JP7423666B2 - harvester - Google Patents

Description

The present invention relates to a harvester capable of automatically traveling in a field.

For example, Patent Document 1 discloses a harvester that can automatically travel in a field. This harvester is equipped with an operating tool such as a steering lever, and automatic travel ends when a supervisor (including the driver) operates the operating tool.

JP 2018-99043 Publication

By the way, when a harvester runs automatically, the optimal conditions for it to run automatically vary depending on the field conditions and the type of crop. In order to achieve optimal automatic driving, it is possible to incorporate a learning function into the automatic driving function and learn by repeatedly driving automatically in the field, but field conditions and crop conditions change depending on the season. Therefore, learning using the learning function is difficult to be performed appropriately. For this reason, it would be desirable for the supervisor to be able to fine-tune the machine's condition while operating the operating tools, depending on the field conditions and type of crops, but automatic operation ends each time the supervisor operates the operating tools. If the configuration is different, operability will be impaired.

In view of the above-mentioned circumstances, it is an object of the present invention to provide a harvester that can continue to automatically run while allowing operation of the operating tools under certain conditions, and that can perform suitable automatic runs.

The harvesting machine of the present invention is a harvesting machine capable of automatically traveling in a field, and includes an operating tool that changes the state of the machine body during the automatic running, a machine body state detection section that detects the state of the machine body, and the operation tool that changes the state of the machine body during the automatic running. a setting unit that determines whether or not to change the state of the aircraft body according to the state of the aircraft body detected by the aircraft state detection unit when the tool is operated; Automatic work driving in which the vehicle runs along a set travel route while harvesting crops; automatic turning travel in which the robot turns toward the next travel route after completing the automatic work travel; an automatic discharge drive to move to a target point of The present invention is characterized in that it is determined whether at least one of the elevation state of the aircraft, the turning of the aircraft, and the vehicle speed of the aircraft is to be changed.

According to the present invention, since the operating tool has a function of changing the state of the aircraft while continuing automatic travel, the supervisor can finely adjust the state of the aircraft even during automatic travel. In addition, with the configuration in which the functions of the operating tools are enabled or disabled depending on the state of the aircraft, the operation of the operating tools during automatic driving is limited to the range necessary for changing the state of the aircraft. As a result, a harvester is realized in which operation of the operating tool is allowed under certain conditions while automatic travel continues, and suitable automatic travel is performed.

In the present invention, the operating tool includes a speed change operating tool that instructs to change the speed of forward and backward movement, and the setting section is configured to control when the automatic work traveling or the automatic discharge traveling is performed, or when the automatic turning When forward travel is detected by the aircraft state detection unit while the aircraft is traveling, a determination is made to change the speed of the aircraft when the speed change operating tool is operated within a forward speed change area, and Preferably, when the speed change operating tool is operated within a reverse speed change region, a determination is made to stop the aircraft.

According to this configuration, while the vehicle is traveling forward in automatic travel, the operation of the gear shift operating tool is enabled within the forward speed change area, so that the vehicle speed for forward travel can be adjusted by manual operation. In other words, the operation of the gear shift operating tool during automatic driving is limited to the range necessary for forward driving.

The operating tool includes a speed change operating tool that instructs to change the speed of forward and backward travel, and the setting section is configured to control when the aircraft state detecting section detects backward traveling while the automatic turning traveling is being performed. Preferably, the determination to stop the aircraft is made regardless of whether the speed change operating tool is operated within the forward speed change area or within the reverse speed change area.

Since traveling backwards requires the observer to be more careful about checking the surroundings than traveling forwards, stopping the aircraft takes priority over adjusting the vehicle speed based on the operation of the gear shift operating tool. With this configuration, if the supervisor is trying to stop the combine harvester at a moment's notice during automatic driving, the combine harvester can be stopped by operating the speed change operating tool.

In the present invention, the operating tool includes a harvesting section operating tool for operating the harvesting section, and the setting section determines to change the state of the harvesting section when the automatic work traveling is performed. It is preferable to make a judgment not to change the state of the harvesting section when the automatic turning traveling or the automatic discharging traveling is performed.

According to this configuration, since the operation of the harvesting section operating tool is enabled only during automatic work driving, the operation of the harvesting section operating tool during automatic driving is limited to the range necessary for harvesting crops. .

