Agricultural machinery

Abstract

To provide an agricultural work machine capable of changing a moving direction in automatic steering traveling during the automatic steering traveling.SOLUTION: An agricultural work machine comprises: a steering operation tool 41 for steering; a traveling control unit for controlling traveling of a machine body including a traveling device; a mode switching unit for switching a control mode of the traveling control unit between a first mode and a second mode; and an orientation determination unit for determining a reference orientation for automatic steering. When the control mode of the traveling control unit is the first mode, the traveling control unit controls traveling of the machine body on the basis of the reference orientation or a traveling route GL calculated on the basis of the reference orientation. When the control mode of the traveling control unit is the second mode, the machine body travels according to operation of the steering operation tool 41. When the control mode of the traveling control unit is the first mode, the orientation determination unit executes orientation change processing that is processing of changing the reference orientation or a direction of the traveling route GL, according to operation of a manipulation tool 45.SELECTED DRAWING: Figure 11

Description

[Technical field]

[0001] The present invention relates to an agricultural machine equipped with a steering operation tool for steering. [Background technology]

[0002] An example of an agricultural work machine as described above is already known, which is described in Patent Document 1. This agricultural work machine (referred to as a "rice transplanter" in Patent Document 1) is configured to be capable of traveling in a first mode (referred to as an "automatic straight-line mode" in Patent Document 1) and a second mode (referred to as a "manual mode" in Patent Document 1).

[0003] In the first mode, the agricultural work machine travels with automatic steering, and in the second mode, the agricultural work machine travels with manual steering. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2017-136015 A Summary of the Invention [Problem to be solved by the invention]

[0005] The agricultural machine described in Patent Document 1 calculates a travel route based on the determined reference orientation, and then performs automatic steering travel along this travel route.

[0006] Here, prior to automatic steering travel, in order to determine the reference orientation, the operator must register two points by operating the first registration button and the second registration button. The reference orientation is determined based on the positions of these two points. Then, the travel route is calculated based on this reference orientation.

[0007] In order to change the direction of travel under automatic steering after the travel route has been calculated, it is necessary to switch to manual steering once, re-register the two points, and re-calculate the travel route. In other words, in the agricultural machine described in Patent Document 1, the direction of travel under automatic steering cannot be changed while the agricultural machine is in automatic steering mode.

[0008] An object of the present invention is to provide an agricultural work machine that is capable of changing the direction of travel during automatic steering travel. [Means for solving the problem]

[0009] The present invention is characterized in that it comprises a steering operation tool for steering, a travel control unit that controls the travel of a vehicle having a travel device, a mode switching unit that switches a control mode of the travel control unit between a first mode and a second mode, and an orientation determination unit that determines a reference orientation for automatic steering, wherein when the control mode of the travel control unit is the first mode, the travel control unit controls the travel of the vehicle based on the reference orientation or a travel route calculated based on the reference orientation, and when the control mode of the travel control unit is the second mode, the vehicle travels in response to the operation of the steering operation tool, and when the control mode of the travel control unit is the first mode, the orientation determination unit controls the travel of the vehicle based on the reference orientation or a travel route calculated based on the reference orientation, While maintaining the control mode of the travel control unit in the first mode, The present invention is to execute a direction change process which is a process for changing the reference direction or the direction of the travel route.

[0010] In the present invention, when the control mode of the travel control unit is the first mode, the vehicle will perform automatic steering travel. Then, when the operator operates the manual operation tool during automatic steering travel, a direction change process is executed. This changes the reference direction or the direction of the travel route. As a result, the traveling direction during automatic steering travel changes.

[0011] Therefore, according to the present invention, it is possible to realize an agricultural work machine that is capable of changing the direction of travel during automatic steering travel.

[0012] Furthermore, in the present invention, it is preferable that the manual operation tool is the steering operation tool.

[0013] According to this configuration, the traveling direction of the vehicle can be changed in response to the operation of the steering device in both the first mode and the second mode. That is, in both automatic steering travel and manual steering travel, the traveling direction of the vehicle can be changed in response to the operation of the steering device.

[0014] This simplifies the operation for changing the direction of travel of the aircraft compared to a configuration in which the manual operation device is provided separately from the steering operation device, thereby reducing the operational burden on the operator.

[0015] Another feature of the present invention is a steering operation tool for steering, a traveling control unit that controls the traveling of a vehicle having a traveling device, a mode switching unit that switches a control mode of the traveling control unit between a first mode and a second mode, and an orientation determination unit that determines a reference orientation for automatic steering, wherein when the control mode of the traveling control unit is the first mode, the traveling control unit controls the traveling of the vehicle based on the reference orientation or a traveling route calculated based on the reference orientation, and when the control mode of the traveling control unit is the second mode, the vehicle travels in response to the operation of the steering operation tool, and the orientation determination unit executes an orientation change process that is a process of changing the reference orientation or the direction of the traveling route in response to the operation of a manual operation tool when the control mode of the traveling control unit is the first mode, and the manual operation tool is the steering operation tool, A movable range of the steering operation tool is set so that the steering operation tool can be operated by a larger amount than a second operation amount that is larger than a first operation amount, and the orientation determination unit does not execute the orientation change process when the control mode of the driving control unit is the first mode and the operation amount of the steering operation tool is less than the first operation amount, and the orientation determination unit executes the orientation change process when the control mode of the driving control unit is the first mode and the operation amount of the steering operation tool is equal to or larger than the first operation amount and equal to or smaller than the second operation amount, and the mode switching unit switches the control mode of the driving control unit to the second mode when the control mode of the driving control unit is the first mode and the operation amount of the steering operation tool is larger than the second operation amount. It is in .

[0016] In the present invention, when the control mode of the travel control unit is the first mode, the vehicle will perform automatic steering travel. Then, when the operator operates the manual operation tool during automatic steering travel, a direction change process is executed. This changes the reference direction or the direction of the travel route. As a result, the traveling direction during automatic steering travel changes. Therefore, according to the present invention, it is possible to realize an agricultural work machine that is capable of changing the direction of travel during automatic steering travel. Furthermore, with this configuration, the traveling direction of the vehicle can be changed in response to the operation of the steering device in both the first mode and the second mode. That is, in both automatic steering travel and manual steering travel, the traveling direction of the vehicle can be changed in response to the operation of the steering device. This simplifies the operation for changing the direction of travel of the aircraft compared to a configuration in which the manual operation device is provided separately from the steering operation device, thereby reducing the operational burden on the operator. Also, According to this configuration, the range of the movement range of the steering operation tool where the operation amount is less than the first operation amount becomes a dead zone. As a result, even if the operator unintentionally operates the steering operation tool, if the operation amount is relatively small, it is possible to avoid any effect on the control and traveling direction of the aircraft.

[0017] Moreover, according to this configuration, it is possible to execute the azimuth change process by operating the steering operation tool. Also, it is possible to switch from the first mode to the second mode by operating the steering operation tool.

[0018] That is, the azimuth change process and the switch from the first mode to the second mode can both be performed by operating the steering operation tool, which provides better operability than a configuration in which a different operation tool must be operated to perform the azimuth change process and the switch from the first mode to the second mode.

[0019] Furthermore, in the present invention, it is preferable that when the control mode of the driving control unit is the first mode, the driving control unit is capable of executing response turning control to control the driving of the aircraft so that a temporary turning operation is performed in the operation direction of the manual operating tool in response to the operation of the manual operating tool.

[0020] When the heading change process is executed, if the heading of the vehicle is already along the changed reference heading or the changed driving route, there is no need to change the heading of the vehicle, and the vehicle will continue to move forward in a straight line. In this case, the heading of the vehicle does not change before and after the operation of the manual operation tool, so the operator cannot determine whether the heading change process has been executed.

[0021] Here, according to the above configuration, even if the orientation of the aircraft is already aligned with the changed reference orientation or the changed direction of the travel route at the time when the orientation change process is executed, a configuration can be realized in which a temporary turning operation is performed in the changed direction of the reference orientation or the changed direction of the travel route. This allows the operator to reliably recognize that the orientation change process has been executed in response to the operation of the manual operation tool.

[0022] Furthermore, in the present invention, when the control mode of the driving control unit is the second mode, it is preferable that the vehicle is provided with a straight-line traveling judgment unit which judges whether or not the vehicle has traveled in a straight line for a predetermined distance or a predetermined time, and when the straight-line traveling judgment unit judges that the vehicle has traveled in a straight line for the predetermined distance or the predetermined time, the orientation determination unit determines the reference orientation based on the direction of the straight-line traveling for the predetermined distance or the predetermined time.

[0023] According to this configuration, the operator manually steers the aircraft to travel in a straight line for a specified distance or for a specified time, and the reference orientation is automatically determined based on the direction of the straight line traveled for the specified distance or for the specified time.

[0024] 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 orientation, thereby realizing an agricultural work machine that can reduce the labor required to determine the reference orientation.

[0025] Another feature of the present invention is a steering device for steering, a driving control unit for controlling the driving of a vehicle having a driving device, a mode switching unit for switching a control mode of the driving control unit between a first mode and a second mode, and an orientation determination unit for determining a reference orientation for automatic steering, wherein when the control mode of the driving control unit is the first mode, the driving control unit controls the driving of the vehicle based on the reference orientation or a driving route calculated based on the reference orientation, and when the control mode of the driving control unit is the second mode, the vehicle drives in response to the operation of the steering device, and the orientation determination unit executes an orientation change process which is a process of changing the reference orientation or the direction of the driving route in response to the operation of a manual operation device when the control mode of the driving control unit is the first mode, A setting unit is provided that receives an artificial operation input and is capable of setting an amount of change in the reference heading or the direction of the travel route in the heading change process by the operation input. It is in .

[0026] In the present invention, when the control mode of the travel control unit is the first mode, the vehicle will perform automatic steering travel. Then, when the operator operates the manual operation tool during automatic steering travel, a direction change process is executed. This changes the reference direction or the direction of the travel route. As a result, the traveling direction during automatic steering travel changes. Therefore, according to the present invention, it is possible to realize an agricultural work machine that is capable of changing the direction of travel during automatic steering travel. Also, According to this configuration, the operator can set the amount of change in the reference orientation or the direction of the travel route in the orientation change process by manually inputting an operation. This makes it possible to realize an agricultural work machine in which the operator can arbitrarily set the amount of change in the reference orientation or the direction of the travel route in the orientation change process.

