52 is touch-operated when the combine harvester 1 is positioned at a certain distance from the first registration point Q1, a predetermined second signal is sent from the communication terminal 4 to the automatic steering control unit 30. sent to The automatic steering control unit 30 acquires the position coordinates of the combine harvester 1 from the own vehicle position calculation unit 21 in response to this second signal. The automatic steering control unit 30 determines this position coordinate as the second registered point Q2 (corresponding to the "second aircraft position" according to the present invention) (see FIG. 5). The second registered point Q2 is stored in the azimuth determining section 31 (see FIG. 3).

That is, when the control mode of the cruise control unit 24 is the first automatic steering mode, the cruise control system A acquires the An automatic steering control unit 30 is provided for determining the position of the aircraft to be the second registered point Q2.

After the operator touches the first registration button 51 on the screen shown in FIG. , the first registered point Q1 and the second registered point Q2 are stored. Then, the display on the display 4b becomes a screen as shown in FIG.

On the screen shown in FIG. 5, a first registration button 51, a second registration button 52, and an end button 63 are displayed. Also, on this screen, the first registered point Q1, the second registered point Q2, and the cut area BA are displayed. In addition, the harvested area BA is an area where the planted grain culms have been harvested by the combine harvester 1 .

Then, the azimuth determination unit 31 determines a reference azimuth TA (see FIG. 6) for automatic steering control based on the first registered point Q1 and the second registered point Q2. More specifically, the azimuth determination unit 31 calculates the azimuth of a straight line connecting the first registered point Q1 and the second registered point Q2, and determines this azimuth as the reference azimuth TA.

That is, the azimuth determination unit 31 determines the azimuth of the straight line connecting the first registered point Q1 and the second registered point Q2 as the reference azimuth TA.

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

Also, the reference azimuth TA does not have to be oriented from one side to the other. For example, the reference azimuth TA may indicate the slope of a straight line in the coordinate system (for example, the slope of a straight line passing through the first registered point Q1 and the second registered point Q2), or the straight line itself in the coordinate system ( For example, it may indicate a straight line passing through the first registered point Q1 and the second registered point Q2), or indicate a direction based on the north, south, east, and west directions (for example, "north-south direction" or "east-west direction"). etc.).

As shown in FIG. 3 , the automatic steering control section 30 has a route calculation section 32 . When the control mode of the travel control unit 24 is the first automatic steering mode, after the orientation determination unit 31 has determined the reference orientation TA, the route calculation unit 32 passes through the cutting width center of the harvesting unit H and determines the reference orientation TA. A running line in the direction along is always calculated. That is, this running line is calculated based on the reference direction TA. When the operator operates an automatic steering start/end button (not shown), the travel control unit 24 starts automatic steering control of the combine harvester 1 .

However, the present invention is not limited to this. The travel control unit 24 may be configured to start automatic steering control of the combine harvester 1 when the combine harvester 1 has traveled straight over a predetermined travel distance.

Further, the place where the automatic steering start/end button is provided is not particularly limited. good. When the operator operates the automatic steering start/end button while the travel control unit 24 is executing the automatic steering control of the combine harvester 1 , the travel control unit 24 ends the automatic steering control of the combine harvester 1 .

When the travel control unit 24 starts automatic steering control of the combine harvester 1, the route calculation unit 32 fixes the travel line calculated at that time. The fixed travel line becomes the automatic steering target line GL (corresponding to the "target travel route" according to the present invention) (see FIG. 7). That is, at the timing when the automatic steering control of the combine harvester 1 is started, the route calculation unit 32 determines the traveling line calculated at that time as the automatic steering target line GL. Information indicating the automatic steering target line GL is sent from the automatic steering control unit 30 to the travel control unit 24 .

During execution of the automatic steering control of the combine harvester 1, the travel control unit 24 receives the position coordinates of the combine harvester 1 received from the own vehicle position calculation unit 21, the attitude direction of the combine harvester 1 received from the own vehicle orientation calculation unit 25, and the automatic steering control. The traveling of the combine harvester 1 is controlled based on the information indicating the automatic steering target line GL received from the control unit 30 . More specifically, the travel control unit 24 controls the travel of the combine harvester 1 so that the reaping travel is performed along the automatic steering target line GL. At this time, the travel control unit 24 controls the travel of the combine 1 so that, for example, the cutting width center of the harvesting section H is positioned on the automatic steering target line GL.

Moreover, the present invention is not limited to the configuration described above. During execution of the automatic steering control of the combine harvester 1, the travel control unit 24 may control the travel of the combine harvester 1 based on the reference direction TA instead of the automatic steering target line GL. In this case, the travel control unit 24 may control the machine body orientation so that the attitude orientation of the combine harvester 1 matches the reference orientation TA or is parallel to the reference orientation TA.

That is, when the control mode of the travel control unit 24 is the first automatic steering mode, the travel control unit 24 sets the reference direction TA determined by the direction determination unit 31 or the automatic steering calculated based on the reference direction TA. Automatic steering control of the combine harvester 1 can be executed based on the target line GL.

When the operator touches the end button 63 while the screen shown in FIG. 4 or the screen shown in FIG. When the mode is switched to the steering mode, the screen of the display 4b is switched to the manual steering mode screen (not shown).

Here, the automatic steering control of the combine harvester 1 in the first automatic steering mode will be described with an example. In the example shown in FIGS. 6 and 7, the combine 1 is traveling on the outer peripheral side of the field along the boundary OB of the field.

In FIG. 6, the control mode of the travel control unit 24 is the first automatic steering mode. At this time, it is assumed that the reference azimuth TA has not yet been determined. Also, the combine 1 is traveling westward at the northern end of the field. The combine 1 passes through the second point P2 after passing through the first point P1.

In this example, the operator touches the first registration button 51 when the combine harvester 1 is located at the first point P1. Moreover, when the combine harvester 1 is positioned at the second point P2, the operator touches the second registration button 52 .

As a result, the position coordinates of the first point P1 are stored in the azimuth determining section 31 as the first registered point Q1. Also, the position coordinates of the second point P2 are stored in the azimuth determining section 31 as the second registered point Q2. Then, the azimuth determination unit 31 calculates the direction of the straight line from the first registered point Q1 to the second registered point Q2, and determines this direction as the reference azimuth TA. In this example, the reference bearing TA coincides with the west bearing.

After that, the route calculation unit 32 constantly calculates a travel line passing through the center of the cutting width of the harvesting section H and along the reference direction TA. In this example, the route calculator 32 calculates a travel line extending in the east-west direction.

Next, it is assumed that the operator operates the automatic steering start/end button when the combine 1 travels toward the east at the southern end of the field. As a result, the travel control unit 24 starts automatic steering control of the combine harvester 1 . Accordingly, as shown in FIG. 7, the running line is fixed and becomes the automatic steering target line GL. This automatic steering target line GL extends in the east-west direction at the southern end of the field.

Then, as shown in FIG. 7, the combine 1 travels eastward at the southern end of the field under automatic steering control.

[Regarding parallel movement processing]
As shown in FIG. 3 , the automatic steering control section 30 has a translation section 35 . The translation unit 35 is configured to be able to execute translation processing. Parallel movement processing means that when the control mode of the traveling control unit 24 is the first automatic steering mode and automatic steering control of the combine harvester 1 is being executed, automatic steering target This is the process of moving the line GL in parallel.

In the following, a case where the translation processing is executed by the translation unit 35 will be described with an example.

In the examples shown in FIGS. 8 to 10, the combine 1 is traveling northward at the eastern end of the field. Also, the boundary OB at the eastern end of this farm field is bent at a third point P3 and a fourth point P4 shown in FIG. The fourth point P4 is located northeast of the third point P3. Of the field boundary OB, a portion south of the third point P3 and a portion north of the fourth point P4 extend along the north-south direction. A portion of the field boundary OB that connects the third point P3 and the fourth point P4 extends in the northeast direction from the third point P3.

In FIG. 8, the combine harvester 1 is traveling along a first target line GL1 extending in the north-south direction by automatic steering control. The first target line GL1 is the automatic steering target line GL. At this time, the control mode of the travel control unit 24 is the first automatic steering mode. Also, the reference azimuth TA at this time is assumed to be northward.

In this example, as shown in FIG. 9, when the combine harvester 1 reaches the third point P3, the operator moves the steering operation tool 41 between the right first operation position R1 and the right second operation position R2. It is assumed that the operation is performed up to the position. As a result, the steering operation tool 41 is operated to the right by an operation amount equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2.

Here, when the automatic steering control of the combine harvester 1 in the first automatic steering mode is being executed, the parallel movement unit 35 sets the operation amount of the steering operation tool 41 to the first operation amount A1 or more and the second operation amount A2 or less. When the steering operation tool 41 is operated such that the parallel movement process is executed.

Therefore, the translation unit 35 executes translation processing according to the operation of the steering operation tool 41 shown in FIG. In the translation processing in this embodiment, the automatic steering target line GL is translated in the operation direction of the steering operation tool 41 . In this example, since the steering operation tool 41 is operated to the right, the automatic steering target line GL is translated to the right by a predetermined movement distance.

