JP2023183840A - Route generation system and route generation method for automatic traveling of agricultural machine - Google Patents

Abstract

To avoid collision between an implement of a work vehicle and an oncoming vehicle.SOLUTION: A travel control system is a system that controls automatic traveling of an agricultural work vehicle to which an implement can be mounted. The travel control system includes a control device that causes the work vehicle to perform collision avoidance traveling in which, when the work vehicle passes an oncoming vehicle in a road outside a field in a state where an implement having a width larger than the work vehicle is mounted in the work vehicle, a front part of the work vehicle comes close to the center side of the road and a rear part of the work vehicle comes close to an end side of the road, so that the work vehicle passes the oncoming vehicle while avoiding collision between the implement and the oncoming vehicle.SELECTED DRAWING: Figure 10C

Description

The present disclosure relates to a route generation system and route generation method for automatic travel of agricultural machinery.

Research and development is underway toward automating agricultural machinery used in fields. For example, work vehicles such as tractors, combines, and rice transplanters that automatically travel within fields using positioning systems such as GNSS (Global Navigation Satellite System) have been put into practical use. Research and development is also progressing on work vehicles that can drive automatically not only in the field, but also outside the field.

Patent Documents 1 and 2 disclose examples of systems for automatically driving an unmanned work vehicle between two fields separated from each other across a road.

Japanese Patent Application Publication No. 2021-073602 JP2021-029218A

A work vehicle such as a tractor performs agricultural work with an implement (work machine) attached to the rear or front part. Some implements have a width that is wider than the work vehicle. When a work vehicle equipped with such a wide implement automatically travels on a road outside the field (for example, a farm road or a general road), it is difficult to avoid a collision between the implement and an oncoming vehicle.

The present disclosure provides a technique for avoiding a collision between an implement of a work vehicle and an oncoming vehicle.

A travel control system according to an exemplary embodiment of the present disclosure is a system that controls automatic travel of an agricultural work vehicle that can be equipped with an implement. The travel control system is configured such that when the work vehicle passes an oncoming vehicle on a road outside the field with an implement wider than the work vehicle mounted on the rear part, the front part of the work vehicle is mounted on the road. a control device that causes the work vehicle to perform collision avoidance driving in which the implement and the oncoming vehicle pass each other while avoiding a collision with the implement and the oncoming vehicle, with the rear part of the work vehicle moving toward the center side of the road; Be prepared.

A travel control method according to another exemplary embodiment of the present disclosure is a method for controlling automatic travel of an agricultural work vehicle that can be equipped with an implement. The traveling control method is configured to prevent a collision between the implement and the oncoming vehicle when the working vehicle passes an oncoming vehicle on a road outside the field with an implement wider than the working vehicle attached to the rear. The method includes causing the work vehicle to perform collision avoidance driving in which the work vehicle passes each other while avoiding the collision. Making the work vehicle execute the collision avoidance driving means that the work vehicle is caused to perform the collision avoidance driving while the front part of the work vehicle is near the center of the road and the rear part of the work vehicle is near the edge of the road. The method includes controlling the work vehicle so as to pass an oncoming vehicle.

The general or specific aspects of the disclosure may be implemented by an apparatus, system, method, integrated circuit, computer program, or computer-readable non-transitory storage medium, or any combination thereof. Computer-readable storage media may include volatile storage media or non-volatile storage media. The device may be composed of multiple devices. When a device is composed of two or more devices, the two or more devices may be placed within a single device, or may be separated into two or more separate devices. .

According to the embodiment of the present disclosure, it is possible to avoid a collision between an implement of a work vehicle and an oncoming vehicle.