[0027] Furthermore, in the present invention, it is preferable that the control mode of the orientation determination unit is switchable between an allowed mode in which execution of the orientation change process is permitted and a prohibited mode in which execution of the orientation change process is prohibited, and that the setting unit is configured to be able to switch the control mode of the orientation determination unit by the operation input.

[0028] According to this configuration, when the azimuth change process is not required, the operator can manually input an operation to switch the control mode of the azimuth determination unit to the prohibited mode. This makes it easier to avoid a situation in which the azimuth change process is executed in response to the operation of a manual operating tool when the azimuth change process is not required.

[0029] Furthermore, in the present invention, it is preferable that the setting section is configured to be able to change the amount of change in increments of a predetermined angle by the operational input.

[0030] According to this configuration, it is easier to simplify the configuration of the part of the setting unit that accepts operational inputs compared to a configuration in which the change amount can be changed steplessly. This makes it easier for the operator to understand how to input operations to the setting unit compared to a case in which the part of the setting unit that accepts operational inputs has a complex configuration. Therefore, according to this configuration, it is possible to realize an agricultural work machine in which it is easy for the operator to understand how to input operations to the setting unit.

[0031] Furthermore, in the present invention, it is preferable that the setting unit is configured not to accept the operation input for setting the change amount while the vehicle is traveling.

[0032] According to this configuration, when setting the change amount, the operator performs an operation input to the setting unit while the machine is stopped from traveling. This allows the operator to perform an operation input to the setting unit while the machine is experiencing reduced vibration compared to when the machine is traveling. As a result, the operator can perform an operation input more accurately than when the machine is experiencing large vibration.

[0033] Therefore, with this configuration, it is possible to realize an agricultural work machine that enables the operator to easily perform operation input to the setting unit with high accuracy. [Brief description of the drawings]

[0034] [Figure 1] FIG. [Diagram 2] FIG. 2 is a block diagram showing a configuration relating to a control unit. [Diagram 3] FIG. 4 is a diagram showing the configuration of a main shift lever. [Figure 4] FIG. 2 is a diagram showing the configuration of a reaping and threshing lever. [Diagram 5] FIG. 2 is a diagram showing a configuration of a steering operation tool. [Figure 6] 4 is a flowchart of a first determination routine. [Figure 7] 11 is a flowchart of a second determination routine. [Figure 8] FIG. 13 is a diagram showing an example in which a reference azimuth is automatically determined. [Figure 9] FIG. 13 is a diagram showing an example in which a reference azimuth is automatically determined. [Figure 10] FIG. 13 is a diagram showing a state before a direction change process is executed. [Figure 11] FIG. 11 is a diagram illustrating a direction change process. [Figure 12] FIG. 13 is a diagram showing a state after a direction change process is executed. [Figure 13] FIG. 13 is a diagram illustrating an example in which response turning control is executed. [Figure 14] FIG. 13 is a diagram illustrating an example in which response turning control is executed. [Figure 15] FIG. 13 is a diagram showing a configuration of an artificial operating tool in another embodiment (2). [Figure 16] 13A and 13B are diagrams showing an angle shift amount setting screen and the like. [Figure 17] 13A and 13B are diagrams showing an angle shift amount setting screen and the like. [Figure 18] 13 is a flowchart of a third determination routine. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0035] An embodiment of the present invention will be described with reference to the drawings. In the following description, unless otherwise specified, the direction of the arrow F shown in Fig. 1, Fig. 3, and Fig. 4 is "front" and the direction of the arrow B is "rear". The direction of the arrow L shown in Fig. 5 is "left" and the direction of the arrow R is "right". The direction of the arrow U shown in Fig. 1 is "up" and the direction of the arrow D is "down".

[0036] In the following description, unless otherwise specified, the direction of arrow N shown in Figures 8 to 14 is the "north", the direction of arrow S is the "south", the direction of arrow E is the "east", and the direction of arrow W is the "west".

[0037] [Overall configuration of the combine] 1, a normal combine harvester 1 (corresponding to the "farm machine" according to the present invention) is equipped with a machine body 10, a reaping section H, a threshing device 13, a grain tank 14, a conveying section 16, a grain discharge device 18, and a satellite positioning module 80. The machine body 10 also has a crawler-type traveling device 11, a driving section 12, and an engine EG.

[0038] The traveling device 11 is provided at the bottom of the combine harvester 1. The traveling device 11 is driven by power from the engine EG. The combine harvester 1 can be self-propelled by the traveling device 11.

[0039] The driving section 12, the threshing device 13, and the grain tank 14 are provided on the upper side of the traveling device 11. An operator who monitors the operation of the combine harvester 1 can ride on the driving section 12.

[0040] The grain discharge device 18 is provided on the upper side of the grain tank 14. In addition, a satellite positioning module 80 is attached to the upper surface of the driving unit 12.

[0041] The reaping unit H is provided at the front of the combine harvester 1. The transport unit 16 is provided at the rear of the reaping unit H. The reaping unit H also includes a cutting blade 15 and a reel 17.

[0042] The cutting blade 15 cuts the planted culms in the field. The reel 17 rakes in the planted culms to be harvested while rotating around a reel axis 17b that runs along the left-right direction of the machine body. The cut culms cut by the cutting blade 15 are sent to the conveying section 16.

[0043] With this configuration, the reaping unit H harvests grains in the field. The combine harvester 1 is capable of reaping travel, traveling on the traveling device 11 while reaping planted culms in the field with the cutting blade 15.

[0044] The reaped stalks harvested by the reaping section H are transported to the rear of the machine body by the transport section 16. As a result, the reaped stalks are transported to the threshing device 13.

[0045] The harvested stalks are threshed in the threshing device 13. The grains obtained by the threshing process are stored in a grain tank 14. The grains stored in the grain tank 14 are discharged outside the machine by a grain discharge device 18 as necessary.

[0046] That is, the combine 1 is equipped with a grain tank 14 that stores grain harvested by the reaping section H.

[0047] As shown in FIG. 1 , a communication terminal 4 (corresponding to the "setting unit" according to the present invention) is disposed in the driving unit 12. The communication terminal 4 is configured to be capable of displaying various information. In this embodiment, the communication terminal 4 is fixed to the driving unit 12. However, the present invention is not limited to this, and the communication terminal 4 may be configured to be detachable from the driving unit 12, or the communication terminal 4 may be located outside the combine harvester 1.

[0048] Here, the combine harvester 1 is configured to be capable of manual steering travel and automatic steering travel. Manual steering travel means travel by manual steering by an operator. Automatic steering travel means automatic forward travel. Particularly in this embodiment, automatic steering travel means automatic forward travel without a large change of direction such as an α-turn or a U-turn.

[0049] The driving section 12 is also provided with a main speed change lever 19. When the combine harvester 1 is running under manual steering or automatic steering, the speed of the combine harvester 1 changes when the operator operates the main speed change lever 19. In other words, when the combine harvester 1 is running under manual steering or automatic steering, the operator can change the speed of the combine harvester 1 by operating the main speed change lever 19.

[0050] The driving section 12 is also provided with a steering operation device 41. When the combine harvester 1 is traveling with manual steering, if the operator operates the steering operation device 41, a speed difference is generated between the left and right crawlers of the traveling device 11. This causes the combine harvester 1 to turn. In other words, when the combine harvester 1 is traveling with manual steering, the operator can steer the combine harvester 1 by operating the steering operation device 41.

[0051] That is, the combine harvester 1 is provided with a steering operation device 41 for steering.

[0052] The combine harvester 1 is configured so that the operating force on the steering operation tool 41 is not transmitted to the traveling device 11. In other words, the steering operation tool 41 is not mechanically linked to the traveling device 11. When the operator operates the steering operation tool 41, the movement of the steering operation tool 41 is electrically detected, and the left and right crawlers of the traveling device 11 are controlled based on this detection. As a result, when a speed difference occurs between the left and right crawlers, the combine harvester 1 turns. When there is no speed difference between the left and right crawlers, the combine harvester 1 moves straight.

[0053] [Configuration regarding power transmission] 2, the combine harvester 1 includes a threshing clutch C1 and a reaping clutch C2. Power output from the engine EG is distributed to the traveling device 11 and the threshing clutch C1.

[0054] The traveling device 11 has a main transmission 11a and an auxiliary transmission 11b. In this embodiment, the main transmission 11a is configured by a hydrostatic continuously variable transmission. The auxiliary transmission 11b is configured by a gear-switching type transmission, and is configured to be switchable between a high-speed state and a low-speed state. The high-speed state is a speed-changing state for travel (non-work), and the low-speed state is a speed-changing state for work.

[0055] The power input from the engine EG to the traveling device 11 is changed in speed by the main transmission 11a and the sub-transmission 11b. Then, the crawlers of the traveling device 11 are driven by the changed-speed power, causing the combine 1 to travel.

[0056] As shown in Fig. 3, the main speed change lever 19 is configured to be pivotable in the forward and backward directions. The movable range of the main speed change lever 19 is divided into three positions: a forward operating position FP, a neutral position NP, and a reverse operating position RP. The speed change state of the main transmission 11a changes as the main speed change lever 19 is operated.

[0057] When the main speed change lever 19 is in the forward operating position FP, the main speed change device 11a is in a forward speed change state. At this time, the more the main speed change lever 19 is tilted forward, the higher the speed of the power output from the main speed change device 11a becomes.

[0058] When the main speed change lever 19 is in the neutral position NP, the main speed change device 11a is in a neutral state. At this time, the main speed change device 11a does not output power.

[0059] When the main speed change lever 19 is in the reverse operating position RP, the main speed change device 11a is in a reverse speed change state. At this time, the more the main speed change lever 19 is tilted rearward, the higher the speed of the power output from the main speed change device 11a becomes.

[0060] 3, an auxiliary speed change switch 42 is provided on the main speed change lever 19. Every time the auxiliary speed change switch 42 is pressed, the speed change state of the auxiliary transmission 11b is switched between a high speed state and a low speed state.

[0061] The threshing clutch C1 shown in FIG. 2 is configured to be changeable between an ON state in which power is transmitted and an OFF state in which power is not transmitted.