In the present invention, the operating tool includes a turning operating tool for instructing the aircraft to turn, and the setting section is configured to control when the automatic work traveling, the automatic turning traveling, or the automatic ejecting traveling is performed. determines not to change the state of the aircraft when the turning operating tool is operated by a preset amount of operation or less, and determines that the state of the aircraft is not changed when the turning operating tool is operated by a larger amount than the operating amount. It is preferable to make a decision to stop the vehicle.

With this configuration, when the supervisor is trying to stop the combine harvester at a moment's notice during automatic driving, the combine harvester can be stopped by operating the turning operation tool significantly. In addition, with this configuration, if the operating amount of the swing operating tool is smaller than the preset operating amount, the harvester will not stop. The risk of the harvester stopping unexpectedly is reduced.

FIG. 2 is a side view of a combine harvester as an example of a harvesting machine. FIG. 2 is a diagram showing an overview of automatic travel of a combine harvester. FIG. 3 is a diagram showing a driving route during automatic driving. FIG. 2 is a functional block diagram showing the configuration of a control system of a combine harvester. It is a system block diagram showing a control system in automatic driving. It is a figure showing a driving route and a discharge route in automatic driving. FIG. 3 is a diagram showing whether operating tools are valid or invalid during automatic driving.

Embodiments 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. 1 is the front direction of the fuselage, and the direction of arrow "B" is the rear direction of the fuselage. Further, the direction of arrow "U" shown in FIG. 1 is upward, and the direction of arrow "D" is downward.

[Overall configuration of combine harvester]
As shown in FIG. 1, a conventional combine harvester, which is one form of a harvester, includes a body 10, a crawler-type traveling device 11, a driving section 12, a threshing device 13, a grain tank 14, and a harvesting device H as a harvesting section. , a transport device 16, a grain discharge device 18, and a self-vehicle position detection module 80.

The traveling device 11 is provided at the lower part of the combine harvester. The combine can be self-propelled by a traveling device 11.

Further, the driving section 12, the threshing device 13, and the grain tank 14 are provided above the traveling device 11, and are configured as an upper part of the machine body 10. A driver who operates the combine harvester and a supervisor who monitors the work of the combine harvester can board the operating section 12. Normally, the driver and the supervisor are also served as the same person. Note that when the driver and the supervisor are different people, the supervisor may monitor the work of the combine harvester from outside the combine harvester. In other words, the supervisor in the present invention includes the driver.

The grain discharge device 18 is connected to the rear lower part of the grain tank 14. Further, the own vehicle position detection module 80 is attached to the front upper part of the driving section 12.

Harvesting device H is provided at the front of the combine. The conveying device 16 is provided adjacent to the rear side of the harvesting device H. Further, the harvesting device H includes a reaping device 15 and a reel 17. The reaping device 15 reaps the planted grain culms in the field. Moreover, the reel 17 rake in the planted grain culm to be harvested while being rotated. With this configuration, the harvesting device H harvests grains in the field. The combine harvester is capable of reaping travel in which the reaping device 15 is used to reap the planted grain culms in the field while the traveling device 11 is used to travel.

In this way, the combine harvester has the reaping device 15 that reaps the planted grain culms as crops in the field.

The harvested grain culm harvested by the reaping device 15 is conveyed to the threshing device 13 by the conveying device 16. In the threshing device 13, the harvested grain culm is threshed. Grain as a harvest obtained by the threshing process is stored in a grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by a grain discharge device 18 as necessary.

Furthermore, a communication terminal 2 is installed in the operation section 12 . The communication terminal 2 is configured to be able to display various information. In this embodiment, the communication terminal 2 is fixed to the operating section 12. Note that the communication terminal 2 may be configured to be detachable from the operating section 12, or may be located outside the combine harvester.

As shown in FIG. 2, this combine automatically travels along a travel route set in the field. A vehicle position detection module 80 is used to detect the vehicle position. The vehicle position detection module 80 includes a satellite navigation module 81 and an inertial navigation module 82. The satellite navigation module 81 receives a GNSS (Global Navigation Satellite System) signal (including a GPS signal) from an artificial satellite GS, and outputs positioning data for calculating the own vehicle position. Inertial navigation module 82 incorporates a gyroscopic acceleration sensor and a magnetic orientation sensor and outputs a position vector indicating instantaneous direction of travel. The inertial navigation module 82 is used to supplement the calculation of the vehicle's position by the satellite navigation module 81. Inertial navigation module 82 may be installed at a separate location from satellite navigation module 81.

The procedure for performing harvesting work in a field using this combine harvester is as explained below.