FIG. 1 is a diagram for explaining an overview of an agricultural management system according to an exemplary embodiment of the present disclosure. FIG. 1 is a side view schematically showing an example of a work vehicle and an implement connected to the work vehicle. FIG. 2 is a block diagram showing an example of the configuration of a work vehicle and an implement. FIG. 2 is a conceptual diagram showing an example of a work vehicle that performs positioning using RTK-GNSS. FIG. 3 is a diagram showing an example of an operation terminal and a group of operation switches provided inside the cabin. FIG. 2 is a diagram schematically showing an example of a work vehicle that automatically travels along a target route in a field. It is a flow chart which shows an example of operation of steering control at the time of automatic driving performed by a control device. FIG. 3 is a diagram showing an example of a work vehicle traveling along a target route. FIG. 3 is a diagram illustrating an example of a work vehicle in a position shifted to the right from a target route. FIG. 3 is a diagram illustrating an example of a work vehicle in a position shifted to the left from a target route. FIG. 3 is a diagram illustrating an example of a work vehicle facing in a direction inclined with respect to a target route. FIG. 2 is a diagram schematically showing an example of a situation in which a plurality of work vehicles are automatically traveling on roads inside and outside a field. FIG. 3 is a diagram schematically showing an example of a situation where an oncoming vehicle exists in front of the working vehicle when the working vehicle is automatically traveling along a road outside a field. FIG. 3 is a diagram illustrating an example of a situation where two implements collide. FIG. 2 is a diagram illustrating an example of a work vehicle performing collision avoidance driving. FIG. 2 is a first diagram for explaining an example of changes in the positions and orientations of each vehicle when both a work vehicle and an oncoming vehicle perform collision avoidance driving. FIG. 7 is a second diagram for explaining an example of changes in the position and direction of each vehicle when both the work vehicle and the oncoming vehicle perform collision avoidance driving. FIG. 7 is a third diagram for explaining an example of changes in the position and direction of each vehicle when both the work vehicle and the oncoming vehicle perform collision avoidance travel. FIG. 14 is a fourth diagram for explaining an example of changes in the positions and orientations of each vehicle when both the work vehicle and the oncoming vehicle perform collision avoidance travel. FIG. 12 is a fifth diagram for explaining an example of changes in the positions and orientations of each vehicle when both the work vehicle and the oncoming vehicle perform collision avoidance driving; FIG. FIG. 12 is a sixth diagram for explaining an example of changes in the positions and orientations of each vehicle when both the work vehicle and the oncoming vehicle perform collision avoidance travel. 3 is a flowchart illustrating an example of a method for controlling collision avoidance driving. FIG. 3 is a diagram illustrating the respective widths of a road, a work vehicle, and an implement. FIG. 3 is a diagram for explaining conditions that should be satisfied by a collision avoidance driving route. FIG. 3 is a diagram for explaining conditions that should be satisfied by a collision avoidance driving route.

(Definition of terms)
In the present disclosure, "work vehicle" means a vehicle used to perform work at a work site. A "work site" is any place where work is performed, such as a field, a forest, or a construction site. A "field" is any place where agricultural operations are carried out, such as an orchard, a field, a rice field, a grain farm, or a pasture. The work vehicle may be an agricultural machine such as a tractor, a rice transplanter, a combine harvester, a riding management machine, or a riding mower, or a vehicle used for purposes other than agriculture, such as a construction work vehicle or a snowplow. The work vehicle according to the present disclosure can be equipped with an implement (also referred to as a "work machine" or "work device") depending on the work content, at the rear or front part. The movement of a work vehicle while performing work is sometimes referred to as "work travel."

"Agricultural machinery" means machinery used in agricultural applications. Examples of agricultural machinery include tractors, harvesters, rice transplanters, riding management machines, vegetable transplanters, mowers, seeders, fertilizer spreaders, and agricultural mobile robots. Not only does a working vehicle such as a tractor function as an "agricultural machine" alone, but also an implement attached to or towed by the working vehicle and the entire working vehicle may function as a single "agricultural machine." Agricultural machines perform agricultural work such as plowing, sowing, pest control, fertilization, planting crops, or harvesting on the ground within a field.

"Automatic driving" means controlling the running of a vehicle by the function of a control device without manual operation by a driver. During automatic driving, not only the movement of the vehicle but also the operation of the work (for example, the operation of the implement) may be automatically controlled. When a vehicle runs automatically, it is called "automated driving." The control device can control at least one of steering necessary for running the vehicle, adjustment of running speed, starting and stopping of running. When controlling a work vehicle equipped with an implement, the control device may control operations such as raising and lowering the implement, starting and stopping the operation of the implement, and the like. Driving by automatic driving may include not only driving a vehicle along a predetermined route toward a destination, but also driving the vehicle to follow a tracking target. A vehicle that performs automatic driving may run partially based on instructions from a user. Furthermore, in addition to the automatic driving mode, a vehicle that performs automatic driving may operate in a manual driving mode in which the vehicle travels by manual operation by the driver. ``Automatic steering'' refers to steering a vehicle not manually but by the action of a control device. Part or all of the control device may be external to the vehicle. Communication such as control signals, commands, or data may occur between a control device external to the vehicle and the vehicle. A self-driving vehicle may run autonomously while sensing the surrounding environment without any human involvement in controlling the vehicle's driving. Vehicles that are capable of autonomous driving can run unmanned. Obstacle detection and obstacle avoidance operations may be performed during autonomous driving.