[0062] When the threshing clutch C1 is engaged, power from the engine EG is transmitted to the threshing device 13 and the reaping clutch C2. This drives the threshing device 13.

[0063] When the threshing clutch C1 is in the disengaged state, the power from the engine EG is not transmitted to either the threshing device 13 or the reaping clutch C2. At this time, the threshing device 13 does not drive.

[0064] The mowing clutch C2 is configured to be able to change its state between an ON state in which power is transmitted and an OFF state in which power is not transmitted.

[0065] When both the threshing clutch C1 and the reaping clutch C2 are engaged, power from the engine EG is transmitted to the reaping unit H. As a result, the reaping unit H is driven.

[0066] Furthermore, when the mowing clutch C2 is in the disengaged state, the power from the engine EG is not transmitted to the mowing unit H. At this time, the mowing unit H does not drive.

[0067] Furthermore, when the threshing clutch C1 is in the disengaged state, the power from the engine EG is not transmitted to the reaping unit H. At this time, the reaping unit H does not drive.

[0068] As shown in Figures 2 and 4, the combine harvester 1 is equipped with a reaping / threshing lever 43. The reaping / threshing lever 43 is provided on the driving section 12. As shown in Figure 4, the reaping / threshing lever 43 is configured to be able to swing back and forth. The reaping / threshing lever 43 is configured to be able to selectively switch between a first operating position M1, a second operating position M2, and a third operating position M3. Operating the reaping / threshing lever 43 changes the on / off states of the threshing clutch C1 and the reaping clutch C2.

[0069] When the operational position of the reaping / threshing lever 43 is the first operational position M1, the threshing clutch C1 and the reaping clutch C2 are both in the engaged state.

[0070] When the operational position of the reaping / threshing lever 43 is the second operational position M2, the threshing clutch C1 is in an engaged state, and the reaping clutch C2 is in a disengaged state.

[0071] When the operational position of the reaping / threshing lever 43 is the third operational position M3, the threshing clutch C1 and the reaping clutch C2 are both in a disengaged state.

[0072] [Configuration of steering operation device] 2 and 5, the combine harvester 1 is provided with an manual operation tool 45. In this embodiment, the manual operation tool 45 is a steering operation tool 41.

[0073] 5, the steering operation tool 41 is configured to be pivotable left and right between a right third operation position R3 and a left third operation position L3. A central operation position CP is located in the center of the movable range of the steering operation tool 41.

[0074] The right first operating position R1 and the 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 located to the right of the right first operating position R1.

[0075] The left first operating position L1 and the left second operating position L2 are located between the central operating position CP and the left third operating position L3. The left second operating position L2 is located to the left of the left first operating position L1.

[0076] In this embodiment, the operation amount of the steering operation tool 41 is a swing angle from the central operation position CP.

[0077] The operation amount from the central operation position CP to the first right operation position R1 is the first operation amount A1. Moreover, the operation amount from the central operation position CP to the second right operation position R2 is the second operation amount A2. And, as described above, the steering operation tool 41 can be operated to the right up to the third right operation position R3. That is, the steering operation tool 41 can be operated to the right by a larger amount than the second operation amount A2.

[0078] Although not shown in Fig. 5, the same is true for the left side. That is, the operation amount from the central operation position CP to the first left operation position L1 is the first operation amount A1. Also, the operation amount from the central operation position CP to the second left operation position L2 is the second operation amount A2. And, as described above, the steering operation tool 41 can be operated to the left up to the third left operation position L3. That is, the steering operation tool 41 can be operated to the left by a larger amount than the second operation amount A2.

[0079] In this way, 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 larger than the first operation amount A1.

[0080] [Configuration of the control unit] 2, the combine harvester 1 includes a control unit 20. The control unit 20 includes a vehicle position calculation unit 21 and a travel control unit 24.

[0081] Here, in this embodiment, RTK-GPS (Real Time Kinematic GPS) is adopted. A satellite positioning module 80 shown in Fig. 1 receives GPS signals from an artificial satellite GS used in GPS (Global Positioning System) and positioning data transmitted from a reference station (not shown) installed at a known position. Then, as shown in Fig. 2, the satellite positioning module 80 sends the positioning data based on the received GPS signal and the positioning data received from the reference station to the vehicle position calculation unit 21.

[0082] The vehicle position calculation unit 21 calculates the position coordinates of the combine 1 over time based on the positioning data received from the satellite positioning module 80. The calculated position coordinates of the combine 1 over time are sent to the travel control unit 24.

[0083] Generally, in RTK-GPS positioning, the distance between a GPS satellite and a GPS receiver is defined as N×λ+φ×λ+c×dT+c×dt, and N, called the integer bias, is calculated. This enables highly accurate positioning. Here, λ is the wavelength of the carrier wave. Also, φ is the decimal part of the wave number between the GPS satellite and the GPS receiver. Also, c is the radio wave propagation speed, dT is the clock error of the GPS satellite, and dt is the clock error of the GPS receiver.

[0084] The state where N is determined as an integer solution is called FIX, and the positioning result at this time is called a FIX solution.

[0085] Also, when N is not determined as an integer solution, it is called FLOAT. The positioning result at this time is called a FLOAT solution. While a FIX solution has centimeter accuracy, a FLOAT solution has an accuracy of several tens of centimeters to a few meters.

[0086] 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.

[0087] 2, the combine harvester 1 includes an inertial measurement device 81. The control unit 20 includes a vehicle orientation calculation unit 25.

[0088] The inertial measurement unit 81 detects the angular velocity of the yaw angle of the aircraft 10 and the acceleration in three mutually orthogonal axial directions over time. The detection results by the inertial measurement unit 81 are sent to the vehicle orientation calculation unit 25.

[0089] The vehicle orientation calculation unit 25 receives the position coordinates of the combine 1 from the vehicle position calculation unit 21. Then, the vehicle orientation calculation unit 25 calculates the attitude orientation of the combine 1 based on the detection result by the inertial measurement device 81 and the position coordinates of the combine 1.

[0090] More specifically, first, while the combine harvester 1 is traveling, the vehicle orientation calculation unit 25 calculates the initial attitude orientation based on the current position coordinates of the combine harvester 1 and the position coordinates of the combine harvester 1 at the point where it was traveling immediately before. Next, when the combine harvester 1 travels for a certain period of time after the initial attitude orientation is calculated, the vehicle orientation calculation unit 25 calculates the amount of change in the attitude orientation by integrating the angular velocity detected by the inertial measurement unit 81 during the certain period of travel.

[0091] Then, the vehicle orientation calculation unit 25 updates the calculation result of the attitude orientation by adding the amount of change in the attitude orientation thus calculated to the initial attitude orientation. After that, the amount of change in the attitude orientation is similarly calculated at regular time intervals, and the calculation result of the attitude orientation is successively updated.

[0092] Incidentally, the angular velocity detected by the inertial measurement unit 81 contains a measurement error (drift). This measurement error increases over time, so every time the amount of change in attitude and orientation is calculated, the error contained in the calculated amount of change in attitude and orientation becomes larger.

[0093] Therefore, the vehicle orientation calculation unit 25 is configured to correct the attitude orientation calculated based on the detection result by the inertial measurement device 81 with orientation information calculated based on the change in the position coordinates of the combine harvester 1. The orientation information calculated based on the change in the position coordinates of the combine harvester 1 is highly accurate when a FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21 and the combine harvester 1 moves straight for several meters or more. Therefore, the vehicle orientation calculation unit 25 performs correction using the orientation information calculated based on the change in the position coordinates of the combine harvester 1 only when a FIX solution is obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21 and the combine harvester 1 moves straight for several meters or more.

[0094] In this specification, a state in which a FIX solution has been obtained in RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, and the combine 1 has moved straight for more than several meters, and a state in which highly accurate orientation information is calculated based on changes in the position coordinates of the combine 1, is referred to as a high-precision orientation calculation state.

[0095] With the configuration described above, the vehicle orientation calculation unit 25 can highly accurately calculate the attitude and orientation of the combine harvester 1. The attitude and orientation of the combine harvester 1 calculated by the vehicle orientation calculation unit 25 is sent to the travel control unit 24.

[0096] The traveling control unit 24 is configured to be able to control the traveling device 11. The traveling control unit 24 controls the traveling device 11, thereby controlling the traveling of the machine body 10.

[0097] That is, the combine harvester 1 is equipped with a travel control unit 24 that controls the travel of the machine body 10 having the travel device 11.

[0098] The control unit 20 and each element included in the control unit 20, such as the vehicle position calculation unit 21, may be a physical device such as a microcomputer, or may be a functional unit in software.

[0099] 2, the communication terminal 4 receives the position coordinates of the combine harvester 1 from the vehicle position calculation unit 21. This enables the communication terminal 4 to display the current position of the combine harvester 1 on the display 4b of the communication terminal 4.

[0100] [Configuration regarding lifting and lowering operation of the reaping unit] As shown in Fig. 1, the combine harvester 1 is provided with a reaping cylinder 15A. Also, as shown in Fig. 2, the combine harvester 1 is provided with a reaping lifting operation tool 44.

[0101] The reaping lifting operation tool 44 is provided in the driving unit 12. The control unit 20 is configured to control the extension and contraction of the reaping cylinder 15A in response to the operation of the reaping lifting operation tool 44 by the operator.

[0102] When the reaping cylinder 15A extends, the conveying part 16 and the reaping part H swing together in a direction in which the reaping part H rises. As a result, the reaping part H rises relative to the machine body 10.

[0103] Furthermore, when the reaping cylinder 15A is contracted, the conveying part 16 and the reaping part H are integrally swung in a direction in which the reaping part H descends. As a result, the reaping part H descends relative to the machine body 10.

[0104] With this configuration, the operator can lift and lower the reaping unit H by operating the reaping lifting operation tool 44.

[0105] [Configuration related to automatic steering driving] 2, the control unit 20 has an automatic steering control unit 30. The automatic steering control unit 30 is configured to be able to switch the control mode of the driving control unit 24 between a first mode and a second mode.

[0106] When the control mode of the travel control unit 24 is the first mode, the travel control unit 24 controls the traveling device 11 so that the combine 1 performs automatic steering travel.