As a result, a second target line GL2, which is a new automatic steering target line GL, is calculated. In parallel movement processing, the new automatic steering target line GL may be calculated by the parallel movement section 35 or may be calculated by the route calculation section 32 that receives the instruction signal from the parallel movement section 35 .

As described above, the travel control system A is such that when the automatic steering control of the combine harvester 1 in the first automatic steering mode is being executed, the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2. The automatic steering target line GL is configured to move in parallel in the operating direction of the steering operation tool 41 when the steering operation tool 41 is operated such that .

Incidentally, if the steering operation tool 41 is operated leftward by an operation amount equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2, the automatic steering target line GL is translated leftward by a predetermined movement distance. do.

Moreover, the movement distance at this time can be set arbitrarily. The movement distance is, for example, 10 cm (centimeters).

Further, if the operation amount of the steering operation tool 41 is less than the first operation amount A1, the translation section 35 does not execute the translation processing.

Further, in this example, the second target line GL2, which is the new automatic steering target line GL, is calculated, and at the same time, the first target line GL1, which is the old automatic steering target line GL, is discarded. However, the invention is not so limited. When a new automatic steering target line GL is calculated, the old automatic steering target line GL may not be discarded and may remain stored.

As shown in FIG. 10, after executing the parallel movement process, the combine harvester 1 performs reaping travel by automatic steering control along the second target line GL2. That is, the combine 1 travels so as to approach the second target line GL2 immediately after execution of the parallel movement process. After that, the combine 1 travels so that the body position of the combine 1 is positioned on the second target line GL2.

[Regarding the first response turning control]
When the new automatic steering target line GL is calculated by the parallel movement processing described above, the travel control unit 24 executes the first response turning control. In the first response turning control, travel of the combine harvester 1 is controlled such that a predetermined turning operation is performed.

In addition, in this embodiment, this turning motion is a temporary turning motion. Further, even if the combine harvester 1 is already positioned on the automatic steering target line GL when a new automatic steering target line GL is calculated by the parallel movement processing, the travel control unit Response turning control may be executed.

Further, as described above, the first response turning control is executed when a new automatic steering target line GL is calculated by parallel movement processing. That is, in the first response turning control, when the automatic steering control of the combine harvester 1 in the first automatic steering mode is being executed, the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2. It is executed when the steering operation tool 41 is operated so as to be. At this time, the turning motion that is executed is constant regardless of the amount of operation of the steering operation tool 41 . For example, a turning operation performed when the operation amount of the steering operation tool 41 is the first operation amount A1, and a turning operation performed when the operation amount of the steering operation tool 41 is the second operation amount A2, are identical to each other.

As described above, when the steering operation tool 41 is operated, the travel control unit 24 controls the steering operation tool 41 if the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and is equal to or less than the second operation amount A2. The travel of the combine harvester 1 is controlled so that a constant turning motion is performed regardless of the operation amount of the combine harvester 41.例文帳に追加

More specifically, when the steering operation tool 41 is operated, the travel control unit 24 determines that the automatic steering control of the combine harvester 1 is being executed in the first automatic steering mode and that the operation amount of the steering operation tool 41 is When the operation amount is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2, the travel of the combine harvester 1 is controlled so that a constant turning operation is performed regardless of the operation amount of the steering operation tool 41. ing.

The first response turning control may be executed after the parallel movement process, or the parallel movement process may be executed after the first response turning control. Also, the parallel movement process and the first response turning control may be executed at the same time.

A case where the travel control unit 24 executes the first response turning control will be described below with an example.

In the example shown in FIG. 11, it is assumed that the combine 1 is traveling along the third target line GL3 under automatic steering control in the first automatic steering mode. The third target line GL3 is the automatic steering target line GL.

Then, as shown in FIG. 11, it is assumed that the operator operates the steering operation tool 41 to a position between the right first operation position R1 and the right second operation position R2. As a result, the translation processing described above is executed. As a result, a fourth target line GL4, which is a new automatic steering target line GL, is calculated. In this example, it is assumed that the combine harvester 1 is already positioned on the fourth target line GL4 at the time when the fourth target line GL4 is calculated due to the influence of the slope of the farm field or the like. More specifically, it is assumed that the cutting width center of the harvesting portion H is positioned on the fourth target line GL4.

Also, at this time, in response to the operator operating the steering operation tool 41 to a position between the right first operation position R1 and the right second operation position R2, the above-described first response turning control is executed. be.

FIG. 12 shows an example of the first response turning control. In this example, since the operator operates the steering operation tool 41 to the right, the travel control unit 24 controls travel of the combine harvester 1 so that a predetermined turning operation to the right is performed.

As a result, as shown in FIG. 12, the combine harvester 1 temporarily turns to the right with respect to the fourth target line GL4. After that, the combine 1 travels along the fourth target line GL4 under automatic steering control by the travel control unit 24 .

Note that the turning motion by the first response turning control is preferably a minute turning motion. Therefore, in the example shown in FIG. 12, the combine 1 hardly moves to the right with respect to the fourth target line GL4 due to this turning motion.

Also, in the examples shown in FIGS. 8 to 10, the first response turning control may be executed.

[Regarding the second automatic steering mode]
The second automatic steering mode will be described below. As shown in FIG. 3 , the automatic steering control section 30 includes a straight travel determination section 34 .

When the control mode of the traveling control unit 24 is the second automatic steering mode and the automatic steering control of the combine harvester 1 is not being executed, the straight travel determining unit 34 determines whether the combine 1 has traveled straight over a predetermined distance D1. determine whether

Specifically, a signal indicating the operating state of the steering operation tool 41 is sent from the steering operation tool 41 to the automatic steering control section 30 . Based on this signal, the straight travel determination unit 34 determines over time whether the steering operation tool 41 is being operated.

Based on the position coordinates of the combine harvester 1 received from the vehicle position calculation unit 21 , the straight travel determination unit 34 calculates the movement distance of the combine harvester 1 while the steering operation tool 41 is not being operated. When the calculated moving distance reaches the predetermined distance D1, the straight travel determination unit 34 determines that the combine harvester 1 has traveled straight over the predetermined distance D1. Further, when the calculated moving distance does not reach the predetermined distance D1, the straight travel determination unit 34 determines that the combine harvester 1 has not traveled straight over the predetermined distance D1.

Then, when the straight travel determination unit 34 determines that the combine harvester 1 has traveled straight over the predetermined distance D1, the azimuth determination unit 31 determines the reference azimuth TA (Fig. 14).

More specifically, based on the position coordinates of the combine harvester 1 received from the own vehicle position calculation unit 21, the azimuth determination unit 31 stores changes in the position coordinates of the combine harvester 1 while the steering operation tool 41 is not being operated. do. Then, when the straight travel determination unit 34 determines that the combine harvester 1 has traveled straight over the predetermined distance D1, the azimuth determination unit 31 sets two points out of the stored position coordinates to the first passing point Y1 and It is determined as the second passing point Y2.

At this time, the azimuth determination unit 31 determines the position coordinates of the combine harvester 1 when the straight travel determination unit 34 determines that the combine harvester 1 has traveled straight over the predetermined distance D1 as the second passing point Y2. In addition, the position coordinates of the combine harvester 1 at the start of the straight running over the predetermined distance D1 are determined as the first passing point Y1.

In other words, the start point and the end point of the straight movement over the predetermined distance D1 are determined as the first passing point Y1 and the second passing point Y2, respectively.

Then, the azimuth determining unit 31 determines a reference azimuth TA for automatic steering control based on the first passing point Y1 and the second passing point Y2. More specifically, the azimuth determining unit 31 calculates the direction of the straight line from the first passing point Y1 to the second passing point Y2.

Here, the direction of the straight line from the first passing point Y1 to the second passing point Y2 is the same as the direction of straight running over the predetermined distance D1. That is, the azimuth determination unit 31 calculates the direction of straight movement over the predetermined distance D1. Then, the azimuth determination unit 31 determines the calculated direction as the reference azimuth TA.

By the method described above, the azimuth determination unit 31 determines the reference azimuth TA based on the direction of straight movement over the predetermined distance D1.

However, the present invention is not limited to this. When the control mode of the traveling control unit 24 is the second automatic steering mode and the automatic steering control of the combine harvester 1 is not being executed, the straight travel determining unit 34 determines whether the combine 1 has traveled straight for a predetermined time. may be configured to determine. In this case, when the straight travel determination unit 34 determines that the combine harvester 1 has traveled straight for a predetermined time, the azimuth determining unit 31 determines the reference azimuth TA based on the direction of straight travel for the predetermined time. It may be configured to determine.

That is, when the control mode of the travel control unit 24 is the second automatic steering mode, the travel control system A includes the straight travel determination unit 34 that determines whether or not the combine 1 has traveled straight for a predetermined distance D1 or for a predetermined time. I have. Further, when the straight travel determination unit 34 determines that the combine 1 has traveled straight for a predetermined distance D1 or for a predetermined time, the azimuth determining unit 31 determines the direction of straight travel for a predetermined distance D1 or for a predetermined time. to determine the reference azimuth TA.