First, the supervisor manually operates the combine harvester and, as shown in FIG. 2, performs a harvest run around the outer periphery of the field along the boundary line of the field. As a result, the area that has become a work area is set as the outer peripheral area SA. Then, the area left as an unworked area inside the outer peripheral area SA is set as the work target area CA. FIG. 2 shows an example of the outer peripheral area SA and the work target area CA.

Moreover, at this time, in order to ensure that the width of the outer peripheral area SA is wide to a certain extent, the supervisor causes the aircraft 10 to travel two or three times. In this traveling, the width of the outer circumferential area SA increases by the working width of the combine every time the machine body 10 makes one revolution. Initially, for example, when two or three laps of travel are completed, the width of the outer circumferential area SA becomes about twice to three times the working width of the combine harvester.

The outer peripheral area SA is used as a space for the combine harvester to change direction when harvesting in the work area CA. Furthermore, the outer circumferential area SA is also used as a space for movement, such as when moving to a grain discharge location or a fuel replenishment location after completing a harvest run.

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

Once the outer peripheral area SA and the work area CA are set, a travel route in the work area CA is calculated, as shown in FIG. A plurality of parallel straight travel routes are generated in the work target area CA in the form of strips, and each of the travel routes is set to be lined up at equal intervals. A U-turn (for example, a 180 degree turn) is performed when moving from one end of a travel route indicated by one straight line to one end of a travel route indicated by another straight line. Automatic travel while connecting such parallel travel routes by U-turn travel will be hereinafter referred to as "reciprocating travel." This U-turn driving includes a normal U-turn driving and a switchback turn driving. Normal U-turn travel is performed by only moving the aircraft 10 forward, and its travel trajectory is U-shaped. Switchback turn driving is performed using the forward and backward movement of the aircraft 10, and although the traveling trajectory is not U-shaped, as a result, the combine harvester can obtain the same direction change driving as normal U-turn driving. . In order to perform a normal U-turn, a distance between two or more travel route elements is required between a point where the route can be changed before the vehicle changes direction and a point where the route can be changed after the vehicle changes direction. For shorter distances, switchback turns are used. That is, unlike normal U-turn driving, switchback turn driving involves moving backward, so there is no influence from the turning radius of the aircraft 10, and there are many options for travel route elements to which to transition. However, in switchback turn driving, switching between forward and backward movement is performed, so basically switchback turn driving takes more time than normal U-turn driving.

Note that the traveling route is not limited to a straight line, and may be a curved line or a combination of a curved line and a straight line. The interval between the parallel running paths is determined based on the working width, which is the cutting width of the harvesting device H, and the overlap for absorbing running errors. The calculated travel route is sequentially set based on the working travel pattern, and the combine is automatically controlled to travel along the set travel route.

FIG. 4 shows a control system for a combine harvester that utilizes an automatic steering system according to the present invention. The control system of the combine includes a control unit 5 consisting of a large number of electronic control units called ECUs, and various input/output devices that perform signal communication (data communication) with the control unit 5 through a wiring network such as an in-vehicle LAN. It is configured.

The notification device 62 is a device for notifying a supervisor or the like of the work running status and various warnings, and is a buzzer, lamp, speaker, display, or the like. The communication unit 66 is used for data exchange between the control system of the combine and the communication terminal 2 (see FIG. 1) or with a management computer installed at a remote location. The communication terminal 2 includes a tablet computer operated by a supervisor standing in a field or riding a combine harvester, a computer installed at home or a management office, and the like. The control unit 5 is a core element of this control system, and is shown as a collection of a plurality of ECUs. A signal from the vehicle position detection module 80 is input to the control unit 5 through the vehicle LAN.

The control unit 5 includes an output processing section 59 as an input/output interface, a state input processing section 57 as an aircraft state detection section, and an operation input processing section 58 as a setting section. The output processing section 59 is connected to various operating devices 70 via a device driver 65. The operating equipment 70 includes a traveling equipment group 71 that is traveling-related equipment and a working equipment group 72 that is work-related equipment. The traveling equipment group 71 includes, for example, a steering equipment, an engine equipment, a transmission equipment, a braking equipment, and the like. The work equipment group 72 includes power control equipment in the harvesting work apparatus (harvesting apparatus H, threshing apparatus 13, conveying apparatus 16, grain discharging apparatus 18) as shown in FIG.