The "environmental map" is data that expresses the positions or areas of objects existing in the environment in which the work vehicle travels using a predetermined coordinate system. Examples of coordinate systems that define an environmental map include not only a world coordinate system such as a geographic coordinate system fixed relative to the earth, but also an odometry coordinate system that displays a pose based on odometry information. The environmental map may include information other than location (for example, attribute information and other information) about objects existing in the environment. Environmental maps include maps in various formats, such as point cloud maps or grid maps.

"Rural road" means a road primarily used for agricultural purposes. A farm road is not limited to a road paved with asphalt, but also includes an unpaved road covered with dirt or gravel. Farm roads include roads (including private roads) that are exclusively traversable by vehicle-type agricultural machinery (for example, work vehicles such as tractors), and roads that are also traversable by general vehicles (passenger cars, trucks, buses, etc.). The work vehicle may automatically travel on general roads in addition to farm roads. A general road is a road maintained for general vehicle traffic.

(Embodiment)
Embodiments of the present disclosure will be described below. However, more detailed explanation than necessary may be omitted. For example, detailed descriptions of well-known matters and redundant descriptions of substantially the same configurations may be omitted. This is to avoid unnecessary redundancy in the following description and to facilitate understanding by those skilled in the art. The inventors have provided the accompanying drawings and the following description to enable those skilled in the art to fully understand the present disclosure, and are not intended to limit the subject matter recited in the claims. do not have. In the following description, components having the same or similar functions are given the same reference numerals.

The following embodiments are illustrative, and the technology of the present disclosure is not limited to the following embodiments. For example, the numerical values, shapes, materials, steps, order of steps, layout of display screens, etc. shown in the following embodiments are merely examples, and various modifications can be made as long as there is no technical contradiction. Moreover, it is possible to combine one aspect with another aspect as long as there is no technical contradiction.

An embodiment in which the technology of the present disclosure is applied to a tractor, which is an example of a work vehicle, will be described below. The technology of the present disclosure can be applied not only to tractors but also to other types of work vehicles that can be equipped with implements.

FIG. 1 is a diagram for explaining an overview of an agricultural management system according to an exemplary embodiment of the present disclosure. The agricultural management system shown in FIG. 1 includes a work vehicle 100, a terminal device 400, and a management device 600. Terminal device 400 is a computer used by a user who remotely monitors work vehicle 100. The management device 600 is a computer managed by a business operator that operates an agricultural management system. Work vehicle 100, terminal device 400, and management device 600 can communicate with each other via network 80. Although one work vehicle 100 is illustrated in FIG. 1, the agricultural management system may include a plurality of work vehicles or other agricultural machines.

Work vehicle 100 in this embodiment is a tractor. Work vehicle 100 can be equipped with an implement on one or both of the rear and front parts. The work vehicle 100 can travel within a field while performing agricultural work depending on the type of implement. The work vehicle 100 may run inside or outside the field without any implements attached thereto.

Work vehicle 100 is equipped with an automatic driving function. In other words, the work vehicle 100 can be driven not manually but by the action of the control device. The control device in this embodiment is provided inside the work vehicle 100 and can control both the speed and steering of the work vehicle 100. The work vehicle 100 can automatically travel not only inside the field but also outside the field (for example, on a road).

The work vehicle 100 includes devices used for positioning or self-position estimation, such as a GNSS receiver and a LiDAR sensor. The control device of the work vehicle 100 automatically causes the work vehicle 100 to travel based on the position of the work vehicle 100 and information on the target route. In addition to controlling the travel of the work vehicle 100, the control device also controls the operation of the implement. Thereby, the work vehicle 100 can perform agricultural work using the implement while automatically traveling within the field. Further, the work vehicle 100 can automatically travel along a target route on a road outside the field (for example, a farm road or a general road). When the work vehicle 100 automatically travels along a road outside the field, it creates a local route that can avoid obstacles based on data output from a sensing device such as a camera or a LiDAR sensor. (also referred to as a "global route"). In the field, the work vehicle 100 may travel while generating a local route as described above, or may travel along the target route without generating a local route, and when an obstacle is detected. You may also perform an operation of stopping if there is a problem.