Although the predetermined distance D1 is not particularly limited, it may be 1 meter, for example. Also, the predetermined time is not particularly limited, but may be, for example, one second.

When the control mode of the travel control unit 24 is the second automatic steering mode, the travel control unit 24 starts automatic steering control when the azimuth determination unit 31 determines the reference azimuth TA. Further, at this time, the route calculation unit 32 calculates a running line passing through the position of the satellite positioning module 80 in a plan view and along the reference direction TA, and calculates the running line as an automatic steering target line GL (see FIG. 14). reference). Information indicating the automatic steering target line GL is sent from the automatic steering control unit 30 to the travel control unit 24 .

During execution of the automatic steering control of the combine harvester 1, the travel control unit 24 receives the position coordinates of the combine harvester 1 received from the own vehicle position calculation unit 21, the attitude direction of the combine harvester 1 received from the own vehicle orientation calculation unit 25, and the automatic steering control. The traveling of the combine harvester 1 is controlled based on the information indicating the automatic steering target line GL received from the control unit 30 . More specifically, the travel control unit 24 controls the travel of the combine harvester 1 so that the reaping travel is performed along the automatic steering target line GL. At this time, the travel control unit 24 controls travel of the combine harvester 1, for example, so that the satellite positioning module 80 is positioned on the automatic steering target line GL.

Moreover, the present invention is not limited to the configuration described above. During execution of the automatic steering control of the combine harvester 1, the travel control unit 24 may control the travel of the combine harvester 1 based on the reference direction TA instead of the automatic steering target line GL. In this case, the travel control unit 24 may control the machine body orientation so that the attitude orientation of the combine harvester 1 matches the reference orientation TA or is parallel to the reference orientation TA.

That is, when the control mode of the travel control unit 24 is the second automatic steering mode, the travel control unit 24 sets the reference direction TA determined by the direction determination unit 31 or the automatic steering calculated based on the reference direction TA. Automatic steering control of the combine harvester 1 can be executed based on the target line GL.

According to the above configuration, when the control mode of the travel control unit 24 is the automatic steering mode, the travel control unit 24 controls the reference azimuth TA determined by the azimuth determination unit 31 or the automatic steering wheel calculated based on the reference azimuth TA. Automatic steering control of the combine harvester 1 can be executed based on the steering target line GL. Further, the control mode of the travel control unit 24 is switched between a first automatic steering mode capable of executing automatic steering control of the combine harvester 1 and a second automatic steering mode capable of executing automatic steering control of the combine harvester 1. It is possible.

Below, the start of automatic steering control in the second automatic steering mode will be described in detail. The automatic steering control unit 30 executes the first determination routine shown in FIG. Repeat every time. This first determination routine is stored in the automatic steering control section 30 .

The first determination routine will be described below with reference to FIG.

When the first determination routine is started, first, the process of step S01 is executed. In step S01, it is determined whether or not the combine 1 has traveled straight over a predetermined distance D1. This determination is made by the straight travel determining section 34 as described above.

If the combine harvester 1 has not traveled straight over the predetermined distance D1, it is determined as No in step S01, and the processing ends. Moreover, when the combine 1 goes straight over the predetermined distance D1, it determines with Yes by step S01, and a process transfers to step S02.

In step S02, the reference azimuth TA is determined based on the direction of straight movement over the predetermined distance D1. This determination is made by the azimuth determining section 31 as described above. Then, the process moves to step S03.

In step S03, automatic steering control by the travel control unit 24 is started. At this time, the route calculation unit 32 calculates a running line passing through the position of the satellite positioning module 80 in a plan view and along the reference direction TA, and defines the running line as an automatic steering target line GL (see FIG. 14). Determined as After that, the process is temporarily terminated.

Here, a case where the reference heading TA is determined by the first determination routine and the automatic steering control by the travel control unit 24 is started will be described with an example.

In the example shown in FIG.14 and FIG.15, the combine 1 is driving|running|working the outer peripheral side in a field. In FIG. 14, the combine 1 first enters the field from the fifth point P5 in the northeastern part of the field. At this time, the control mode of the travel control unit 24 is the second automatic steering mode. At this time, the automatic steering control of the combine harvester 1 is not executed. Also, at this time, it is assumed that the reference azimuth TA has not yet been determined. Then, the combine 1 travels westward at the northern end of the field.

Next, the combine 1 passes through the sixth point P6. At this point, the operator operates the steering operation tool 41 so that the vehicle travels straight. As a result, the combine harvester 1 proceeds straight from the sixth point P6.

In this example, the operator does not operate the steering operation tool 41 until the combine harvester 1 reaches the seventh point P7 after passing the sixth point P6. It is also assumed that the distance from the sixth point P6 to the seventh point P7 is the predetermined distance D1.

In this case, when the combine harvester 1 reaches the seventh point P7, it is determined as Yes in step S01 of the first determination routine. Accordingly, the azimuth determination unit 31 determines the reference azimuth TA.

At this time, the azimuth determination unit 31 determines the sixth point P6 as the first passing point Y1. Also, the azimuth determination unit 31 determines the seventh point P7 as the second passing point Y2. Then, the azimuth determining unit 31 calculates the direction of the straight line from the first passing point Y1 to the second passing point Y2, and determines this direction as the reference azimuth TA. In FIG. 14, the reference azimuth TA coincides with the west azimuth.

After that, the route calculation unit 32 calculates a running line passing through the position of the satellite positioning module 80 in plan view and along the reference direction TA, and determines the running line as the automatic steering target line GL. Then, the automatic steering control of the combine harvester 1 is started.

This automatic steering target line GL passes through the sixth point P6 and the seventh point P7. Further, the automatic steering target line GL extends in the east-west direction at the northern end of the field.

Then, as shown in FIG. 14, the combine harvester 1 starts reaping travel by automatic steering control from the seventh point P7. As a result, the combine harvester 1 travels westward at the north end of the field for reaping by automatic steering control.

After that, when the combine harvester 1 reaches the west end of the field, the operator operates the steering operation tool 41 leftward by more than the second operation amount A2 to change the traveling direction of the combine harvester 1 to the south. Here, in the present embodiment, the automatic steering control is terminated when the steering operation tool 41 is operated by more than the second operation amount A2 during execution of the automatic steering control in the second automatic steering mode. It is Therefore, when the operator operates the steering operation tool 41 to the left by more than the second operation amount A2, the automatic steering control ends. After that, the combine 1 travels by manual steering.

Then, as shown in FIG. 15, the combine harvester 1 passes through the eighth point P8. At this point, the operator operates the steering operation tool 41 so that the vehicle travels straight. Thereby, the combine harvester 1 goes straight from the eighth point P8.

In this example, the operator does not operate the steering operation tool 41 until the combine harvester 1 reaches the ninth point P9 after passing the eighth point P8. It is also assumed that the distance from the eighth point P8 to the ninth point P9 is the predetermined distance D1.

In this case, when the combine harvester 1 reaches the ninth point P9, it is determined as Yes in step S01 of the first determination routine. Accordingly, the azimuth determination unit 31 updates the reference azimuth TA by determining a new reference azimuth TA.

At this time, the azimuth determination unit 31 discards the already determined reference azimuth TA. That is, the westward reference azimuth TA shown in FIG. 14 is discarded at this point. Then, the azimuth determination unit 31 determines the eighth point P8 as the first passing point Y1. Also, the azimuth determination unit 31 determines the ninth point P9 as the second passing point Y2. Then, the azimuth determining unit 31 calculates the direction of the straight line from the first passing point Y1 to the second passing point Y2, and determines this direction as the reference azimuth TA. In FIG. 15, the reference azimuth TA coincides with the south azimuth.

After that, the route calculation unit 32 calculates a running line passing through the position of the satellite positioning module 80 in plan view and along the reference direction TA, and determines the running line as the automatic steering target line GL. Then, the automatic steering control of the combine harvester 1 is started.

This automatic steering target line GL passes through the eighth point P8 and the ninth point P9. Further, the automatic steering target line GL extends in the north-south direction at the western end of the field.

Then, as shown in FIG. 15, the combine harvester 1 starts reaping travel by automatic steering control from the ninth point P9. As a result, the combine harvester 1 performs reaping travel by automatic steering control toward the south at the west end of the field.

[Regarding direction change processing]
The azimuth determination unit 31 is configured to be able to execute azimuth change processing. The azimuth change processing means that when the control mode of the traveling control unit 24 is the second automatic steering mode and the automatic steering control of the combine harvester 1 is being executed, the reference azimuth TA is changed according to the operation of the steering operation tool 41. , or the process of changing the direction of the automatic steering target line GL.

In the following, a case where the direction determination unit 31 executes the direction changing process will be described with an example.

In the examples shown in FIGS. 16 to 18 and the examples shown in FIGS. 19 and 20, the combine 1 is traveling north at the east end of the field. Also, the boundary OB at the eastern end of this field is bent at the tenth point P10 shown in FIG. A portion of the field boundary OB on the south side of the tenth point P10 extends along the north-south direction. Further, the portion of the field boundary OB on the north side of the tenth point P10 extends in the northeast direction from the tenth point P10.