The state input processing section 57 is connected to a driving state sensor group 63, a working state sensor group 64, and the like. The driving state sensor group 63 includes an engine rotation speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a shift position detection sensor, a steering position detection sensor, and the like. The working state sensor group 64 includes sensors for detecting the driving state of harvesting work devices (harvesting device H, threshing device 13, conveying device 16, grain discharging device 18) as shown in FIG. This includes sensors that detect conditions. In this way, the state input processing unit 57 serving as the machine state detection unit detects the state of the machine body 10 (see FIGS. 1 to 3, the same applies hereinafter) via the traveling state sensor group 63, the working state sensor group 64, etc. .

The operation input processing section 58 is connected to the work operation unit 40, the travel operation unit 90, and the like. The work operation unit 40 and the travel operation unit 90 are general terms for operation tools that are manually operated by a supervisor and whose operation signals are input to the control unit 5. The work operation unit 40 includes a reaping lift lever 41 as a harvesting part operating tool for operating the harvesting device H (see FIG. 1), and the reaping lift lever 41 is used to control the lifting and lowering of the harvesting device H by swinging back and forth. It is an operating tool. Although not shown, when the reaping lift lever 41 is swung forward or backward, the harvesting device H is driven upward, and when the reaping lift lever 41 is swung forward or backward, the harvesting device H is driven downward. Further, the vertical movement of the harvesting device H is stopped in a state where the reaping vertical lever 41 is located at the front-rear neutral position. The travel operation unit 90 includes a main shift operation tool 91, a steering operation tool 92 as a turning operation tool, a mode operation tool 93, an automatic start operation tool 94, and the like. The steering operation tool 92 instructs the aircraft 10 to turn. The work operation unit 40 and the travel operation unit 90 have a function that allows the state of the aircraft 10 to be changed while continuing automatic travel during automatic travel. Although details will be described later, the operation input processing unit 58 as a function setting unit enables or disables the function of the operating tool depending on the state of the aircraft body 10 when the operating tool is operated.

The main shift operating tool 91 is an operating tool for driving the traveling device 11 (see FIG. 1) forward or backward, and for instructing a change in forward/backward speed. When the vehicle speed adjustment range of the main shift operating tool 91 is adjusted to a neutral position where the vehicle speed is zero, the traveling device 11 stops. Of the vehicle speed adjustment range of the main shift operating tool 91, the range ahead of the neutral position is the forward speed change region, and when the main shift operating tool 91 is operated in the forward speed change region, the vehicle will travel with the vehicle speed adjusted. The device 11 is driven forward. Further, within the vehicle speed adjustment range of the main shift operating tool 91, the range behind the neutral position is a reverse speed change region, and when the main shift operating tool 91 is operated in the reverse speed change region, the traveling device 11 drives in reverse.

In the manual travel mode, when the steering operating tool 92 is operated to swing left and right from the neutral position, the crawler speed of the left crawler mechanism and the crawler speed of the right crawler mechanism are adjusted, and the orientation of the aircraft 10 is changed. . The mode operating tool 93 has a function of giving a command to the control unit 5 for switching between an automatic driving mode in which automatic driving is performed and a manual driving mode in which manual driving is performed. The automatic start operation tool 94 has a function of giving the control unit 5 a final automatic start command for starting automatic travel. Although only one automatic start operating tool 94 is shown in FIG. 4, in order to prevent erroneous operations, a plurality of automatic start operating tools 94 are provided, and the plural automatic start operating tools 94 may be operated at the same time. The configuration may be such that the final automatic start command is output by the process. Furthermore, regardless of the operation using the mode operating tool 93, the transition from the automatic driving mode to the manual driving mode may be automatically performed by software. For example, when a situation occurs in which automatic driving is impossible, the control unit 5 forcibly executes a transition from automatic driving mode to manual driving mode.

The control unit 5 includes a travel control section 51, a work control section 52, a travel mode management section 53, a travel route setting section 54, an own vehicle position calculation section 55, a notification section 56, and the like. The own vehicle position calculation unit 55 calculates the own vehicle position, which is the map coordinates (or field coordinates) of a specific location of the aircraft 10 set in advance, based on the positioning data sequentially sent from the own vehicle position detection module 80. calculate. As the own vehicle position, the position of a reference point of the machine body 10 (for example, the center of the vehicle body, the center of the harvesting device H shown in FIG. 1, etc.) can be set. The notification section 56 generates notification data based on commands etc. from each functional section of the control unit 5, and provides the notification data to the notification device 62.