The management device 600 is a computer that manages agricultural work performed by the work vehicle 100. The management device 600 may be, for example, a server computer that centrally manages information regarding fields on the cloud and supports agriculture by utilizing data on the cloud. For example, management device 600 may create a work plan for work vehicle 100 and generate a target route for work vehicle 100 according to the work plan. The management device 600 may generate the target route based on information indicating a route or a waypoint specified by the user by operating the terminal device 400, regardless of the work plan. The management device 600 may further generate and edit an environmental map based on data collected by the work vehicle 100 or other moving body using a sensing device such as a LiDAR sensor. The management device 600 transmits the generated work plan, target route, and environmental map data to the work vehicle 100. The work vehicle 100 automatically performs movement and agricultural work based on the data.

Terminal device 400 is a computer used by a user located away from work vehicle 100. Although the terminal device 400 shown in FIG. 1 is a laptop computer, it is not limited to this. The terminal device 400 may be a stationary computer such as a desktop PC (personal computer), or may be a mobile terminal such as a smartphone or a tablet computer. Terminal device 400 can be used to remotely monitor work vehicle 100 or remotely control work vehicle 100. For example, the terminal device 400 can display images captured by one or more cameras (imaging devices) included in the work vehicle 100 on a display. The user can view the video, check the situation around the work vehicle 100, and send an instruction to the work vehicle 100 to stop or start.

The configuration and operation of the system in this embodiment will be described in more detail below.

[1. composition]
FIG. 2 is a side view schematically showing an example of the work vehicle 100 and the implement 300 connected to the work vehicle 100. Work vehicle 100 in this embodiment can operate in both manual driving mode and automatic driving mode. In the automatic driving mode, the work vehicle 100 can run unmanned. The work vehicle 100 is capable of automatic operation both inside and outside the field.

As shown in FIG. 2, the work vehicle 100 includes a vehicle body 101, a prime mover (engine) 102, and a transmission 103. The vehicle body 101 is provided with wheels 104 with tires and a cabin 105. The wheels 104 include a pair of front wheels 104F and a pair of rear wheels 104R. A driver's seat 107, a steering device 106, an operation terminal 200, and a group of switches for operation are provided inside the cabin 105. When the work vehicle 100 performs work travel in a field, one or both of the front wheels 104F and the rear wheels 104R may be replaced with a plurality of wheels (crawlers) equipped with tracks instead of wheels with tires. .

Work vehicle 100 includes a plurality of sensing devices that sense the surroundings of work vehicle 100. In the example of FIG. 2, the sensing device includes multiple cameras 120, LiDAR sensors 140, and multiple obstacle sensors 130.

Cameras 120 may be provided, for example, on the front, rear, left and right sides of work vehicle 100. Camera 120 photographs the environment around work vehicle 100 and generates image data. Images acquired by camera 120 may be transmitted to terminal device 400 for remote monitoring. The image may be used to monitor work vehicle 100 during unmanned operation. The camera 120 is also used to generate images for recognizing surrounding features, obstacles, white lines, signs, signs, etc. when the work vehicle 100 travels on a road outside the field (farm road or general road). can be used.

The LiDAR sensor 140 in the example of FIG. 2 is arranged at the lower front of the vehicle body 101. LiDAR sensor 140 may be provided at other locations. While the work vehicle 100 is mainly traveling outside the field, the LiDAR sensor 140 measures the distance and direction of objects in the surrounding environment to each measurement point, or the two-dimensional or three-dimensional coordinate values of each measurement point. Repeatedly outputs sensor data indicating . Sensor data output from LiDAR sensor 140 is processed by the control device of work vehicle 100. The control device can estimate the self-position of the work vehicle 100 by matching the sensor data with the environmental map. The control device further detects objects such as obstacles existing around the work vehicle 100 based on the sensor data, and generates a local route that the work vehicle 100 should actually follow along the global route. be able to. The control device can also generate or edit the environmental map using an algorithm such as SLAM (Simultaneous Localization and Mapping). Work vehicle 100 may include a plurality of LiDAR sensors arranged at different positions and in different orientations.