First, the examples shown in FIGS. 16 to 18 will be described.

In FIG. 16, the combine harvester 1 is traveling along a fifth target line GL5 extending in the north-south direction by automatic steering control. The fifth target line GL5 is the automatic steering target line GL. At this time, the control mode of the travel control unit 24 is the second automatic steering mode. Also, the reference azimuth TA at this time is assumed to be northward.

In this example, as shown in FIG. 17, when the combine harvester 1 reaches the tenth point P10, the operator moves the steering operation tool 41 between the right first operation position R1 and the right second operation position R2. It is assumed that the operation is performed up to the position. As a result, the steering operation tool 41 is operated to the right by an operation amount equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2.

Here, when the automatic steering control of the combine harvester 1 in the second automatic steering mode is being executed, the azimuth determination unit 31 determines that the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2. When the steering operation tool 41 is operated such that the direction change process is executed.

Therefore, the azimuth determination unit 31 executes the azimuth change process according to the operation of the steering operation tool 41 shown in FIG. 17 . In the azimuth change processing in this embodiment, the direction of the automatic steering target line GL is changed according to the operation direction of the steering operation tool 41 . In this example, since the steering operation tool 41 is operated to the right, the direction of the automatic steering target line GL is changed clockwise by a predetermined angle in plan view.

As a result, a sixth target line GL6, which is a new automatic steering target line GL, is calculated. In the orientation change process, the new automatic steering target line GL may be calculated by the orientation determining section 31 or may be calculated by the route calculating section 32 receiving the instruction signal from the orientation determining section 31 .

If the steering operation tool 41 is operated to the left by an operation amount equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2, the direction of the automatic steering target line GL is a predetermined counterclockwise direction in plan view. Only the angle is changed.

Moreover, the predetermined angle at this time can be set arbitrarily. The predetermined angle is, for example, 0.5 degrees.

Further, if the operation amount of the steering operation tool 41 is less than the first operation amount A1, the azimuth determining section 31 does not execute the azimuth changing process.

Further, the automatic steering target line GL after the direction has been changed by the azimuth change processing may be calculated so as to pass through the position of the satellite positioning module 80 in plan view, or may be determined in advance from the satellite positioning module 80 to the front of the fuselage. Alternatively, it may be calculated so as to pass through the center of the cutting width of the harvesting section H.

Further, in this example, the sixth target line GL6, which is the new automatic steering target line GL, is calculated, and at the same time, the fifth target line GL5, which is the old automatic steering target line GL, is discarded. However, the invention is not so limited. When a new automatic steering target line GL is calculated, the old automatic steering target line GL may not be discarded and may remain stored.

As shown in FIG. 18, after the direction change process is executed, the combine harvester 1 performs reaping travel by automatic steering control along the sixth target line GL6.

Further, in the example described above, the direction of the automatic steering target line GL is changed by the orientation change process, but the present invention is not limited to this. The reference direction TA may be changed by the direction change process. For example, in the state shown in FIG. 17, the north-facing reference azimuth TA may be changed to the northeast-facing reference azimuth TA by the azimuth changing process. In this case, the route calculation unit 32 calculates a new automatic steering target line GL along the changed reference heading TA, thereby calculating a new automatic steering target line GL.

As described above, the travel control system A is such that when the automatic steering control of the combine harvester 1 in the second automatic steering mode is being executed, the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2. When the steering operation tool 41 is operated such that , the direction of the reference azimuth TA or the automatic steering target line GL is changed to the operation direction of the steering operation tool 41 .

[Regarding the second response turning control]
Next, examples shown in FIGS. 19 and 20 will be described. In the example shown in FIGS. 19 and 20, the second response turning control is executed along with the orientation change process. The second response turning control is executed by the travel control unit 24 . In the second response turning control, travel of the combine harvester 1 is controlled such that a predetermined turning operation is performed.

In addition, in this embodiment, this turning motion is a temporary turning motion. Further, when a new automatic steering target line GL is calculated by the heading change process, even if the attitude and heading of the combine harvester 1 is already along the automatic steering target line GL, the traveling control unit 24 2-response turning control may be executed.

Further, the second response turning control is executed when a new automatic steering target line GL is calculated by the heading change process. That is, in the second response turning control, when the automatic steering control of the combine harvester 1 in the second automatic steering mode is being executed, the operation amount of the steering operation tool 41 is the first operation amount A1 or more and the second operation amount A2 or less. It is executed when the steering operation tool 41 is operated so as to be. At this time, the turning motion that is executed is constant regardless of the amount of operation of the steering operation tool 41 . For example, a turning operation performed when the operation amount of the steering operation tool 41 is the first operation amount A1, and a turning operation performed when the operation amount of the steering operation tool 41 is the second operation amount A2, are identical to each other.

In this manner, when the steering operation tool 41 is operated, the travel control unit 24 is configured such that the automatic steering control of the combine harvester 1 is being executed in the second automatic steering mode, and the operation amount of the steering operation tool 41 is set to the first value. When the operation amount is equal to or greater than A1 and equal to or less than the second operation amount A2, the travel of the combine harvester 1 is controlled so that a constant turning operation is performed regardless of the operation amount of the steering operation tool 41. .

With the configuration described above, when the steering operation tool 41 is operated, the travel control unit 24 determines that the automatic steering control of the combine harvester 1 is being executed in the first automatic steering mode or the second automatic steering mode, and When the operation amount of the operation tool 41 is equal to or greater than the first operation amount A1 and less than or equal to the second operation amount A2, the combine harvester 1 travels so that a constant turning operation is performed regardless of the operation amount of the steering operation tool 41. is configured to control

In other words, when the steering operation tool 41 is operated, the travel control unit 24 determines that the automatic steering control of the combine harvester 1 is being executed in the automatic steering mode and that the operation amount of the steering operation tool 41 is the first operation amount A1. When the operation amount is equal to or less than the second operation amount A2, the travel of the combine harvester 1 is controlled so that a constant turning operation is performed regardless of the operation amount of the steering operation tool 41. FIG.

Note that the turning motion by the first response turning control and the turning motion by the second response turning control may be the same or different.

Further, the second response turning control may be executed after the azimuth changing process, or the azimuth changing process may be executed after the second responsive turning control. Also, the azimuth change process and the second response turning control may be executed at the same time.

In the state shown in FIG. 19, similarly to FIG. 17, when the combine harvester 1 reaches the tenth point P10, the operator moves the steering operation tool 41 between the right first operation position R1 and the right second operation position R2. It is assumed that it is operated to the position of As a result, the orientation changing process described above is executed.

However, in the state shown in FIG. 19, unlike FIG. 17, when the sixth target line GL6 is calculated, the direction of the combine harvester 1 is already along the sixth target line GL6 due to the influence of the slope of the field. It is assumed that there is

At this time, in response to the operator operating the steering operation tool 41 to a position between the right first operation position R1 and the right second operation position R2, the above-described second response turning control is executed. be.

FIG. 20 shows an example of response turning control. In this example, as described above, since the operator has operated the steering operation tool 41 to the right, the traveling control unit 24 controls traveling of the combine harvester 1 so that a predetermined turning operation to the right is performed.

As a result, as shown in FIG. 20, the combine harvester 1 temporarily turns to the right with respect to the sixth target line GL6. After that, the combine 1 travels along the sixth target line GL6 under automatic steering control by the travel control unit 24 .

Note that the turning motion by the second response turning control is preferably a minute turning motion. Therefore, in the example shown in FIG. 20, the combine 1 hardly moves to the right with respect to the sixth target line GL6 due to this turning motion.

Also, in the examples shown in FIGS. 16 to 18, the second response turning control may be executed.

[Regarding the setting of the operation level]
When the control mode of the travel control unit 24 is the first automatic steering mode, the communication terminal 4 is configured to display the first setting screen on the display 4b. A first setting screen is displayed on the display 4b of the communication terminal 4 shown in FIG.

As shown in FIG. 21, a first level display section 70, a horizontal shift amount display section 71, a first angle range display section 72, a plus button 73 and a minus button 74 are displayed on the first setting screen.

The first level is displayed on the first level display section 70 . The first level is the operating level in the first automatic steering mode. The operation level is the strength of the turning motion by the first response turning control or the second turning response control.

That is, the strength of the turning motion by the first response turning control is displayed on the first level display section 70 .

In the example shown in FIG. 21, the first level display section 70 displays "1". This indicates that the first level is set to one.

In this embodiment, the first level can be set in four stages of 1, 2, 3, and 4. The greater the value of the first level, the higher the strength of the turning motion by the first response turning control.

Specifically, the strength of the turning motion may be the speed difference between the left and right crawlers, or the length of time during which the turning motion is executed. A large speed difference between the left and right crawlers corresponds to a high strength of the turning motion. Further, a long period of time during which the turning motion is executed corresponds to a high intensity of the turning motion.