The traveling control unit 51 has an engine control function, a steering control function, a vehicle speed control function, etc., and provides a control signal to the traveling equipment group 71. The work control unit 52 sends control signals to the work equipment group 72 in order to control the movement of the harvest work devices (harvesting device H, threshing device 13, conveyance device 16, grain discharge device 18, etc.) as shown in FIG. give.

This combine harvester can run in both automatic mode, where harvesting is carried out automatically, and manual mode, where harvesting is carried out manually. For this reason, the travel control section 51 includes a manual travel control section 51A and an automatic travel control section 51B. Note that when performing automatic driving, an automatic driving mode is set, and when performing manual driving, a manual driving mode is set. The switching of the driving mode is managed by the driving mode management section 53. In other words, the driving mode management unit 53 is configured to be able to switch the driving mode between an automatic driving mode in which automatic driving is performed and a manual driving mode in which manual driving is performed.

Although the driving mode management unit 53 is configured to be able to switch between automatic driving mode and manual driving mode, the driving mode is not limited to automatic driving mode and manual driving mode. For example, when the driving mode management unit 53 switches from the automatic driving mode to the manual driving mode, the driving mode management unit 53 is configured to first switch to the manual preparation mode, and then switch to the manual driving mode after the conditions for manual driving are established. It's okay to have one. Furthermore, when the aircraft 10 is stopped by operating an operating tool during automatic driving, the driving mode management unit 53 may be configured to switch from the automatic driving mode to an abnormal mode indicating an abnormal state.

When the automatic driving mode is set, automatic driving is performed based on control blocks as shown in FIG. The automatic travel control unit 51B generates control signals for vehicle speed changes including automatic steering and stopping, and controls the traveling equipment group 71. The driving route is set by the driving route setting section 54, and the own vehicle position is calculated by the own vehicle position calculating section 55. Control signals related to automatic steering are generated so that the azimuth deviation and positional deviation between the own vehicle position and the travel route are eliminated. A control signal related to vehicle speed change is generated based on a vehicle speed value set corresponding to the position of main shift operating tool 91 in the forward speed change region. Although the details will be described later, when the operation input processing unit 58 outputs a stop instruction, the automatic travel control unit 51B stops the traveling equipment group 71 to start the aircraft 10 (see FIGS. 1 to 3). Stop.

The driving route setting unit 54 generates a driving route by itself using a route calculation algorithm. Note that the driving route setting unit 54 may download and use a driving route generated by the communication terminal 2 (see FIG. 1), a remote management computer, or the like.

When the manual driving mode is selected, manual driving is realized by the manual driving control section 51A generating a control signal and controlling the traveling equipment group 71 based on the operation by the supervisor. Note that the travel route calculated by the travel route setting unit 54 can be used for the purpose of guidance for the combine harvester to travel along the travel route even in manual operation.

[About enabling and disabling operating tools]
When the automatic driving mode is selected, each of the operating tools included in the work operation unit 40 and the driving operation unit 90 includes an operating tool that can be operated even during automatic driving, and an operating tool that cannot be operated during automatic driving. It is divided into. For example, the steering operating tool 92 becomes inoperable during automatic travel. FIG. 6 shows an example in which a combine harvester automatically travels along a travel route, and FIG. 7 shows the valid or invalid state of the operating tool for each type of travel route.

In FIG. 6, a plurality of lines L are generated in a rectangular shape as travel routes, and the aircraft 10 sequentially travels back and forth starting from the line L at one end of the field. The discharge position DP is set in the outer circumferential area SA at a location near the ridge where the transport vehicle CV can be placed alongside. During automatic travel of the combine, when moving to an adjacent line L after completing reaping travel along one line L, turning travel is performed by switchback turn travel. For example, after the aircraft 10 travels forward along the transition source line L(1) and the forward travel route ML1(1), the aircraft 10 temporarily stops, and then the aircraft 10 travels along the backward travel route ML2(1). 10 backward runs are performed. After the aircraft 10 stops again, the aircraft 10 travels forward again along the forward travel route ML3(1), and reaches the destination line L(2). The discharge route Pt is a route along which the body 10 leaves the line L and moves to the discharge position DP. In FIG. 6, while the machine body 10 is traveling forward along line L(4), the grains stored in the grain tank 14 reach a set amount, and the machine body 10 passes through the discharge route Pt. and moves to the discharge position DP. The amount of grains stored in the grain tank 14 (see FIG. 1, hereinafter the same) can be detected, for example, by a yield sensor (not shown) provided in the working state sensor group 64. When the machine body 10 reaches the discharge position DP, the grains stored in the grain tank 14 are discharged to the carrier CV.