[0107] Furthermore, when the control mode of the traveling control unit 24 is the second mode, a signal corresponding to the operation of the steering operation device 41 is input to the traveling control unit 24. Then, the traveling control unit 24 controls the traveling of the vehicle 10 in response to this signal.

[0108] That is, when the control mode of the traveling control unit 24 is the second mode, the traveling control unit 24 controls the traveling of the vehicle 10 in response to the operation of the steering operation device 41.

[0109] With this configuration, when the control mode of the travel control unit 24 is in the second mode, the machine body 10 travels in response to the operation of the steering operation device 41. As a result, when the control mode of the travel control unit 24 is in the second mode, the combine harvester 1 performs manual steering travel.

[0110] The configuration regarding automatic steering driving will be described in detail below.

[0111] As shown in FIG. 2, the automatic steering control unit 30 includes a direction determination unit 31, a route calculation unit 32, a mode switching unit 33, and a straight-line determination unit .

[0112] The straight-line determination unit 34 determines whether or not the machine 10 has traveled straight for a predetermined distance D1 when the control mode of the travel control unit 24 is the second mode.

[0113] More specifically, a signal indicating the operation state of the steering operation device 41 is sent from the steering operation device 41 to the automatic steering control unit 30. Based on this signal, the straight-line determination unit 34 determines over time whether the steering operation device 41 is being operated.

[0114] Then, the straight-line determination unit 34 calculates the moving distance of the combine 1 while the steering operation device 41 is not being operated, based on the position coordinates of the combine 1 received from the vehicle position calculation unit 21. If the calculated moving distance reaches a predetermined distance D1, the straight-line determination unit 34 determines that the machine 10 has moved straight over the predetermined distance D1. If the calculated moving distance does not reach the predetermined distance D1, the straight-line determination unit 34 determines that the machine 10 has not moved straight over the predetermined distance D1.

[0115] Then, when a predetermined start condition is satisfied and the straight-line determination unit 34 determines that the aircraft 10 has traveled straight over a predetermined distance D1, the direction determination unit 31 determines a reference direction TA (see Figure 8) based on the direction of the straight-line travel over the predetermined distance D1.

[0116] More specifically, the orientation determination unit 31 stores the transition of the position coordinates of the combine 1 while the steering operation device 41 is not being operated, based on the position coordinates of the combine 1 received from the vehicle position calculation unit 21. Then, when the straight-line determination unit 34 determines that the machine body 10 has traveled straight over a predetermined distance D1, the orientation determination unit 31 determines two points among the stored position coordinates as a first registered point Q1 and a second registered point Q2.

[0117] At this time, the azimuth determination unit 31 determines the position coordinates of the combine 1 at the time when the straight-line determination unit 34 determines that the machine body 10 has traveled straight for the predetermined distance D1 as the second registered point Q2. Also, the azimuth determination unit 31 determines the position coordinates of the combine 1 at the start of the straight-line travel over the predetermined distance D1 as the first registered point Q1.

[0118] In other words, the start point and end point of the straight drive over the predetermined distance D1 are determined as the first registered point Q1 and the second registered point Q2, respectively.

[0119] Then, the direction determination unit 31 determines a reference direction TA for automatic steering based on the first registered point Q1 and the second registered point Q2. More specifically, the direction determination unit 31 calculates the direction of a straight line from the first registered point Q1 to the second registered point Q2.

[0120] Here, the direction of the straight line from the first registered point Q1 to the second registered point Q2 is equal to the direction of the straight movement over the predetermined distance D1. That is, the direction determination unit 31 calculates the direction of the straight movement over the predetermined distance D1. Then, the direction determination unit 31 determines the calculated direction as the reference direction TA.

[0121] The format of the reference direction TA is not particularly limited, but may be, for example, a format based on north, south, east and west (for example, "north" or "27 degrees east of north"), or may be a unit vector in a coordinate system.

[0122] Furthermore, the reference direction TA does not have to have a direction from one side to the other. For example, the reference direction TA may indicate the inclination of a line in a coordinate system (e.g., the inclination of a line passing through the first registered point Q1 and the second registered point Q2), may indicate the line itself in a coordinate system (e.g., the line itself passing through the first registered point Q1 and the second registered point Q2), or may indicate a direction based on north-south-east-west (e.g., the "north-south direction" or the "east-west direction").

[0123] Using the method described above, the direction determining unit 31 determines the reference direction TA based on the direction of straight travel over the predetermined distance D1.

[0124] However, the present invention is not limited to this. The straight-line determination unit 34 may be configured to determine whether the vehicle 10 has traveled straight for a predetermined time when the control mode of the travel control unit 24 is the second mode. In this case, the orientation determination unit 31 may be configured to determine the reference orientation TA based on the direction of straight-line travel performed for the predetermined time when a predetermined start condition is satisfied and the straight-line determination unit 34 determines that the vehicle 10 has traveled straight for the predetermined time.

[0125] That is, the combine harvester 1 includes a straight-line determination unit 34 that determines whether the machine body 10 has traveled straight for a predetermined distance D1 or a predetermined time when the control mode of the travel control unit 24 is the second mode. In addition, when the straight-line determination unit 34 determines that the machine body 10 has traveled straight for the predetermined distance D1 or the predetermined time, the orientation determination unit 31 determines the reference orientation TA based on the direction of the straight-line travel over the predetermined distance D1 or the predetermined time.

[0126] The predetermined distance D1 is not particularly limited, but may be, for example, one meter. The predetermined time is not particularly limited, but may be, for example, one second.

[0127] After the orientation determination unit 31 determines the reference orientation TA, the path calculation unit 32 constantly calculates a driving line that passes through the position of the satellite positioning module 80 in a planar view and is in the direction along the reference orientation TA. That is, this driving line is calculated based on the reference orientation TA. The driving line calculated by the path calculation unit 32 may be calculated to pass through the center of the mowing width of the mowing unit H. Then, when the operator operates the automatic steering start / end button (not shown), the mode switching unit 33 switches the control mode of the travel control unit 24 from the second mode to the first mode.

[0128] When the control mode of the cruise control unit 24 switches from the second mode to the first mode, the route calculation unit 32 fixes the driving line that was calculated at the time when the control mode switched from the second mode to the first mode. The fixed driving line becomes the automatic steering target line GL (corresponding to the "driving route" according to the present invention) (see FIG. 8), and is sent from the automatic steering control unit 30 to the cruise control unit 24. That is, at the timing when the control mode switched from the second mode to the first mode, the route calculation unit 32 determines the driving line that was calculated at that time as the automatic steering target line GL.

[0129] When the control mode of the travel control unit 24 is the first mode, the travel control unit 24 controls the travel of the combine harvester 1 based on the position coordinates of the combine harvester 1 received from the vehicle position calculation unit 21, the attitude direction of the combine harvester 1 received from the vehicle direction calculation unit 25, and the automatic steering target line GL received from the automatic steering control unit 30. More specifically, the travel control unit 24 controls the travel of the machine body 10 so that the reaping travel is performed by automatic steering travel along the automatic steering target line GL.

[0130] In this way, the reference direction TA is for automatic steering. That is, the combine 1 is provided with a direction determination unit 31 that determines the reference direction TA for automatic steering.

[0131] Furthermore, the present invention is not limited to the configuration described above. When the control mode of the travel control unit 24 is the first mode, the travel control unit 24 may control the travel of the machine body 10 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 direction so that the attitude direction of the combine 1 matches the reference direction TA or is parallel to the reference direction TA.

[0132] That is, when the control mode of the driving control unit 24 is the first mode, the driving control unit 24 controls the driving of the aircraft 10 based on the reference heading TA or the automatic steering target line GL calculated based on the reference heading TA.

[0133] In this embodiment, when the control mode of the cruise control unit 24 is in the first mode, if the operator operates the automatic steering start / end button, the mode switching unit 33 switches the control mode of the cruise control unit 24 from the first mode to the second mode.

[0134] That is, the combine harvester 1 includes a mode switching unit 33 that switches the control mode of the travel control unit 24 between a first mode and a second mode.

[0135] 2, the combine harvester 1 includes a notification unit 53. When the control mode of the travel control unit 24 is switched from the second mode to the first mode, the automatic steering control unit 30 sends a predetermined signal to the notification unit 53. In response to this signal, the notification unit 53 issues a notification to inform the operator that the control mode of the travel control unit 24 has been switched from the second mode to the first mode.

[0136] Furthermore, when the control mode of the cruise control unit 24 is switched from the first mode to the second mode, the automatic steering control unit 30 sends a predetermined signal to the notification unit 53. In response to this signal, the notification unit 53 issues a notification to inform the operator that the control mode of the cruise control unit 24 has been switched from the first mode to the second mode.

[0137] In this embodiment, the notification unit 53 is a speaker that outputs sound. However, the present invention is not limited to this, and the notification unit 53 may be a lamp, a display device, or the like.

[0138] As described above, the mode switching unit 33 switches the control mode of the cruise control unit 24 between the first mode and the second mode in response to the operator operating the automatic steering start / end button.

[0139] Here, the mode switching unit 33 is configured to automatically switch the control mode of the cruise control unit 24 between the first mode and the second mode depending on the situation, even if the automatic steering start / end button is not operated. The automatic switching of the control mode will be described in detail below.

[0140] [Switching from 2nd mode to 1st mode] The mode switching unit 33 is configured to switch the control mode of the traveling control unit 24 to the first mode when a predetermined start condition is satisfied and the straight-line determination unit 34 determines that the machine body 10 has traveled straight over a predetermined distance D1. Moreover, the mode switching unit 33 is configured not to switch the control mode of the traveling control unit 24 to the first mode when the start condition is not satisfied.

[0141] However, the present invention is not limited to this. The mode switching unit 33 may be configured to switch the control mode of the traveling control unit 24 to the first mode when a predetermined start condition is satisfied and the straight-line movement determination unit 34 determines that the vehicle 10 has moved straight for a predetermined period of time.

[0142] In other words, the mode switching unit 33 is configured to switch the control mode of the driving control unit 24 to the first mode when a specified start condition is satisfied and the straight-line movement judgment unit 34 judges that the aircraft 10 has moved straight for a specified distance D1 or a specified time, and is configured not to switch the control mode of the driving control unit 24 to the first mode when the start condition is not satisfied.