A plurality of obstacle sensors 130 shown in FIG. 2 are provided at the front and rear of the cabin 105. Obstacle sensor 130 may also be placed at other locations. For example, one or more obstacle sensors 130 may be provided at arbitrary positions on the side, front, and rear of the vehicle body 101. Obstacle sensor 130 may include, for example, a laser scanner or an ultrasonic sonar. Obstacle sensor 130 is used to detect surrounding obstacles during automatic driving and to stop work vehicle 100 or take a detour. LiDAR sensor 140 may be used as one of the obstacle sensors 130.

Work vehicle 100 further includes a GNSS unit 110. GNSS unit 110 includes a GNSS receiver. The GNSS receiver may include an antenna that receives signals from GNSS satellites and a processor that calculates the position of work vehicle 100 based on the signals received by the antenna. The GNSS unit 110 receives satellite signals transmitted from a plurality of GNSS satellites, and performs positioning based on the satellite signals. GNSS is a general term for satellite positioning systems such as GPS (Global Positioning System), QZSS (Quasi-Zenith Satellite System, eg, Michibiki), GLONASS, Galileo, and BeiDou. Although the GNSS unit 110 in this embodiment is provided in the upper part of the cabin 105, it may be provided in another position.

GNSS unit 110 may include an inertial measurement unit (IMU). Signals from the IMU can be used to supplement the position data. The IMU can measure the tilt and minute movements of the work vehicle 100. By using data acquired by the IMU to supplement position data based on satellite signals, positioning performance can be improved.

In addition to the positioning results obtained by the GNSS unit 110, the control device of the work vehicle 100 may use sensing data acquired by a sensing device such as the camera 120 or the LiDAR sensor 140 for positioning. When there is a feature that functions as a feature point in the environment in which the work vehicle 100 travels, such as a farm road, forest road, general road, or orchard, the data acquired by the camera 120 or the LiDAR sensor 140 and the previously stored The position and orientation of work vehicle 100 can be estimated with high accuracy based on the environmental map stored in the device. By correcting or supplementing the position data based on satellite signals using the data acquired by camera 120 or LiDAR sensor 140, the position of work vehicle 100 can be specified with higher accuracy.

Prime mover 102 may be, for example, a diesel engine. An electric motor may be used instead of a diesel engine. Transmission device 103 can change the propulsive force and moving speed of work vehicle 100 by shifting. The transmission 103 can also switch the work vehicle 100 between forward movement and reverse movement.

Steering device 106 includes a steering wheel, a steering shaft connected to the steering wheel, and a power steering device that assists steering by the steering wheel. The front wheel 104F is a steered wheel, and by changing its turning angle (also referred to as a "steering angle"), the traveling direction of the work vehicle 100 can be changed. The steering angle of the front wheels 104F can be changed by operating the steering wheel. The power steering device includes a hydraulic device or an electric motor that supplies an auxiliary force to change the steering angle of the front wheels 104F. When automatic steering is performed, the steering angle is automatically adjusted by the power of a hydraulic system or an electric motor under control from a control device disposed within work vehicle 100.

A coupling device 108 is provided at the rear of the vehicle body 101. The coupling device 108 includes, for example, a three-point support device (also referred to as a "three-point link" or "three-point hitch"), a PTO (Power Take Off) shaft, a universal joint, and a communication cable. The implement 300 can be attached to and detached from the work vehicle 100 by the coupling device 108. The coupling device 108 can change the position or posture of the implement 300 by raising and lowering the three-point link using, for example, a hydraulic device. Further, power can be sent from the work vehicle 100 to the implement 300 via the universal joint. The work vehicle 100 can cause the implement 300 to perform a predetermined work while pulling the implement 300. The coupling device may be provided at the front of the vehicle body 101. In that case, an implement can be connected to the front of the work vehicle 100.

Although the implement 300 shown in FIG. 2 is a rotary tiller, the implement 300 is not limited to a rotary tiller. For example, any implement such as a seeder, spreader, transplanter, mower, rake, baler, harvester, sprayer, or harrow. It can be used by connecting to the work vehicle 100.

Although the work vehicle 100 shown in FIG. 2 is capable of manned operation, it may be capable of supporting only unmanned operation. In that case, components necessary only for manned operation, such as the cabin 105, the steering device 106, and the driver's seat 107, may not be provided in the work vehicle 100. The unmanned work vehicle 100 can run autonomously or by remote control by a user.