Automatic driving includes automatic work driving, automatic turning driving, and automatic discharge driving. Automatic work travel is a form of automatic travel in which a combine harvester travels along a line L as a set travel route while harvesting planted grain culms as a crop. Automatic turning driving is a form of automatic driving in which the aircraft 10 turns toward the next line L after completing automatic work driving, and automatically moves along forward driving path ML1, backward driving path ML2, and forward driving path ML3. A turning run is performed. Automatic discharge travel is a form of automatic travel in which the machine 10 leaves the line L as a travel route and moves to the discharge position DP as another target point, and the machine 10 moves automatically along the discharge route Pt. A run takes place.

When the mode operating tool 93 (see FIG. 4) is turned on, the aircraft 10 reaches the starting position of line L(1), and predetermined conditions are met, the driving mode of the control unit 5 can be switched to automatic driving mode. becomes. Then, when the automatic start operating tool 94 (see FIG. 4) is turned on, the driving mode of the control unit 5 shifts to the automatic driving mode.

When the machine body 10 automatically travels in the field, the machine body 10 travels forward on the line L, the forward travel route ML1, the forward travel route ML3, and the discharge route Pt. During this time, since the operation of the main shift operating tool 91 (see FIGS. 4 and 5, the same applies hereinafter) within the forward speed change area is enabled, the main shift operating tool 91 is operated within the forward speed changing area. Then, the vehicle speed of the aircraft 10 is adjusted and forward travel is continued. In other words, the operation input processing unit 58 (see FIGS. 4 and 5, the same applies hereinafter) as a function setting unit determines whether the main gear shift operating tool 91 is within the forward speed change region when forward travel is performed by automatic driving. When operated, the function of the main shift operating tool 91 is enabled.

The operation input processing unit 58 serving as a function setting unit disables the function of the main gear shift operating tool 91 when the main gear shifting operating tool 91 is operated within the reverse speed change area when forward travel is performed by automatic driving. become Therefore, while the aircraft 10 is traveling forward based on automatic travel, when the supervisor operates the main shift operating tool 91 into the reverse speed change region, the operation input processing unit 58 outputs a stop instruction. The stop instruction is input to the automatic travel control unit 51B, and the aircraft 10 stops based on the stop instruction. Then, the driving mode of the control unit 5 is switched from the automatic driving mode to the manual driving mode.

On the backward travel route ML2, the aircraft 10 travels backward. During this time, both the operation within the forward speed change area and the operation within the reverse speed change area of the main shift operating tool 91 are disabled. In other words, since traveling backwards requires the observer to be more careful about checking the surroundings than traveling forwards, stopping the aircraft 10 is prioritized over adjusting the vehicle speed based on the operation of the main shift operating tool 91. Therefore, when the observer operates the main shift operating tool 91 while the aircraft 10 is traveling backwards based on automatic travel, the operation input processing unit 58 outputs a stop instruction. The stop instruction is input to the automatic travel control unit 51B, and the aircraft 10 stops based on the stop instruction. Then, the driving mode of the control unit 5 is switched from the automatic driving mode to the manual driving mode. In other words, the operation input processing unit 58 as a function setting unit operates in the reverse speed change area even if the main gear shift operating tool 91 is operated within the forward speed change area when reverse travel is performed by automatic driving. Even if the main shift operating tool 91 is disabled, the main shift operating tool 91 is disabled and a stop command is issued. As a result, the operation of the main shift operating tool 91 during automatic travel is limited to the range necessary for forward travel.

The function of the reaping lift lever 41 (see FIGS. 4 and 5, the same applies hereinafter) is enabled only while automatic work travel is being performed along the line L. In other words, lifting control of the harvesting device H based on the operation of the reaping lifting lever 41 is possible only during automatic work travel. While the machine body 10 is automatically turning along the forward traveling route ML1, the backward traveling route ML2, and the forward traveling route ML3, the function of the reaping lift lever 41 is disabled. Also, while the machine body 10 is automatically discharging along the discharging path Pt, the function of the reaping lift lever 41 is disabled. Even if the reaping elevating lever 41 is operated while the function of the reaping elevating lever 41 is disabled, the elevating and lowering control of the harvesting device H is not performed. In this way, the operation input processing section 58 as a function setting section enables the function of the reaping lift lever 41 as a harvesting section operating tool when automatic work travel is being performed, and also enables automatic turning travel or automatic work travel. When discharge travel is being performed, the function of the reaping lift lever 41 is disabled. As a result, the operation of the reaping lift lever 41 during automatic travel is limited to the range necessary for crop harvesting.