[0143] Then, whether or not this start condition is satisfied is determined by a first determination routine shown in Fig. 6. This first determination routine is stored in the automatic steering control unit 30. The automatic steering control unit 30 repeatedly executes this first determination routine at regular time intervals when the control mode of the cruise control unit 24 is the second mode.

[0144] The first determination routine will be described below with reference to FIGS.

[0145] When the first determination routine is started, first, the process of step S01 is executed. In step S01, as shown in Fig. 2, the automatic steering control unit 30 acquires information indicating the operation position of the main shift lever 19. Then, based on the acquired information, it is determined whether or not the main shift lever 19 is located at the forward operation position FP.

[0146] If the main shift lever 19 is not in the forward operation position FP, the result in step S01 is No and the process ends temporarily. If the main shift lever 19 is in the forward operation position FP, the result in step S01 is Yes and the process proceeds to step S02.

[0147] 2, the automatic steering control unit 30 is configured to receive an operation signal of the auxiliary speed change switch 42. The automatic steering control unit 30 is configured to be able to determine the shifting state of the auxiliary speed change device 11b based on this operation signal.

[0148] In step S02, it is determined whether or not the auxiliary speed change device 11b is in a speed change state for work. More specifically, it is determined whether or not the auxiliary speed change device 11b is in a low speed state.

[0149] If the auxiliary transmission 11b is not in a low-speed state, the result of step S02 is No, and the process ends temporarily. If the auxiliary transmission 11b is in a low-speed state, the result of step S02 is Yes, and the process proceeds to step S03.

[0150] In step S03, as shown in Fig. 2, the automatic steering control unit 30 acquires information indicating whether or not the above-mentioned FIX solution has been obtained from the vehicle position calculation unit 21. Then, based on the acquired information, it is determined whether or not the positioning state of the aircraft position is a predetermined high accuracy state. More specifically, it is determined whether or not a FIX solution has been obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21.

[0151] If a FIX solution has not been obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, the result in step S03 is No, and the process is temporarily terminated. If a FIX solution has been obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, the result in step S03 is Yes, and the process proceeds to step S04.

[0152] 2, in step S04, the automatic steering control unit 30 acquires information indicating the operation position of the reaping and threshing lever 43. Then, based on the acquired information, it is determined whether or not the reaping clutch C2 is in the engaged state.

[0153] If the operating position of the reaping / threshing lever 43 is the second operating position M2 or the third operating position M3, the result of step S04 is No, and the process ends. If the operating position of the reaping / threshing lever 43 is the first operating position M1, the result of step S04 is Yes, and the process proceeds to step S05.

[0154] 2, the combine harvester 1 is provided with a lifting / lowering detection unit 54. The lifting / lowering detection unit 54 detects the extension / retraction state of the cutting cylinder 15A. The detection result by the lifting / lowering detection unit 54 is sent to the automatic steering control unit 30. The automatic steering control unit 30 is configured to be able to determine whether or not the cutting unit H is located at the working position based on the detection result by the lifting / lowering detection unit 54.

[0155] In this embodiment, when the amount of descent of the cutting unit H from the highest position is equal to or greater than a predetermined value, the cutting unit H is positioned at the working position.

[0156] In step S05, it is determined whether the reaping unit H is located at the work position. If the reaping unit H is not located at the work position, the result of step S05 is No, and the process ends. If the reaping unit H is located at the work position, the result of step S05 is Yes, and the process proceeds to step S06.

[0157] In step S06, it is determined whether the aircraft 10 has traveled straight over a predetermined distance D1. This determination is made by the straight-line determination unit 34, as described above.

[0158] If the aircraft 10 has not traveled straight for the predetermined distance D1, the result of step S06 is No, and the process ends. If the aircraft 10 has traveled straight for the predetermined distance D1, the result of step S06 is Yes, and the process proceeds to step S07.

[0159] In step S07, the reference direction TA is determined based on the direction of straight travel over the predetermined distance D1. This determination is performed by the direction determination unit 31, as described above. Then, the process proceeds to step S08.

[0160] In step S08, the control mode of the driving control unit 24 is switched from the second mode to the first mode by the mode switching unit 33. Then, the process proceeds to step S09.

[0161] In step S09, the notification unit 53 issues a notification to notify the operator that the control mode of the driving control unit 24 has been switched from the second mode to the first mode. After that, the process ends for the time being.

[0162] As can be understood from the above description, in this embodiment, the above-mentioned start condition includes a Yes determination in all of steps S01 to S05. However, the present invention is not limited to this, and some of steps S01 to S05 may not be provided.

[0163] In other words, the start conditions include at least one of the following: the main transmission lever 19 is positioned in the forward operating position FP, the sub-transmission device 11b is in a work shift state, the positioning state of the machine body is in a specified high-precision state, the clutch for transmitting power to the cutting unit H is in the on state, and the cutting unit H is positioned in the work position.

[0164] 6, in this embodiment, when a predetermined start condition is satisfied and the straight-line determination unit 34 determines that the aircraft 10 has traveled straight for a predetermined distance D1, the direction determination unit 31 determines the reference direction TA based on the direction of the straight-line travel over the predetermined distance D1. Also, when the start condition is not satisfied, the direction determination unit 31 does not determine the reference direction TA.

[0165] However, the present invention is not limited to this, and the orientation determination unit 31 may be configured to determine the reference orientation TA based on the direction of straight-line travel for a specified distance D1 or a specified time when the straight-line travel determination unit 34 determines that the aircraft 10 has traveled straight for a specified distance D1 or a specified time, regardless of whether a specified start condition is satisfied.

[0166] [Switching from 1st mode to 2nd mode] The mode switching unit 33 is configured to switch the control mode of the driving control unit 24 to the second mode when a predetermined cancellation condition is satisfied while the control mode of the driving control unit 24 is in the first mode.

[0167] Then, whether or not this release condition is satisfied is determined by a second determination routine shown in Fig. 7. This second determination routine is stored in the automatic steering control unit 30. The automatic steering control unit 30 repeatedly executes this second determination routine at regular time intervals when the control mode of the driving control unit 24 is the first mode.

[0168] The second determination routine will be described below with reference to FIGS.

[0169] When the second determination routine is started, first, the process of step S11 is executed. In step S11, as shown in Fig. 2, the automatic steering control unit 30 acquires information indicating the operation position of the main shift lever 19. Then, based on the acquired information, it is determined whether or not the main shift lever 19 has been operated to an operation position other than the forward operation position FP. More specifically, it is determined whether or not the main shift lever 19 is located in the neutral position NP or the reverse operation position RP.

[0170] If the main shift lever 19 is in the neutral position NP or the reverse operation position RP, the answer in step S11 is Yes, and the process proceeds to step S19. If the main shift lever 19 is not in the neutral position NP or the reverse operation position RP, the answer in step S11 is No, and the process proceeds to step S12.

[0171] In step S12, it is determined whether or not the auxiliary transmission 11b is no longer in the speed change state for work. More specifically, it is determined whether or not the auxiliary transmission 11b is in the high speed state.

[0172] If the auxiliary transmission 11b is in the high speed state, the determination in step S12 is Yes, and the process proceeds to step S19. If the auxiliary transmission 11b is not in the high speed state, the determination in step S12 is No, and the process proceeds to step S13.

[0173] In step S13, as shown in Fig. 2, the automatic steering control unit 30 acquires information indicating whether or not the above-mentioned FIX solution has been obtained from the vehicle position calculation unit 21. Then, based on the acquired information, it is determined whether or not the positioning state of the aircraft position is no longer in a predetermined high-precision state. More specifically, it is determined whether or not the state is such that a FIX solution cannot be obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21. In other words, it is determined whether or not the state of the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21 is FLOAT.

[0174] If a FIX solution has not been obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, the result of step S13 is Yes, and the process proceeds to step S19. If a FIX solution has been obtained in the RTK-GPS positioning by the satellite positioning module 80 and the vehicle position calculation unit 21, the result of step S13 is No, and the process proceeds to step S14.

[0175] 2, in step S14, the automatic steering control unit 30 acquires information indicating the operation position of the reaping and threshing lever 43. Then, based on the acquired information, it is determined whether or not the reaping clutch C2 has been disengaged.

[0176] If the operational position of the reaping / threshing lever 43 is the second operational position M2 or the third operational position M3, the result of step S14 is Yes, and the process proceeds to step S19. If the operational position of the reaping / threshing lever 43 is the first operational position M1, the result of step S14 is No, and the process proceeds to step S15.

[0177] In step S15, it is determined whether the cutting unit H has moved to a non-working position. In this embodiment, the cutting unit H being located at the non-working position corresponds to the cutting unit H being lowered by a predetermined amount from the highest position. If the cutting unit H is located at the non-working position, step S15 is determined as Yes, and the process proceeds to step S19. If the cutting unit H is not located at the non-working position, step S15 is determined as No, and the process proceeds to step S16.

[0178] 2, the automatic steering control unit 30 is configured to receive an operation signal of the reaping lifting operation tool 44. The automatic steering control unit 30 is configured to be able to determine whether or not an operation for moving the reaping unit H to a non-working position has been performed based on this operation signal.

[0179] In step S16, it is determined whether or not an operation has been performed to move the cutting unit H to a non-working position. More specifically, it is determined whether or not the cutting unit H has been operated to be raised.

[0180] If the reaping unit H has been raised, the result of step S16 is Yes, and the process proceeds to step S19. If the reaping unit H has not been raised, the result of step S16 is No, and the process proceeds to step S17.

[0181] In step S17, it is determined whether or not the steering operation device 41 has been operated greater than the second operation amount A2, based on a signal indicating the operation state of the steering operation device 41 sent from the steering operation device 41 to the automatic steering control unit 30. If the steering operation device 41 has been operated greater than the second operation amount A2, the result of step S17 is Yes, and the process proceeds to step S19. If the steering operation device 41 has not been operated greater than the second operation amount A2, the result of step S17 is No, and the process is temporarily terminated.

[0182] In step S19, the control mode of the driving control unit 24 is switched from the first mode to the second mode by the mode switching unit 33. After that, the process ends for the time being.

[0183] That is, when the control mode of the cruise control unit 24 is the first mode, if the operation amount of the steering operation tool 41 is larger than the second operation amount A2, the mode switching unit 33 switches the control mode of the cruise control unit 24 to the second mode.