When the first level display section 70 is touch-operated, the first level display section 70 is selected. Moreover, the plus button 73 and the minus button 74 are touch-operable buttons. A predetermined signal is sent to the running control unit 24 each time the operator touches the plus button 73 while the first level display unit 70 is selected. This signal is a signal indicating that the plus button 73 has been touched while the first level display section 70 is selected.

Here, the travel control unit 24 stores the currently set first level. When receiving a signal indicating that the plus button 73 has been touched while the first level display section 70 is selected, the travel control section 24 increases the first level by one step. Then, the travel control unit 24 stores the increased first level.

With this configuration, each time the operator touches the plus button 73 while the first level display section 70 is selected, the first level increases by one step.

Further, each time the operator touches the minus button 74 while the first level display section 70 is selected, a predetermined signal is sent to the running control section 24 . This signal is a signal indicating that the minus button 74 has been touched while the first level display section 70 is selected.

When the travel control unit 24 receives a signal indicating that the minus button 74 has been touched while the first level display unit 70 is selected, it decreases the first level by one step. Then, the travel control unit 24 stores the reduced first level.

With this configuration, each time the operator touches the minus button 74 while the first level display section 70 is selected, the first level is decreased by one step.

With the configuration described above, the communication terminal 4 is configured to be able to set the first level by an operation input.

That is, the traveling control system A includes a communication terminal 4 capable of setting the operation level, which is the strength of the turning operation.

The horizontal shift amount display section 71 displays the horizontal shift amount. Note that the left/right shift amount is the moving distance of the automatic steering target line GL in the parallel movement processing described above.

In the example shown in FIG. 21, the horizontal shift amount display section 71 displays "10 cm". This indicates that the lateral shift amount is set to 10 cm.

When the left/right shift amount display portion 71 is touch-operated, the left/right shift amount display portion 71 is selected. A predetermined signal is sent to the automatic steering control unit 30 each time the operator touches the plus button 73 while the left/right shift amount display unit 71 is selected. This signal is a signal indicating that the plus button 73 has been touched while the left/right shift amount display portion 71 is selected.

Here, the parallel shift unit 35 stores the currently set left-right shift amount. Then, when the automatic steering control unit 30 receives a signal indicating that the plus button 73 has been touched while the left/right shift amount display unit 71 is selected, the parallel shift unit 35 shifts the left/right shift amount by a predetermined length. increase by Then, the parallel movement unit 35 stores the increased left/right shift amount.

With this configuration, each time the operator touches the plus button 73 while the left/right shift amount display section 71 is selected, the left/right shift amount is increased by a predetermined length.

Moreover, a predetermined signal is sent to the automatic steering control unit 30 each time the operator touches the minus button 74 while the left/right shift amount display unit 71 is selected. This signal is a signal indicating that the minus button 74 has been touch-operated while the left/right shift amount display section 71 is selected.

When the automatic steering control unit 30 receives a signal indicating that the minus button 74 has been touched while the left/right shift amount display unit 71 is selected, the parallel shift unit 35 decreases the left/right shift amount by a predetermined length. Let Then, the parallel shift unit 35 stores the left/right shift amount after the reduction.

With this configuration, each time the operator touches the minus button 74 while the left/right shift amount display section 71 is selected, the left/right shift amount is decreased by a predetermined length.

With the configuration described above, the communication terminal 4 is configured such that the movement distance of the automatic steering target line GL in the parallel movement process can be changed in increments of a predetermined length by an operation input.

In this embodiment, this predetermined length is 5 cm. That is, the communication terminal 4 is configured to be able to change the movement distance of the automatic steering target line GL in parallel movement processing in increments of 5 cm by operation input. However, the present invention is not limited to this, and this predetermined length may be any length other than 5 cm.

Note that an upper limit value may be provided for the left/right shift amount. The upper limit of the left/right shift amount is not particularly limited, but may be 20 cm, for example.

The communication terminal 4 is configured to switch the control mode of the translation unit 35 between a permission mode and a prohibition mode. Permission mode is a mode in which execution of parallel movement processing is permitted. The prohibition mode is a mode in which execution of parallel movement processing is prohibited.

That is, the control mode of the translation unit 35 can be switched between a permission mode in which execution of parallel movement processing is permitted and a prohibition mode in which execution of parallel movement processing is prohibited.

Specifically, the communication terminal 4 switches the control mode of the parallel movement section 35 from the permission mode to the prohibition mode in response to an operation input for decreasing the left/right shift amount. More specifically, when the horizontal shift amount is set to 5 cm and the operator touches the minus button 74 while the horizontal shift amount display section 71 is selected, the communication terminal 4 moves the parallel movement section 35 switch the control mode of from allow mode to prohibit mode. When the control mode of the parallel movement section 35 is the prohibition mode, the horizontal shift amount display section 71 displays "none".

In addition, the communication terminal 4 switches the control mode of the parallel movement section 35 from the prohibition mode to the permission mode in response to the operation input for increasing the left/right shift amount. More specifically, when the control mode of the translation unit 35 is the prohibition mode, when the operator touches the plus button 73 with the horizontal shift amount display unit 71 selected, the communication terminal 4 moves parallel. The control mode of the unit 35 is switched from prohibition mode to permission mode. When the control mode of the parallel movement section 35 is the permission mode, the currently set horizontal shift amount is displayed in the horizontal shift amount display section 71 as shown in FIG.

In this manner, the communication terminal 4 is configured to be able to switch the control mode of the translation unit 35 by an operation input.

The first angle range is displayed in the first angle range display section 72 . The first angle range is the second operation amount A2 when the control mode of the travel control unit 24 is the first automatic steering mode.

In the example shown in FIG. 21, the first angle range display portion 72 displays "12.5°". This indicates that the first angular range is set to 12.5°.

When the first angle range display portion 72 is touch-operated, the first angle range display portion 72 is selected. A predetermined signal is sent to the automatic steering control unit 30 each time the operator touches the plus button 73 while the first angle range display unit 72 is selected. This signal is a signal indicating that the plus button 73 has been touch-operated while the first angle range display portion 72 is selected.

Here, the automatic steering control unit 30 stores the currently set first angle range. When the automatic steering control unit 30 receives a signal indicating that the plus button 73 has been touched while the first angle range display unit 72 is selected, the automatic steering control unit 30 increases the first angle range by a predetermined angle. Then, the automatic steering control unit 30 stores the increased first angle range.

With this configuration, every time the operator touches the plus button 73 while the first angle range display portion 72 is selected, the first angle range increases by a predetermined angle.

Moreover, a predetermined signal is sent to the automatic steering control section 30 each time the operator touches the minus button 74 while the first angle range display section 72 is selected. This signal is a signal indicating that the minus button 74 has been touch-operated while the first angle range display portion 72 is selected.

When the automatic steering control unit 30 receives a signal indicating that the minus button 74 has been touched while the first angle range display unit 72 is selected, the automatic steering control unit 30 decreases the first angle range by a predetermined angle. Then, the automatic steering control unit 30 stores the reduced first angle range.

With this configuration, every time the operator touches the minus button 74 while the first angle range display section 72 is selected, the first angle range is decreased by a predetermined angle.

With the above-described configuration, the communication terminal 4 is configured to be able to change the second operation amount A2 in increments of a predetermined angle when the control mode of the traveling control unit 24 is the first automatic steering mode by operation input. .

In this embodiment, this predetermined angle is 2.5°. That is, the communication terminal 4 is configured to be able to change the second operation amount A2 in increments of 2.5 degrees when the control mode of the travel control unit 24 is the first automatic steering mode by operation input. However, the present invention is not limited to this, and this predetermined angle may be any angle other than 2.5°.

Note that an upper limit value may be provided for the first angle range. The upper limit of the first angle range is not particularly limited, but may be 17.5°, for example.

Here, the communication terminal 4 may be configured to switch the control mode of the translation unit 35 from the permission mode to the prohibition mode in response to an operation input for decreasing the first angle range. For example, when the first angle range is set to 7.5° and the operator touches the minus button 74 while the first angle range display section 72 is selected, the communication terminal 4 moves parallel. The control mode of the unit 35 may be switched from the permission mode to the prohibition mode.

Further, when the control mode of the parallel movement section 35 is in the prohibition mode in this way, the first angle range display section 72 may display "none". In this state, when the operator touches the plus button 73 while the first angle range display section 72 is selected, the communication terminal 4 changes the control mode of the parallel movement section 35 from the prohibition mode to the permission mode. You can switch.

In this embodiment, the communication terminal 4 is configured not to display the first setting screen on the display 4b while the combine harvester 1 is running. Further, when the combine 1 starts running while the first setting screen is displayed on the display 4b, the plus button 73 and the minus button 74 are in a state of not accepting touch operations.

That is, the communication terminal 4 is configured not to accept an operation input for setting the first level while the combine 1 is running.

Further, the communication terminal 4 is configured not to accept an operation input for setting the left/right shift amount while the combine harvester 1 is running.

Further, the communication terminal 4 is configured not to accept an operation input for setting the first angle range while the combine 1 is running.