As shown in the row of the steering operating tool 92 in FIG. 7, the steering function of the steering operating tool 92 (see FIGS. 4 and 5, the same applies hereinafter) is disabled during automatic travel. Therefore, during automatic work travel along line L, during automatic turning travel along forward travel route ML1, reverse travel route ML2, and forward travel route ML3, and during automatic discharge travel along discharge route Pt, The aircraft 10 does not turn even if the steering operating tool 92 is operated at . As shown in the row of "Large operation amount" in FIG. 7, when the steering operating tool 92 is operated by a larger amount than a preset amount of operation, the operation input processing unit 58 outputs a stop instruction and automatic driving is stopped. Stop. The stop instruction from the operation input processing section 58 is input to the automatic travel control section 51B, and the aircraft 10 stops based on the stop instruction from the operation input processing section 58. Then, the driving mode of the control unit 5 is switched from automatic driving mode to manual driving mode, and automatic driving is stopped. In other words, when the observer is trying to stop the aircraft 10 on a moment's notice during automatic driving, the operation input processing is performed so that the observer can stop the aircraft 10 by greatly operating the steering operation tool 92. The section 58 is configured. On the other hand, as shown in the row of "small operation amount" in FIG. 7, when the operation amount of the steering operation tool 92 is smaller than the operation amount during automatic driving, the operation input processing unit 58 outputs a stop instruction. Automatic driving will continue. In other words, the operation input processing section 58 as a function setting section disables the function of the steering operation tool 92 during automatic driving, and stops the steering operation tool 92 when the operation amount is greater than a preset amount. Instruct. This reduces the possibility that the aircraft 10 will stop against the observer's will due to an erroneous operation such as the observer's body touching the steering operating tool 92.

As described above, the status input processing unit 57 as the aircraft status detection unit detects the aircraft 10 based on the traveling status sensor group 63 (see FIGS. 4 and 5) and the working status sensor group 64 (see FIGS. 4 and 5). Detect the state of. When the operating tool is operated, the operation input processing section 58 serving as a function setting section enables or disables the function of the operating tool depending on the state of the aircraft body 10.

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

(1) In the embodiment described above, when the main shift operating tool 91 is operated with the function of the main shift operating tool 91 being disabled, the aircraft 10 is stopped in response to a stop instruction from the operation input processing section 58. However, the present invention is not limited to this embodiment. Even if the main shift operating tool 91 is operated in a state where the function of the main shift operating tool 91 is disabled, the operation input processing section 58 may be configured not to output a stop instruction. For example, in a state where the function of the main shift operating tool 91 is disabled, the operation input processing section 58 may be configured to not accept any operation of the main shift operating tool 91 and not output a stop instruction. In this state, the position of the main shift operating tool 91 may be configured to automatically return to the position before the operation.

For example, when forward travel is being performed by automatic driving, even if the main shift operating tool 91 is swung into the reverse speed change area, the operation input processing section 58 does not accept the operation of the main shift operating tool 91, and the main shift operating tool 91 is not operated. The position of the shift operating tool 91 may be configured to automatically return to the position before the operation. In addition, when reverse travel is performed by automatic driving, even if the main shift operating tool 91 is swung, the operation input processing section 58 does not accept the operation of the main shift operating tool 91, and the position of the main shift operating tool 91 is The configuration may be such that the button automatically returns to the position before the operation. In other words, when the operating tool is operated, the operation input processing section 58 as a function setting section controls the function of the operating tool according to the state of the aircraft body 10 detected by the state input processing section 57 as the aircraft state detection section. Any configuration that enables or disables it is fine.

(2) In the above-described embodiment, the operation input processing unit 58 serving as a function setting unit is configured to disable all functions of the main gear shift operating tool 91 when reverse travel is performed by automatic driving. However, it is not limited to this embodiment. For example, when the vehicle is automatically traveling in reverse, the main shift operating tool 91 may be enabled for operation within the forward speed change region. With this configuration, even when the vehicle is traveling backwards, the supervisor can adjust the vehicle speed in preparation for the next forward travel.