[0184] Incidentally, after the control mode is switched in step S19, the notification unit 53 may issue a notification to inform the operator that the control mode of the travel control unit 24 has been switched from the first mode to the second mode.

[0185] As can be understood from the above description, in this embodiment, the above-mentioned release condition is that any one of steps S11 to S17 is determined to be Yes. However, the present invention is not limited to this, and some of steps S11 to S17 may not be provided.

[0186] In this case, the release conditions include at least one of the following: the main transmission lever 19 is operated to an operating position other than the forward operating position FP; the sub-transmission device 11b is no longer in a work shift state; the positioning state of the machine body is no longer in a specified high-precision state; the clutch for transmitting power to the cutting unit H is disengaged; the cutting unit H moves to a non-working position; an operation is performed to move the cutting unit H to a non-working position; and the steering operation tool 41 is operated greater than the second operation amount A2.

[0187] Also, as described above, the mode switching unit 33 is configured to switch the control mode of the driving control unit 24 to the second mode when at least one of the multiple conditions included in the release conditions is satisfied.

[0188] However, the present invention is not limited to this. The mode switching unit 33 may be configured to switch the control mode of the traveling control unit 24 to the second mode when a predetermined number of conditions, which are two or more conditions, among the multiple conditions included in the cancellation conditions are satisfied.

[0189] Here, an example will be described in which the reference heading TA is determined and the control mode of the cruise control unit 24 is switched from the second mode to the first mode by the first determination routine.

[0190] In the examples shown in Fig. 8 and Fig. 9, the combine harvester 1 travels on the outer periphery of the field. In Fig. 8, the combine harvester 1 first enters the field from a first point P1 in the northeast part of the field. At this time, the control mode of the travel control unit 24 is the second mode. Also, at this time, the reference direction TA has not yet been determined. Then, the combine harvester 1 travels westward at the northern end of the field.

[0191] Next, the combine harvester 1 passes through the second point P2. At this point, the operator operates the steering operation device 41 to the straight-ahead state. As a result, the combine harvester 1 travels straight from the second point P2.

[0192] In this example, it is assumed that the operator does not operate the steering operation device 41 from when the combine harvester 1 passes the second point P2 until it reaches the third point P3. It is also assumed that the distance from the second point P2 to the third point P3 is a predetermined distance D1. It is also assumed that when the combine harvester 1 reaches the third point P3, it is determined that the results of steps S01 to S05 of the first determination routine shown in FIG. 6 are Yes.

[0193] In this case, when the combine harvester 1 reaches the third point P3, the result of the determination in step S06 of the first determination routine is Yes, so that the orientation determination unit 31 determines the reference orientation TA.

[0194] At this time, the direction determination unit 31 determines the second point P2 as the first registered point Q1. The direction determination unit 31 also determines the third point P3 as the second registered point Q2. The direction determination unit 31 then calculates the direction of a straight line from the first registered point Q1 to the second registered point Q2, and determines this direction as the reference direction TA. In Fig. 8, the reference direction TA coincides with the west direction.

[0195] Thereafter, the route calculation unit 32 constantly calculates a driving line that passes through the position of the satellite positioning module 80 in a planar view and is aligned with the reference direction TA. In this example, the route calculation unit 32 calculates a driving line that extends in the east-west direction.

[0196] However, in this example, immediately after the reference azimuth TA is calculated, the control mode of the driving control unit 24 switches from the second mode to the first mode. Therefore, immediately after the reference azimuth TA is calculated, the driving line is fixed and becomes the automatic steering target line GL. In addition, this automatic steering target line GL passes through the second point P2 and the third point P3. In addition, this automatic steering target line GL extends in the east-west direction at the northern end of the field.

[0197] 8, the combine harvester 1 starts automatic steering travel from the third point P3. As a result, the combine harvester 1 performs automatic steering travel toward the west at the northern end of the farm field.

[0198] Thereafter, when the combine harvester 1 reaches the western end of the field, the operator operates the steering operation tool 41 to the left by a larger amount than the second operation amount A2, thereby changing the traveling direction of the combine harvester 1 to the south. As a result, step S17 of the second determination routine shown in FIG. 7 is determined as Yes, and the control mode of the travel control unit 24 is switched from the first mode to the second mode.

[0199] At this point, the fixed driving line calculated by the route calculation unit 32 is released. From this point, the route calculation unit 32 constantly calculates a driving line that passes through the position of the satellite positioning module 80 in a planar view and is in the direction along the reference direction TA. In this example, the route calculation unit 32 calculates a driving line that extends in the east-west direction.

[0200] 9, the combine harvester 1 passes through a fourth point P4. At this point, the operator operates the steering operation device 41 to a straight-ahead state. As a result, the combine harvester 1 travels straight from the fourth point P4.

[0201] In this example, it is assumed that the operator does not operate the steering operation device 41 from when the combine harvester 1 passes the fourth point P4 until it reaches the fifth point P5. It is also assumed that the distance from the fourth point P4 to the fifth point P5 is a predetermined distance D1. It is also assumed that when the combine harvester 1 reaches the fifth point P5, it is determined that the results of steps S01 to S05 of the first determination routine shown in FIG. 6 are Yes.

[0202] In this case, when the combine harvester 1 reaches the fifth point P5, the result of the determination in step S06 of the first determination routine is Yes. As a result, the orientation determination unit 31 determines a new reference orientation TA, thereby updating the reference orientation TA.

[0203] At this time, the direction determination unit 31 discards the reference direction TA that has already been determined. That is, the reference direction TA facing west shown in FIG. 8 is discarded at this point. Then, the direction determination unit 31 determines the fourth point P4 as the first registered point Q1. Also, the direction determination unit 31 determines the fifth point P5 as the second registered point Q2. Then, the direction determination unit 31 calculates the direction of a straight line from the first registered point Q1 to the second registered point Q2, and determines this direction as the reference direction TA. In FIG. 9, the reference direction TA coincides with the south direction.

[0204] Thereafter, the route calculation unit 32 constantly calculates a driving line that passes through the position of the satellite positioning module 80 in a planar view and is aligned with the reference direction TA. In this example, the route calculation unit 32 calculates a driving line that extends in the north-south direction.

[0205] However, in this example, immediately after the reference azimuth TA is calculated, the control mode of the driving control unit 24 switches from the second mode to the first mode. Therefore, immediately after the reference azimuth TA is calculated, the driving line is fixed and becomes the automatic steering target line GL. In addition, this automatic steering target line GL passes through the fourth point P4 and the fifth point P5. In addition, this automatic steering target line GL extends in the north-south direction at the western end of the field.

[0206] 9, the combine harvester 1 starts automatic steering travel from the fifth point P5. As a result, the combine harvester 1 performs automatic steering travel toward the south at the western end of the farm field.

[0207] [Regarding direction change processing] The azimuth determination unit 31 is configured to be able to execute azimuth change processing. The azimuth change processing is processing for changing the direction of the reference azimuth TA or the automatic steering target line GL in response to the operation of the manual operation tool 45 when the control mode of the traveling control unit 24 is the first mode.

[0208] That is, when the control mode of the driving control unit 24 is the first mode, the orientation determination unit 31 executes an orientation change process, which is a process of changing the direction of the reference orientation TA or the automatic steering target line GL, in accordance with the operation of the manual operating device 45.

[0209] In the following, a case where the direction change process is executed by the direction determination unit 31 will be described with an example.

[0210] In the examples shown in Figures 10 to 12 and the examples shown in Figures 13 and 14, the combine harvester 1 travels north at the eastern end of the field. The boundary OB at the eastern end of the field bends at the sixth point P6 shown in Figure 10. The part of the field boundary OB south of the sixth point P6 extends in the north-south direction. The part of the field boundary OB north of the sixth point P6 extends in the northeast direction from the sixth point P6.

[0211] First, the example shown in FIG. 10 to FIG. 12 will be described.

[0212] In Fig. 10, the combine harvester 1 is automatically steering along a first target line GL1 extending in the north-south direction. 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 mode. Also, the reference direction TA at this time is assumed to be northward.

[0213] In this example, as shown in Fig. 11, when the combine harvester 1 reaches the sixth point P6, 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 steering operation tool 41 is operated to the right by an operation amount equal to or larger than the first operation amount A1 and equal to or smaller than the second operation amount A2.

[0214] In response to this operation, the orientation determination unit 31 executes an orientation change process. In the orientation change process 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 by a predetermined angle in the clockwise direction in a plan view.

[0215] As a result, the second target line GL2, which is a new automatic steering target line GL, is calculated.

[0216] In this way, when the control mode of the driving control unit 24 is the first mode, the azimuth determination unit 31 executes a azimuth change process when the operation amount of the steering operation device 41 is equal to or greater than the first operation amount A1 and equal to or less than the second operation amount A2.

[0217] Furthermore, if the steering operation device 41 is operated to the left with an operation amount greater than or equal to the first operation amount A1 and less than or equal to the second operation amount A2, the direction of the automatic steering target line GL is changed by a predetermined angle in a counterclockwise direction when viewed in a plan view.

[0218] In this case, the predetermined angle can be set arbitrarily, for example, to 0.5 degrees.

[0219] Moreover, if the operation amount of the steering operation tool 41 is less than the first operation amount A1, the azimuth determination unit 31 does not execute the azimuth change process.

[0220] That is, when the control mode of the cruise control unit 24 is the first mode, the azimuth determination unit 31 does not execute the azimuth change process if the operation amount of the steering operation tool 41 is less than the first operation amount A1.

[0221] In addition, the automatic steering target line GL after the direction has been changed by the orientation change process may be calculated to pass through the position of the satellite positioning module 80 in a planar view, or may be calculated to pass through a position a predetermined distance forward of the aircraft from the satellite positioning module 80, or may be calculated to pass through the center of the cutting width of the cutting section H.

[0222] 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 present invention is not limited to this. When the new automatic steering target line GL is calculated, the old automatic steering target line GL is not discarded, and may remain stored.

[0223] As shown in Fig. 12, after the direction change process is performed, the combine harvester 1 performs automatic steering travel along the second target line GL2. Note that the control mode of the travel control unit 24 continues to be the first mode from the state shown in Fig. 10 to the state shown in Fig. 12.