In this embodiment, the first manipulated variable A1 is set to a manipulated variable smaller than the lower limit value of the first angle range.

When the control mode of the travel control unit 24 is the second automatic steering mode, the communication terminal 4 is configured to display the second setting screen on the display 4b. A second setting screen is displayed on the display 4b of the communication terminal 4 shown in FIG.

As shown in FIG. 22, a second level display portion 75, an angle shift amount display portion 76, a second angle range display portion 77, a plus button 73 and a minus button 74 are displayed on the second setting screen.

The second level is displayed on the second level display section 75 . The second level is the operating level in the second automatic steering mode. That is, the strength of the turning motion by the second response turning control is displayed on the second level display section 75 .

In the example shown in FIG. 22, the second level display section 75 displays "1". This indicates that the second level is set to one.

In this embodiment, the second level can be set in four stages of 1, 2, 3, and 4. The greater the value of the second level, the higher the strength of the turning motion by the second response turning control.

Specifically, the strength of the turning motion may be the speed difference between the left and right crawlers, or the length of time during which the turning motion is executed. A large speed difference between the left and right crawlers corresponds to a high strength of the turning motion. Further, a long period of time during which the turning motion is executed corresponds to a high intensity of the turning motion.

When the second level display portion 75 is touch-operated, the second level display portion 75 is selected. A predetermined signal is sent to the travel control unit 24 each time the operator touches the plus button 73 while the second level display unit 75 is selected. This signal is a signal indicating that the plus button 73 has been touch-operated while the second level display section 75 is selected.

Here, the travel control unit 24 stores the currently set second level. Then, when receiving a signal indicating that the plus button 73 has been touched while the second level display section 75 is selected, the travel control section 24 increases the second level by one step. Then, the travel control unit 24 stores the second level after the increase.

With this configuration, each time the operator touches the plus button 73 while the second level display portion 75 is selected, the second level increases by one step.

Also, every time the operator touches the minus button 74 while the second level display section 75 is selected, a predetermined signal is sent to the running control section 24 . This signal is a signal indicating that the minus button 74 has been touched while the second level display section 75 is selected.

When the travel control unit 24 receives a signal indicating that the minus button 74 has been touched while the second level display unit 75 is selected, it decreases the second level by one step. Then, the travel control unit 24 stores the reduced second level.

With this configuration, each time the operator touches the minus button 74 while the second level display section 75 is selected, the second level decreases by one step.

With the configuration described above, the communication terminal 4 is configured to be able to set the second level through operation input.

In this embodiment, when the first level is set by operating the communication terminal 4, the second level is automatically set to match the first level. Also, when the second level is set by operating the communication terminal 4, the first level is automatically set to match the second level.

For example, when the first level is set to "3" by operating the communication terminal 4, the second level is automatically set to "3". Also, when the second level is set to "4" by operating the communication terminal 4, the first level is automatically set to "4".

In this way, when the first level, which is the operation level in the first automatic steering mode, is set by the communication terminal 4, the second level, which is the operation level in the second automatic steering mode, is set so as to match the first level. set. Also, when the second level is set by the communication terminal 4, the first level is set to match the second level.

However, the present invention is not limited to this. The first level and the second level may be set to different values.

The angle shift amount display section 76 displays the angle shift amount. The angle shift amount is the amount of change in the direction of the reference heading TA or the automatic steering target line GL in the heading change process.

In the example shown in FIG. 22, the angle shift amount display section 76 displays "0.5°". This indicates that the angle shift amount is set to 0.5°.

When the angle shift amount display section 76 is touch-operated, the angle shift amount display section 76 is selected. A predetermined signal is sent to the automatic steering control unit 30 each time the operator touches the plus button 73 while the angle shift amount display unit 76 is selected. This signal is a signal indicating that the plus button 73 has been touch-operated while the angle shift amount display portion 76 is selected.

Here, the azimuth determination unit 31 stores the currently set angle shift amount. Then, when the automatic steering control unit 30 receives a signal indicating that the plus button 73 has been touched while the angle shift amount display unit 76 is selected, the azimuth determination unit 31 sets the angle shift amount by a predetermined angle. increase. Then, the azimuth determination unit 31 stores the angle shift amount after the increase.

With this configuration, every time the operator touches the plus button 73 while the angle shift amount display section 76 is selected, the angle shift amount increases by a predetermined angle.

Moreover, a predetermined signal is sent to the automatic steering control section 30 each time the operator touches the minus button 74 while the angle shift amount display section 76 is selected. This signal is a signal indicating that the minus button 74 has been touched while the angle shift amount display section 76 is selected.

When the automatic steering control unit 30 receives a signal indicating that the minus button 74 has been touched while the angle shift amount display unit 76 is selected, the azimuth determination unit 31 decreases the angle shift amount by a predetermined angle. . Then, the azimuth determination unit 31 stores the reduced angular shift amount.

With this configuration, every time the operator touches the minus button 74 while the angle shift amount display section 76 is selected, the angle shift amount is decreased by a predetermined angle.

With the configuration described above, the communication terminal 4 is configured to be able to change the amount of change in the direction of the reference azimuth TA or the direction of the automatic steering target line GL in the azimuth change process in increments of a predetermined angle by an operation input.

In this embodiment, this predetermined angle is 0.1°. That is, the communication terminal 4 is configured to be able to change the amount of change in the direction of the reference direction TA or the direction of the automatic steering target line GL in the direction change process in increments of 0.1° by an operation input. However, the present invention is not limited to this, and this predetermined angle may be any angle other than 0.1°.

An upper limit value may be provided for the angle shift amount. The upper limit of the angle shift amount is not particularly limited, but may be 2.0°, for example.

The communication terminal 4 is configured such that the control mode of the azimuth determination section 31 can be switched between a permission mode and a prohibition mode. The permission mode is a mode in which execution of the orientation change process is permitted. The prohibition mode is a mode in which execution of direction change processing is prohibited.

That is, the control mode of the azimuth determination unit 31 can be switched between a permission mode in which execution of the azimuth change process is permitted and a prohibition mode in which execution of the azimuth change process is prohibited.

Specifically, the communication terminal 4 switches the control mode of the azimuth determination unit 31 from the permission mode to the prohibition mode in response to an operation input for decreasing the angle shift amount. More specifically, when the angle shift amount is set to 0.1° and the operator touches the minus button 74 while the angle shift amount display section 76 is selected, the communication terminal 4 changes the azimuth The control mode of the determination unit 31 is switched from the permission mode to the prohibition mode. When the control mode of the azimuth determination unit 31 is the prohibition mode, the angle shift amount display unit 76 displays "none".

In addition, the communication terminal 4 switches the control mode of the azimuth determination unit 31 from the prohibition mode to the permission mode in response to the operation input for increasing the angle shift amount. More specifically, when the control mode of the azimuth determination unit 31 is the prohibition mode, when the operator touches the plus button 73 with the angle shift amount display unit 76 selected, the communication terminal 4 determines the azimuth. The control mode of the unit 31 is switched from prohibition mode to permission mode. When the control mode of the azimuth determination unit 31 is the permission mode, the currently set angle shift amount is displayed on the angle shift amount display unit 76 as shown in FIG.

In this manner, the communication terminal 4 is configured to be able to switch the control mode of the azimuth determining section 31 by an operation input.

The second angle range is displayed on the second angle range display portion 77 . The second angle range is the second operation amount A2 when the control mode of the travel control unit 24 is the second automatic steering mode.

In the example shown in FIG. 22, the second angle range display portion 77 displays "12.5°". This indicates that the second angle range is set to 12.5°.

When the second angle range display portion 77 is touch-operated, the second angle range display portion 77 is selected. A predetermined signal is sent to the automatic steering control section 30 each time the operator touches the plus button 73 while the second angle range display section 77 is selected. This signal is a signal indicating that the plus button 73 has been touch-operated while the second angle range display portion 77 is selected.

Here, the automatic steering control unit 30 stores the currently set second angle range. When the automatic steering control unit 30 receives a signal indicating that the plus button 73 has been touched while the second angle range display unit 77 is selected, the automatic steering control unit 30 increases the second angle range by a predetermined angle. Then, the automatic steering control unit 30 stores the increased second angle range.

With this configuration, every time the operator touches the plus button 73 while the second angle range display portion 77 is selected, the second angle range increases by a predetermined angle.

In addition, a predetermined signal is sent to the automatic steering control section 30 each time the operator touches the minus button 74 while the second angle range display section 77 is selected. This signal is a signal indicating that the minus button 74 has been touch-operated while the second angle range display portion 77 is selected.

When the automatic steering control unit 30 receives a signal indicating that the minus button 74 has been touched while the second angle range display unit 77 is selected, the automatic steering control unit 30 decreases the second angle range by a predetermined angle. Then, the automatic steering control unit 30 stores the reduced second angle range.

With this configuration, every time the operator touches the minus button 74 while the second angle range display portion 77 is selected, the second angle range is decreased by a predetermined angle.

With the configuration described above, the communication terminal 4 is configured to be able to change the second operation amount A2 in increments of a predetermined angle when the control mode of the traveling control unit 24 is the second automatic steering mode by operation input. .