(3) In the embodiment described above, the operation input processing unit 58 enables the function of the reaping lift lever 41 when automatic work travel is being performed, and when automatic turning travel or automatic discharge travel is being performed. When the reaping lever 41 is in use, the function of the reaping lift lever 41 is disabled, but the invention is not limited to this embodiment. For example, the operation input processing unit 58 may enable the function of the reaping lift lever 41 even when automatic turning travel is being performed, or may enable the function of the reaping lift lever 41 even when automatic discharging travel is being performed. The function of the lift lever 41 may be activated.

(4) In the embodiment described above, the operation input processing unit 58 disables the function of the steering operation tool 92 during automatic driving, and when the steering operation tool 92 is operated by a larger amount than a preset operation amount. Although the vehicle is configured to instruct the driver to stop, the vehicle is not limited to this embodiment. For example, the operation input processing section 58 may be configured to simply disable the function of the steering operating tool 92 during automatic driving.

(5) In the embodiment described above, the switchback turn shown in FIGS. 3 and 6 turns the aircraft 10 by 180 degrees, but the present invention is not limited to this embodiment. The switchback turn traveling may be, for example, turning the aircraft 10 by about 90 degrees.

Note that the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with configurations disclosed in other embodiments as long as no contradiction occurs. Further, the embodiments disclosed in this specification are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the purpose of the present invention.

The present invention can be used not only for ordinary combine harvesters but also for self-extracting combine harvesters. It can also be used in various harvesting machines such as a corn harvesting machine, a potato harvesting machine, a carrot harvesting machine, and a sugarcane harvesting machine.

10: Vehicle body (aircraft body)
41: Reaping lift lever (operating tool)
57: Status input processing unit (aircraft status detection unit)
58: Operation input processing section (setting section)
91: Main gear shift operating tool (operating tool)
92: Steering operation tool (operation tool)

Claims (5)

A harvester that can automatically run in the field,
an operating tool that changes the state of the aircraft during automatic travel;
an aircraft state detection unit that detects the state of the aircraft;
a setting unit that determines whether to change the state of the aircraft body according to the state of the aircraft body detected by the aircraft state detection unit when the operating tool is operated;
The automatic driving includes automatic work driving in which the vehicle travels while harvesting crops along a set travel route, automatic turning travel in which the vehicle turns toward the next travel route after the automatic work travel is completed, and the travel route. includes an automatic discharge drive that leaves the vehicle and moves to another target point;
The setting unit is configured to determine the elevation state of the harvesting unit, the turning of the machine body, and the rotation of the machine body based on which of the automatic work travel, the automatic turning travel, and the automatic discharge travel is being performed. A harvester that determines whether to change at least one of vehicle speeds . The operating tool includes a speed change operating tool for instructing a change in forward/backward speed,
The setting unit is configured to set the setting unit to set the setting unit to set the setting unit to set the setting unit to set the setting unit to the setting unit, when the forward running is detected by the aircraft state detection unit while the automatic work running or the automatic ejection running is being performed, or when the automatic turning running is being performed. When the speed change operation tool is operated within a forward speed change area, a determination is made to change the speed of the aircraft, and when the speed change operation tool is operated within a reverse speed change area, a determination is made to stop the aircraft. The harvester according to claim 1. The operating tool includes a speed change operating tool for instructing a change in forward/backward speed,
The setting unit is configured to control that when the aircraft state detection unit detects a backward movement while the automatic turning movement is being performed, the setting unit detects a backward movement in the reverse speed change area even if the speed change operating tool is operated within the forward speed change area. The harvester according to claim 1 or 2, wherein the harvester determines to stop the harvester even if the harvester is operated inside the harvester. The operating tool includes a harvesting section operating tool for operating the harvesting section,
The setting section determines to change the state of the harvesting section when the automatic work traveling is performed, and when the automatic turning traveling or the automatic discharge traveling is performed, the setting section The harvesting machine according to any one of claims 1 to 3, wherein the harvesting machine determines not to change the state of the part. The operating tool includes a turning operating tool that instructs the aircraft to turn,
When the automatic work travel, the automatic turning travel, or the automatic ejection travel is performed, the setting unit determines the state of the aircraft when the turning operating tool is operated to a preset operation amount or less. The harvesting machine according to any one of claims 1 to 4, wherein a determination is made not to change the amount of operation, and a determination is made to stop the body when the turning operating tool is operated by a larger amount than the operation amount.

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