[0224] In the above-described example, 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 orientation TA may be changed by the orientation change process. For example, in the state shown in FIG. 11, the northward reference orientation TA may be changed to a northeastward reference orientation TA by the orientation change process. In this case, the path calculation unit 32 calculates the automatic steering target line GL along the changed reference orientation TA, thereby calculating a new automatic steering target line GL.

[0225] 2, in this embodiment, when the azimuth change process is executed, the automatic steering control unit 30 sends a predetermined signal to the notification unit 53. In response to this signal, the notification unit 53 issues a notification to notify the operator that the azimuth change process is being executed.

[0226] This notification may be made before the direction change process is executed, simultaneously with the direction change process, or after the direction change process is executed.

[0227] Next, the examples shown in FIG. 13 and FIG. 14 will be described.

[0228] In the state shown in Fig. 13, similarly to Fig. 11, when the combine harvester 1 reaches the sixth point P6, 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 above-described directional change process is executed.

[0229] However, in the state shown in Figure 13, unlike Figure 11, at the time the second target line GL2 is calculated, due to the influence of the inclination of the field, etc., the orientation of the body 10 of the combine 1 is already along the second target line GL2.

[0230] In this way, when a new automatic steering target line GL is calculated by the azimuth change process, if the orientation of the vehicle 10 is already along the automatic steering target line GL, the traveling control unit 24 executes responsive turning control as shown in Fig. 14. The responsive turning control is to control the traveling of the vehicle 10 so that a temporary turning operation is performed in the operation direction of the manual operation device 45 in response to the operation of the manual operation device 45 when the control mode of the traveling control unit 24 is the first mode.

[0231] That is, when the control mode of the driving control unit 24 is the first mode, the driving control unit 24 can execute responsive turning control that controls the driving of the aircraft 10 so that a temporary turning operation is performed in the operating direction of the manual operation device 45 in response to the operation of the manual operation device 45.

[0232] An example of response turning control is shown in Fig. 14. In this example, as described above, the operator operates the steering operation tool 41 to the right, so that the traveling control unit 24 controls the traveling of the aircraft 10 so that a temporary turning operation to the right is performed.

[0233] As a result, the combine 1 temporarily turns to the right with respect to the second target line GL2, as shown in Fig. 14. Thereafter, the travel control unit 24 controls the travel of the machine body 10 so that automatic steering travel is performed along the second target line GL2.

[0234] It is preferable that this temporary turning motion is a slight turning motion, so in the example shown in Fig. 14, this temporary turning motion results in almost no movement to the right with respect to the second target line GL2.

[0235] With the configuration described above, when the control mode of the travel control unit 24 is the first mode, the vehicle 10 will perform automatic steering travel. Then, when the operator operates the manual operation tool 45 during automatic steering travel, a direction change process is executed. This changes the reference direction TA or the direction of the automatic steering target line GL. As a result, the traveling direction during automatic steering travel changes.

[0236] Therefore, with the configuration described above, a combine harvester 1 can be realized that is capable of changing the direction of travel during automatic steering travel.

[0237] [About setting the angle shift amount] The communication terminal 4 provided in the combine harvester 1 is configured to be able to display an angle shift amount setting screen on the display 4b. The angle shift amount setting screen is displayed on the display 4b of the communication terminal 4 shown in Figs. 16 and 17.

[0238] The communication terminal 4 is configured to receive a manual operation input. More specifically, the display 4b is configured to be touch operable. An operator can perform an operation input to the communication terminal 4 by performing a touch operation on the display 4b.

[0239] 16, the angle shift amount setting screen displays an angle shift amount display section 70, a plus button 71, and a minus button 72. The angle shift amount is displayed in the angle shift amount display section 70. 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.

[0240] 16, "0.5°" is displayed in the angle shift amount display section 70. This indicates that the angle shift amount is set to 0.5°.

[0241] 16, the angle shift amount setting screen may be provided with one or more display sections for displaying various parameters in addition to the angle shift amount display section 70. In FIG. 16, such display sections are provided below the angle shift amount display section 70.

[0242] The plus button 71 and the minus button 72 are touch-operable buttons. Every time the operator touches the plus button 71, a predetermined signal is sent to the orientation determination unit 31. This signal is a signal indicating that the plus button 71 has been touched.

[0243] Here, the azimuth determination unit 31 stores the currently set angle shift amount. Then, when the azimuth determination unit 31 receives a signal indicating that the plus button 71 has been touched, the azimuth determination unit 31 increases the angle shift amount by a predetermined angle. Then, the azimuth determination unit 31 stores the increased angle shift amount.

[0244] With this configuration, each time the operator touches the plus button 71, the angle shift amount increases in increments of a predetermined angle.

[0245] Moreover, every time the operator touches the minus button 72, a predetermined signal is sent to the orientation determination unit 31. This signal is a signal indicating that the minus button 72 has been touched.

[0246] When the azimuth determination unit 31 receives a signal indicating that the minus button 72 has been touched, the azimuth determination unit 31 decreases the angle shift amount by a predetermined angle, and stores the decreased angle shift amount.

[0247] With this configuration, each time the operator touches the minus button 72, the angle shift amount decreases in predetermined angle increments.

[0248] 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 heading TA or the automatic steering target line GL in the heading change process in increments of a predetermined angle by operation input. The combine 1 also includes the communication terminal 4 that accepts manual operation input and can set the amount of change in the direction of the reference heading TA or the automatic steering target line GL in the heading change process by operation input.

[0249] In this embodiment, the 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 heading TA or the automatic steering target line GL in the heading change process in increments of 0.1° by operation input. However, the present invention is not limited to this, and the predetermined angle may be any angle other than 0.1°.

[0250] In this embodiment, the communication terminal 4 is configured not to display the angle shift amount setting screen on the display 4b while the machine 10 is traveling. If the machine 10 starts traveling with the angle shift amount setting screen displayed on the display 4b, the plus button 71 and the minus button 72 are placed in a state in which they do not accept touch operations.

[0251] In this way, the communication terminal 4 is configured not to accept any operational input for setting the amount of change in the reference heading TA or the direction of the automatic steering target line GL while the aircraft 10 is traveling.

[0252] The amount of angle shift may have an upper limit, which is not particularly limited but may be, for example, 2.0°.

[0253] The communication terminal 4 is configured to be able to switch the control mode of the direction determination unit 31 between an allowed mode and a prohibited mode. The allowed mode is a mode in which the execution of the direction change process is allowed. The prohibited mode is a mode in which the execution of the direction change process is prohibited.

[0254] That is, the control mode of the orientation determination unit 31 is switchable between an allowable mode in which the execution of the orientation change process is allowed, and a prohibition mode in which the execution of the orientation change process is prohibited.

[0255] In detail, 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 to decrease the angle shift amount. More specifically, when the angle shift amount is set to 0.1° and the operator touches the minus button 72, the communication terminal 4 switches the control mode of the azimuth determination unit 31 from the permission mode to the prohibition mode. When the control mode of the azimuth determination unit 31 is the prohibition mode, "none" is displayed on the angle shift amount display unit 70 as shown in FIG.

[0256] Furthermore, the communication terminal 4 switches the control mode of the orientation determination unit 31 from the prohibition mode to the permission mode in response to an operation input that increases the angle shift amount. More specifically, when the operator touches the plus button 71 while the control mode of the orientation determination unit 31 is in the prohibition mode, the communication terminal 4 switches the control mode of the orientation determination unit 31 from the prohibition mode to the permission mode. When the control mode of the orientation determination unit 31 is in the permission mode, the currently set angle shift amount is displayed on the angle shift amount display unit 70 as shown in FIG.

[0257] In this way, the communication terminal 4 is configured to be able to switch the control mode of the azimuth determination unit 31 by operation input.

[0258] Here, when the control mode of the cruise control unit 24 is the first mode, the automatic steering control unit 30 (see FIG. 2) determines whether or not to execute a direction change process in accordance with a third determination routine shown in FIG. 18. This third determination routine is stored in the automatic steering control unit 30. When the control mode of the cruise control unit 24 is the first mode, the automatic steering control unit 30 repeatedly executes this third determination routine at regular time intervals.

[0259] The third determination routine will be described below with reference to FIG.

[0260] When the third determination routine is started, first, the process of step S21 is executed. In step S21, it is determined whether or not the steering operation device 41 has been operated based on a signal indicating the operation state of the steering operation device 41 sent from the steering operation device 41 to the automatic steering control unit 30. If the steering operation device 41 has not been operated, the result of step S21 is No, and the process is temporarily terminated. On the other hand, if the steering operation device 41 has been operated, the result of step S21 is Yes, and the process proceeds to step S22.

[0261] In step S22, it is determined whether the operation amount of the steering operation device 41 is smaller than the first operation amount A1. If the operation amount of the steering operation device 41 is smaller than the first operation amount A1, the result of step S22 is Yes, and the process ends. If the operation amount of the steering operation device 41 is equal to or larger than the first operation amount A1, the result of step S22 is No, and the process proceeds to step S23.

[0262] However, the present invention is not limited to this, and the steering operation device 41 may be configured so that when the operation amount is smaller than the first operation amount A1, the signal by the operation of the steering operation device 41 is not sent to the travel control unit 24 and the automatic steering control unit 30. In other words, the combine harvester 1 may be configured so that when the operation amount of the steering operation device 41 is smaller than the first operation amount A1, the combine harvester 1 is in the same state as when the steering operation device 41 is not operated. In this case, the combine harvester 1 may be configured so that step S22 is not provided, and when the operation amount of the steering operation device 41 is smaller than the first operation amount A1, it is determined as No, and when the operation amount of the steering operation device 41 is equal to or larger than the first operation amount A1, it is determined as Yes.

[0263] In step S23, it is determined whether the operation amount of the steering operation device 41 is equal to or less than the second operation amount A2. If the operation amount of the steering operation device 41 is greater than the second operation amount A2, the result of step S23 is No, and the process ends. If the operation amount of the steering operation device 41 is equal to or less than the second operation amount A2, the result of step S23 is Yes, and the process proceeds to step S24.

[0264] If the determination in step S23 is No, the determination in step S17 of the above-mentioned second determination routine (see FIG. 7) is Yes. As a result, the mode switching unit 33 switches the control mode of the traveling control unit 24 from the first mode to the second mode.