In this embodiment, this predetermined angle is 2.5°. That is, the communication terminal 4 is configured to be able to change the second operation amount A2 in increments of 2.5 degrees when the control mode of the travel control unit 24 is the second automatic steering mode by operation input. However, the present invention is not limited to this, and this predetermined angle may be any angle other than 2.5°.

An upper limit value may be provided for the second angle range. The upper limit of the second angle range is not particularly limited, but may be 17.5°, for example.

Here, the communication terminal 4 may be configured to switch the control mode of the azimuth determining section 31 from the permission mode to the prohibition mode in response to an operation input for decreasing the second angle range. For example, when the second angle range is set to 7.5° and the operator touches the minus button 74 while the second angle range display section 77 is selected, the communication terminal 4 determines the orientation. The control mode of the unit 31 may be switched from the permission mode to the prohibition mode.

In addition, when the control mode of the azimuth determination unit 31 is in the prohibition mode in this way, the second angle range display unit 77 may display "none". In this state, when the operator touches the plus button 73 while the second angle range display section 77 is selected, the communication terminal 4 changes the control mode of the azimuth determination section 31 from the prohibition mode to the permission mode. You can switch.

Note that in the present embodiment, the first manipulated variable A1 is set to a manipulated variable smaller than the lower limit value of the second angle range.

In this embodiment, the communication terminal 4 is configured not to display the second setting screen on the display 4b while the combine harvester 1 is running. Further, when the combine 1 starts running while the second setting screen is displayed on the display 4b, the plus button 73 and the minus button 74 are in a state of not accepting touch operations.

That is, the communication terminal 4 is configured not to accept an operation input for setting the second level while the combine 1 is running.

Further, the communication terminal 4 is configured not to accept an operation input for setting the angle shift amount while the combine 1 is running.

Further, the communication terminal 4 is configured not to receive an operation input for setting the second angle range while the combine 1 is running.

In this embodiment, when the first angle range is set by operating the communication terminal 4, the second angle range is automatically set to match the first angle range. Also, when the second angle range is set by operating the communication terminal 4, the first angle range is automatically set to match the second angle range.

For example, when the first angle range is set to "15.0 degrees" by operating the communication terminal 4, the second angle range is automatically set to "15.0 degrees". Further, when the second angle range is set to "10.0 degrees" by operating the communication terminal 4, the first angle range is automatically set to "10.0 degrees".

However, the present invention is not limited to this. The first angle range and the second angle range may be set to angles different from each other.

[Regarding the second judgment routine]
When the control mode of the travel control unit 24 is the first automatic steering mode and the automatic steering control of the combine harvester 1 is being executed, the automatic steering control unit 30 (see FIG. 3) performs the second determination shown in FIG. A routine determines whether or not to perform translation processing. This second determination routine is stored in the automatic steering control section 30 . The automatic steering control unit 30 executes this second determination routine at regular time intervals when the control mode of the travel control unit 24 is the first automatic steering mode and the automatic steering control of the combine harvester 1 is being executed. Execute repeatedly.

The second determination routine will be described below with reference to FIG.

When the second determination routine is started, first, the process of step S11 is executed. In step S<b>11 , it is determined whether or not the steering operation tool 41 has been operated based on a signal indicating the operating state of the steering operation tool 41 sent from the steering operation tool 41 to the automatic steering control unit 30 . If the steering operation tool 41 has not been operated, a determination of No is made in step S11, and the process is temporarily terminated. Also, if the steering operation tool 41 is being operated, a determination of Yes is made in step S11, and the process proceeds to step S12.

In step S12, it is determined whether or not the operation amount of the steering operation tool 41 is smaller than the first operation amount A1. If the operation amount of the steering operation tool 41 is smaller than the first operation amount A1, a determination of Yes is made in step S12, and the process ends. Further, when the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1, a determination of No is made in step S12, and the process proceeds to step S13.

The present invention is not limited to this, and when the operation amount of the steering operation tool 41 is smaller than the first operation amount A1, a signal due to the operation of the steering operation tool 41 is sent to the travel control unit 24 and the automatic steering control unit 30. It may be configured not to be sent. In other words, the combine harvester 1 may be configured to be in the same state as when the steering operation tool 41 is not operated when the operation amount of the steering operation tool 41 is smaller than the first operation amount A1. In this case, if step S12 is not provided and if the operation amount of the steering operation tool 41 is smaller than the first operation amount A1 in step S11, the determination is No, and the operation amount of the steering operation tool 41 is set to the first operation amount A1. The configuration may be such that if the operation amount is equal to or greater than one operation amount A1, it is determined to be Yes.

In step S13, it is determined whether or not the operation amount of the steering operation tool 41 is equal to or less than the second operation amount A2. If the operation amount of the steering operation tool 41 is greater than the second operation amount A2, the determination in step S13 is No, and the process proceeds to step S14. Further, when the operation amount of the steering operation tool 41 is equal to or less than the second operation amount A2, a determination of Yes is made in step S13, and the process proceeds to step S15.

At step S14, the automatic steering control by the travel control unit 24 ends. After that, the process is temporarily terminated. After this, the combine 1 travels by manual steering while the control mode of the travel control unit 24 remains in the first automatic steering mode.

In step S15, it is determined whether or not the control mode of the parallel shifter 35 is the permission mode. If the control mode of the parallel movement unit 35 is the prohibition mode, it is determined as No in step S15, and the process is temporarily terminated.

It should be noted that the automatic steering control by the travel control unit 24 may be terminated when the determination in step S15 is No.

If the control mode of the parallel movement unit 35 is the permission mode, it is determined as Yes in step S15, and the process proceeds to step S16.

In step S16, the first response turning control described above is executed. After that, the process moves to step S17. In step S17, the parallel movement process described above is executed. After that, the process is temporarily terminated.

As shown in FIG. 23, when the steering operation tool 41 is operated during execution of automatic steering control of the combine harvester 1 in the first automatic steering mode, the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and Even if the operation amount is equal to or less than the second operation amount A2, the first response turning control and the parallel movement process are not executed when the control mode of the parallel movement section 35 is the prohibition mode.

[Regarding the third judgment routine]
When the control mode of the travel control unit 24 is the second automatic steering mode and the automatic steering control of the combine harvester 1 is being executed, the automatic steering control unit 30 (see FIG. 3) performs the third determination shown in FIG. A routine determines whether or not to perform orientation change processing. This third determination routine is stored in the automatic steering control section 30 . The automatic steering control unit 30 executes this third determination routine at regular time intervals when the control mode of the travel control unit 24 is the second automatic steering mode and the automatic steering control of the combine harvester 1 is being executed. Execute repeatedly.

The third determination routine will be described below with reference to FIG.

When the third determination routine is started, the process of step S21 is executed first. In step S21, it is determined whether or not the steering operation tool 41 has been operated based on the signal indicating the operating state of the steering operation tool 41 sent from the steering operation tool 41 to the automatic steering control section 30. FIG. If the steering operation tool 41 has not been operated, a determination of No is made in step S21, and the process is temporarily terminated. Also, if the steering operation tool 41 is being operated, a determination of Yes is made in step S21, and the process proceeds to step S22.

In step S22, it is determined whether or not the operation amount of the steering operation tool 41 is smaller than the first operation amount A1. If the operation amount of the steering operation tool 41 is smaller than the first operation amount A1, a determination of Yes is made in step S22, and the process ends. Further, when the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1, a determination of No is made in step S22, and the process proceeds to step S23.

The present invention is not limited to this, and when the operation amount of the steering operation tool 41 is smaller than the first operation amount A1, a signal due to the operation of the steering operation tool 41 is sent to the travel control unit 24 and the automatic steering control unit 30. It may be configured not to be sent. In other words, the combine harvester 1 may be configured to be in the same state as when the steering operation tool 41 is not operated when the operation amount of the steering operation tool 41 is smaller than the first operation amount A1. In this case, if step S22 is not provided and if the operation amount of the steering operation tool 41 is smaller than the first operation amount A1 in step S21, the determination is No, and the operation amount of the steering operation tool 41 is set to the first operation amount A1. The configuration may be such that if the operation amount is equal to or greater than one operation amount A1, it is determined to be Yes.

In step S23, it is determined whether or not the operation amount of the steering operation tool 41 is equal to or less than the second operation amount A2. If the operation amount of the steering operation tool 41 is larger than the second operation amount A2, the determination in step S23 is No, and the process proceeds to step S24. Further, when the operation amount of the steering operation tool 41 is equal to or less than the second operation amount A2, a determination of Yes is made in step S23, and the process proceeds to step S25.

At step S24, the automatic steering control by the travel control unit 24 ends. After that, the process is temporarily terminated. After that, the combine 1 travels by manual steering while the control mode of the travel control unit 24 remains in the second automatic steering mode.

In step S25, it is determined whether or not the control mode of the azimuth determination unit 31 is the permission mode. If the control mode of the azimuth determination unit 31 is the prohibition mode, a determination of No is made in step S25, and the process is temporarily terminated.