[0265] In step S24, it is determined whether or not the control mode of the direction determination unit 31 is the permission mode. If the control mode of the direction determination unit 31 is the prohibition mode, the result of step S24 is No, and the process is temporarily terminated.

[0266] In other words, when the control mode of the driving control unit 24 is the first mode, the direction determination unit 31 does not execute the direction change process even if the operation amount of the steering operation device 41 is greater than or equal to the first operation amount A1 and less than or equal to the second operation amount A2 when the control mode of the direction determination unit 31 is the prohibited mode.

[0267] Note that, if the determination in step S24 is No, the mode switching unit 33 may be configured to switch the control mode of the traveling control unit 24 from the first mode to the second mode.

[0268] If the control mode of the azimuth determination unit 31 is the permission mode, the result of step S24 is determined as Yes, and the process proceeds to step S25.

[0269] In step S25, the above-mentioned response turning control is executed. In the above explanation of the response turning control, it was explained that "when a new automatic steering target line GL is calculated by the azimuth change processing, if the orientation of the vehicle 10 is already along the automatic steering target line GL, the traveling control unit 24 executes the response turning control as shown in FIG. 14." However, this is merely an example, and the present invention is not limited to this. For example, the response turning control may be executed before the azimuth change processing is executed, or may be executed simultaneously with the azimuth change processing. In addition, when a new automatic steering target line GL is calculated by the azimuth change processing, the response turning control may be executed regardless of whether the orientation of the vehicle 10 is along the automatic steering target line GL.

[0270] After step S25, the process proceeds to step S26. In step S26, the above-mentioned direction change process is executed. After that, the process ends.

[0271] Other embodiments (1) The traveling device 11 may be of a wheel type or a semi-crawler type.

[0272] (2) The manual operation device 45 may be a member different from the steering operation device 41. For example, as shown in FIG. 15, a steering wheel 51 may be provided with left and right manual operation devices 45 on the steering wheel 51. In this example, the manual operation device 45 is a button. The steering wheel 51 corresponds to the "steering operation device" according to the present invention. In this case, the operation amount of the steering wheel 51 is the rotation angle of the steering wheel 51.

[0273] (3) Some or all of the vehicle position calculation unit 21, the driving control unit 24, the vehicle orientation calculation unit 25, the automatic steering control unit 30, the orientation determination unit 31, the route calculation unit 32, the mode switching unit 33, and the straight-line determination unit 34 may be provided outside the combine 1, and may be provided, for example, in a management facility or a management server provided outside the combine 1.

[0274] (4) When the control mode of the cruise control unit 24 is the first mode, the direction determination unit 31 may execute a direction change process if the operation amount of the steering operation tool 41 is larger than the second operation amount A2. Also, when the control mode of the cruise control unit 24 is the first mode, the direction determination unit 31 may execute a direction change process if the operation amount of the steering operation tool 41 is smaller than the first operation amount A1.

[0275] (5) The steering operation tool 41 and the reaping lifting operation tool 44 may be the same operation tool, for example, a control lever.

[0276] (6) The above-mentioned start condition may include that the calculation state of the aircraft heading is a predetermined high-precision state. More specifically, the start condition may include that the aircraft heading is in a high-precision calculation state.

[0277] (7) The above-mentioned start condition may include that "the aircraft orientation is within a specified angle of the reference orientation TA, or the aircraft orientation is within a specified angle of the reference orientation TA plus 180°."

[0278] (8) The straight-line determination unit 34 may be configured to determine whether the aircraft 10 has traveled straight for a predetermined distance D1 and to determine whether the aircraft 10 has traveled straight for a predetermined period of time.

[0279] (9) The first registered point Q1 and the second registered point Q2 may be manually determined, and the function of determining the reference direction TA by the processing described in the above embodiment may be configured to be switchable between enabled and disabled.

[0280] For example, the combine harvester 1 may be provided with a first registration button (not shown) and a second registration button (not shown), and the position coordinates of the combine harvester 1 at the time when the first registration button is operated may be determined as the first registration point Q1, and the position coordinates of the combine harvester 1 at the time when the second registration button is operated may be determined as the second registration point Q2. In this case, the direction determination unit 31 may determine the direction of a straight line from the first registration point Q1 to the second registration point Q2 as the reference direction TA, as in the above embodiment.

[0281] (10) The mode switching unit 33 may be configured not to automatically switch the control mode of the traveling control unit 24 from the second mode to the first mode. In this case, the reference orientation TA may be determined when the straight-line determination unit 34 determines that the aircraft 10 has traveled straight for a predetermined distance D1 or a predetermined time, and the mode switching from the second mode to the first mode may not be performed.

[0282] (11) The mode switching unit 33 may be configured not to automatically switch the control mode of the driving control unit 24 from the first mode to the second mode.

[0283] (12) The mode switching unit 33 may be configured to switch the control mode of the driving control unit 24 to the first mode when the straight-line determination unit 34 determines that the aircraft 10 has traveled in a straight line for a predetermined distance D1 or a predetermined period of time, regardless of whether the start condition is satisfied.

[0284] The configurations disclosed in the above-mentioned embodiments (including other embodiments, the same applies below) can be applied in combination with configurations disclosed in other embodiments, unless a contradiction occurs. In addition, the embodiments disclosed in this specification are merely examples, and the present invention is not limited to these embodiments, and can be appropriately modified within the scope of the present invention. [Industrial Applicability]

[0285] The present invention can be used not only in normal combine harvesters, but also in various other agricultural machines such as head-feeding combine harvesters, tractors, rice transplanters, corn harvesters, potato harvesters, and carrot harvesters. [Explanation of symbols]

[0286] 1. Combine harvester (farm machinery) 4 Communication terminal (setting section) 10 Aircraft 11 Running gear 24 Driving control unit 31 Orientation determining section 33 Mode switching section 34 Straight-line determination section 41 Steering controls 45 Human control equipment 51 Steering wheel (steering device) A1 1st manipulated variable A2 2nd manipulated variable D1 Predetermined distance GL Automatic steering target line (driving route) TA reference direction

Claims

1. A steering operation tool for steering; A travel control unit that controls the travel of a machine having a travel device; A mode switching unit that switches a control mode of the traveling control unit between a first mode and a second mode; A direction determination unit that determines a reference direction for automatic steering, When the control mode of the travel control unit is the first mode, the travel control unit controls the travel of the vehicle based on the reference orientation or a travel route calculated based on the reference orientation, When the control mode of the traveling control unit is the second mode, the vehicle travels in response to the operation of the steering operation device, The orientation determination unit, when the control mode of the travel control unit is the first mode, executes an orientation change process, which is a process of changing the reference orientation or the direction of the travel path while maintaining the control mode of the travel control unit in the first mode, in response to operation of a manual operating tool.

2. The agricultural machine according to claim 1 , wherein the manual operation tool is the steering operation tool.

3. A steering operation device for steering; A travel control unit that controls the travel of a machine having a travel device; A mode switching unit that switches a control mode of the traveling control unit between a first mode and a second mode; A direction determination unit that determines a reference direction for automatic steering, When the control mode of the travel control unit is the first mode, the travel control unit controls the travel of the vehicle based on the reference orientation or a travel route calculated based on the reference orientation, When the control mode of the traveling control unit is the second mode, the vehicle travels in response to the operation of the steering operation device, The orientation determination unit executes an orientation change process, which is a process of changing the reference orientation or the direction of the travel route, in response to an operation of a manual operation tool when the control mode of the travel control unit is the first mode; the manual operation tool is the steering operation tool, a movable range of the steering operation tool is set so that the steering operation tool can be operated by a larger amount than a second operation amount, the second operation amount being larger than a first operation amount, the azimuth determination unit does not execute the azimuth change process when the control mode of the traveling control unit is the first mode and the operation amount of the steering operation tool is less than the first operation amount, the azimuth determination unit executes the azimuth change process when the control mode of the traveling control unit is the first mode and the operation amount of the steering operation tool is equal to or larger than the first operation amount and equal to or smaller than the second operation amount, The mode switching unit switches the control mode of the travel control unit to the second mode when the control mode of the travel control unit is in the first mode and the operation amount of the steering operation tool is greater than the second operation amount.

4. The agricultural machine according to any one of claims 1 to 3, wherein the travel control unit is capable of executing responsive turning control for controlling the travel of the machine body so that a temporary turning operation is performed in the operating direction of the manual operating tool in response to operation of the manual operating tool when the control mode of the travel control unit is the first mode.

5. a straight-line determination unit that determines whether the vehicle has traveled straight for a predetermined distance or for a predetermined period of time when the control mode of the travel control unit is the second mode; 5. The agricultural machine according to claim 1, wherein when the straight-line determination unit determines that the vehicle has traveled in a straight line for the specified distance or the specified time, the orientation determination unit determines the reference orientation based on the direction of the straight-line travel for the specified distance or the specified time.

6. A steering operation tool for steering; A travel control unit that controls the travel of a machine having a travel device; A mode switching unit that switches a control mode of the traveling control unit between a first mode and a second mode; A direction determination unit that determines a reference direction for automatic steering, When the control mode of the travel control unit is the first mode, the travel control unit controls the travel of the vehicle based on the reference orientation or a travel route calculated based on the reference orientation, When the control mode of the traveling control unit is the second mode, the vehicle travels in response to the operation of the steering operation device, The orientation determination unit executes an orientation change process, which is a process of changing the reference orientation or the direction of the travel route, in response to an operation of a manual operation tool when the control mode of the travel control unit is the first mode; An agricultural work machine comprising: a setting unit that receives an artificial operation input and is capable of setting an amount of change in the reference orientation or the direction of the travel route in the orientation change process by the operation input.

7. a control mode of the orientation determination unit is switchable between an allowable mode in which execution of the orientation change process is permitted and a prohibition mode in which execution of the orientation change process is prohibited; The agricultural machine according to claim 6 , wherein the setting unit is configured to be able to switch the control mode of the orientation determination unit by the operation input.

8. 8. The agricultural machine according to claim 6, wherein the setting unit is configured to be able to change the amount of change in increments of a predetermined angle by the operational input.

9. The agricultural machine according to claim 6 , wherein the setting unit is configured not to accept the operation input for setting the change amount while the machine body is traveling.

Images