It should be noted that the automatic steering control by the travel control unit 24 may be terminated when the determination in step S25 is No.

If the control mode of the azimuth determination unit 31 is the permission mode, it is determined as Yes in step S25, and the process proceeds to step S26.

In step S26, the second response turning control described above is executed. After that, the process moves to step S27. In step S27, the orientation changing process described above is executed. After that, the process is temporarily terminated.

As shown in FIG. 24, when the steering operation tool 41 is operated during execution of the automatic steering control of the combine harvester 1 in the second automatic steering mode, the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and Even if the operation amount is equal to or less than the second operation amount A2, if the control mode of the azimuth determination unit 31 is the prohibition mode, the second response turning control and the azimuth change process are not executed.

With the configuration described above, when the operator operates the steering operation tool 41 so that the operation amount is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2, a predetermined turning motion is performed. It will happen. Here, if the width of the operation range of the first operation amount A1 or more and the second operation amount A2 or less is appropriately set, the operation amount is set to be the first operation amount A1 or more and the second operation amount A2 or less. It is easy to operate the steering operation tool 41 immediately.

Therefore, with the configuration described above, the traveling control system A, which includes the steering operation tool 41 having a predetermined movable range and performs turning of the combine harvester 1 based on the operation amount of the steering operation tool 41, is determined in advance. It is possible to realize a travel control system A that facilitates and reliably performs a turning operation.

[Other embodiments]
(1) The travel device 11 may be of a wheel type or a semi-crawler type.

(2) The steering operation tool 41 may be composed of a steering wheel. Further, in this case, the rotation angle of the steering wheel corresponds to the "operation amount" according to the present invention.

(3) Some or all of the vehicle position calculation unit 21, the travel control unit 24, the vehicle direction calculation unit 25, the automatic steering control unit 30, the direction determination unit 31, the route calculation unit 32, and the straight travel determination unit 34 It may be provided outside the combine harvester 1, and may be provided in a management facility or a management server provided outside the combine harvester 1, for example.

(4) The straight travel determination unit 34 is configured to determine whether or not the combine harvester 1 has traveled straight for a predetermined distance D1, and to determine whether or not the combine harvester 1 has traveled straight for a predetermined time. Also good.

(5) It may be configured such that the automatic steering control of the combine harvester 1 cannot be executed.

(6) The communication terminal 4 may not be provided.

(7) It may be configured such that the first level cannot be set.

(8) It may be configured such that the second level cannot be set.

(9) The traveling control unit 24, regardless of whether automatic steering control of the combine harvester 1 in the first automatic steering mode or the second automatic steering mode is being executed, when the steering operation tool 41 is operated, the steering When the operation amount of the operation tool 41 is equal to or greater than the first operation amount A1 and less than or equal to the second operation amount A2, the combine harvester 1 travels so that a constant turning operation is performed regardless of the operation amount of the steering operation tool 41. may be configured to control the

(10) When the steering operation tool 41 is operated, the travel control unit 24 does not perform automatic steering control of the combine harvester 1 in the first automatic steering mode or the second automatic steering mode, and the steering operation tool 41 is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2, the travel of the combine harvester 1 is controlled so that a constant turning operation is performed regardless of the operation amount of the steering operation tool 41. It may be configured as follows.

(11) When the steering operation tool 41 is operated, the travel control unit 24 sets the control mode of the travel control unit 24 to the manual steering mode, and the operation amount of the steering operation tool 41 is equal to or greater than the first operation amount A1 and When the operation amount is equal to or less than the second operation amount A2, the travel of the combine harvester 1 may be controlled so that a constant turning operation is performed regardless of the operation amount of the steering operation tool 41.

(12) The configuration may be such that the first automatic steering mode does not exist.

(13) The configuration may be such that the second automatic steering mode does not exist.

It should be noted that the configurations disclosed in the above-described embodiments (including other embodiments; the same shall apply hereinafter) can be applied in combination with configurations disclosed in other embodiments unless there is a contradiction. Moreover, the embodiments disclosed in this specification are merely examples, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the scope of the present invention.

INDUSTRIAL APPLICABILITY The present invention can be applied not only to ordinary combine harvesters but also to various work vehicles such as self-feeding combine harvesters, tractors, rice transplanters, corn harvesters, potato harvesters, carrot harvesters, and construction work machines.

1 combine (work vehicle)
4 Communication terminal (setting part)
21 Self-vehicle position calculation unit (body position calculation unit)
24 travel control unit 30 automatic steering control unit (first body position determination unit, second body position determination unit)
31 Heading determination unit 34 Straight travel determination unit 41 Steering operation tool A Travel control system A1 First operation amount A2 Second operation amount D1 Predetermined distance GL Automatic steering target line (target travel route)
Q1 1st registration point (1st aircraft position)
Q2 2nd registered point (second aircraft position)
TA reference direction

Claims (8)

A travel control system for controlling travel of a work vehicle,
a steering operation tool for steering;
a travel control unit that controls travel of the work vehicle according to the operation of the steering operation tool;
The movable range of the steering operation tool is set so that the steering operation tool can be operated larger than a second operation amount that is an operation amount larger than the first operation amount,
When the steering operation tool is operated, the travel control unit controls the operation amount of the steering operation tool when the operation amount of the steering operation tool is equal to or greater than the first operation amount and the second operation amount or less. A travel control system that controls the travel of the work vehicle so that a constant turning motion is performed regardless of the 2. The cruise control system according to claim 1, further comprising a setting unit capable of setting an operation level, which is the intensity of the turning operation. A control mode of the travel control unit is switchable between a first control mode capable of executing automatic steering control of the work vehicle and a second control mode capable of executing automatic steering control of the work vehicle. can be,
When the steering operation tool is operated, the travel control unit determines that automatic steering control of the work vehicle is being executed in the first control mode or the second control mode, and that the amount of operation of the steering operation tool is determined. is equal to or greater than the first operation amount and equal to or less than the second operation amount, the travel of the work vehicle is controlled so that the constant turning motion is performed regardless of the operation amount of the steering operation tool. is configured to
When the first level, which is the operation level in the first control mode, is set by the setting unit, the second level, which is the operation level in the second control mode, is set to match the first level. is,
3. The cruise control system according to claim 2, wherein when said second level is set by said setting unit, said first level is set to match said second level. A control mode of the travel control unit can be switched between a manual steering mode and an automatic steering mode,
When the control mode of the travel control unit is the manual steering mode, the travel control unit controls travel of the work vehicle according to the operation of the steering operation tool,
When the control mode of the travel control unit is the automatic steering mode, the travel control unit, based on the reference direction determined by the direction determination unit or the target travel route calculated based on the reference direction, capable of executing automatic steering control of the work vehicle;
When the steering operation tool is operated, the travel control unit is configured such that automatic steering control of the work vehicle in the automatic steering mode is being executed, and the operation amount of the steering operation tool is equal to or greater than the first operation amount. and when the operation amount is less than or equal to the second operation amount, the travel of the work vehicle is controlled so that the constant turning motion is performed regardless of the operation amount of the steering operation tool. 4. The cruise control system according to any one of 1 to 3. A control mode of the travel control unit is switchable between the manual steering mode and a first automatic steering mode which is the automatic steering mode,
a body position calculation unit that calculates the body position of the work vehicle using satellite positioning;
When the control mode of the cruise control unit is the first automatic steering mode, a first body position determination unit that determines the body position acquired in response to a first signal generated by manual operation as a first body position. When,
When the control mode of the cruise control unit is the first automatic steering mode, the aircraft position acquired in response to a second signal generated by manual operation at a location distant from the first aircraft position is set to a second position. a second body position determination unit that determines the body position,
5. The cruise control system according to claim 4, wherein the azimuth determination unit determines the azimuth of a straight line connecting the first aircraft position and the second aircraft position as the reference azimuth. When the automatic steering control of the work vehicle in the first automatic steering mode is being executed, the steering operation tool is adjusted such that the operation amount of the steering operation tool is equal to or greater than the first operation amount and equal to or less than the second operation amount. 6. The cruise control system according to claim 5, wherein when is operated, the target travel route is translated in the operation direction of the steering operation tool. A control mode of the travel control unit is switchable between the manual steering mode and a second automatic steering mode which is the automatic steering mode,
a straight travel determination unit that determines whether or not the work vehicle has traveled straight for a predetermined distance or for a predetermined time when the control mode of the travel control unit is the second automatic steering mode;
The azimuth determination unit determines that the work vehicle has traveled straight for the predetermined distance or for the predetermined time, when the straight travel determination unit determines that the work vehicle has traveled straight for the predetermined distance or for the predetermined time. 7. The cruise control system according to any one of claims 4 to 6, wherein the reference heading is determined based on the When the automatic steering control of the work vehicle in the second automatic steering mode is being executed, the steering operation tool is adjusted such that the operation amount of the steering operation tool is equal to or greater than the first operation amount and equal to or less than the second operation amount. 8. The cruise control system according to claim 7, wherein when is operated, the direction of the reference azimuth or the direction of the target travel route is changed to the operation direction of the steering operation tool.

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