FIG. 3 is a block diagram showing a configuration example of the work vehicle 100 and the implement 300. Work vehicle 100 and implement 300 can communicate with each other via a communication cable included in coupling device 108 . Work vehicle 100 can communicate with terminal device 400 and management device 600 via network 80 .

The work vehicle 100 in the example of FIG. 3 includes a GNSS unit 110, a camera 120, an obstacle sensor 130, a LiDAR sensor 140, and an operation terminal 200, as well as a sensor group 150 that detects the operating state of the work vehicle 100, and a travel control system 160. , a communication device 190, a group of operation switches 210, a buzzer 220, and a travel drive device 240. These components are communicatively connected to each other via a bus. The GNSS unit 110 includes a GNSS receiver 111 , an RTK receiver 112 , an inertial measurement unit (IMU) 115 , and a processing circuit 116 . Sensor group 150 includes a steering wheel sensor 152, a turning angle sensor 154, and an axle sensor 156. Control system 160 includes a storage device 170 and a control device 180. Control device 180 includes a plurality of electronic control units (ECU) 181 to 186. The implement 300 includes a drive device 340, a control device 380, and a communication device 390. Note that FIG. 3 shows components that are relatively highly relevant to the automatic driving operation of the work vehicle 100, and illustration of other components is omitted.

A GNSS receiver 111 in the GNSS unit 110 receives satellite signals transmitted from a plurality of GNSS satellites, and generates GNSS data based on the satellite signals. GNSS data is generated in a predetermined format, such as NMEA-0183 format. GNSS data may include, for example, values indicating the identification number, elevation, azimuth, and reception strength of each satellite from which the satellite signal was received.

The GNSS unit 110 shown in FIG. 3 performs positioning of the work vehicle 100 using RTK (Real Time Kinematic)-GNSS. FIG. 4 is a conceptual diagram showing an example of a work vehicle 100 that performs positioning using RTK-GNSS. In positioning using RTK-GNSS, in addition to satellite signals transmitted from the plurality of GNSS satellites 50, a correction signal transmitted from the reference station 60 is used. The reference station 60 may be installed near a field where the work vehicle 100 travels for work (for example, within 10 km from the work vehicle 100). The reference station 60 generates, for example, a correction signal in RTCM format based on the satellite signals received from the plurality of GNSS satellites 50, and transmits it to the GNSS unit 110. RTK receiver 112 includes an antenna and a modem, and receives the correction signal transmitted from reference station 60. The processing circuit 116 of the GNSS unit 110 corrects the positioning result by the GNSS receiver 111 based on the correction signal. By using RTK-GNSS, it is possible to perform positioning with an accuracy of a few centimeters, for example. Location information including latitude, longitude, and altitude information is obtained through highly accurate positioning using RTK-GNSS. GNSS unit 110 calculates the position of work vehicle 100 at a frequency of about 1 to 10 times per second, for example.

Note that the positioning method is not limited to RTK-GNSS, and any positioning method (interferometric positioning method, relative positioning method, etc.) that can obtain position information with the necessary accuracy can be used. For example, positioning may be performed using VRS (Virtual Reference Station) or DGPS (Differential Global Positioning System). If positional information with the necessary accuracy can be obtained without using the correction signal transmitted from the reference station 60, the positional information may be generated without using the correction signal. In that case, GNSS unit 110 may not include RTK receiver 112.

Even when RTK-GNSS is used, in places where the correction signal from the reference station 60 cannot be obtained (for example, on a road far away from the field), other methods are used instead of the signal from the RTK receiver 112. The position of work vehicle 100 is estimated. For example, the position of work vehicle 100 can be estimated by matching data output from LiDAR sensor 140 and/or camera 120 with a high-precision environmental map.

The GNSS unit 110 in this embodiment further includes an IMU 115. IMU 115 may include a 3-axis acceleration sensor and a 3-axis gyroscope. The IMU 115 may include an orientation sensor such as a 3-axis geomagnetic sensor. IMU 115 functions as a motion sensor and can output signals indicating various quantities such as acceleration, speed, displacement, and posture of work vehicle 100. Processing circuit 116 can estimate the position and orientation of work vehicle 100 with higher accuracy based on the signal output from IMU 115 in addition to the satellite signal and correction signal. The signal output from IMU 115 may be used to correct or supplement the position calculated based on the satellite signal and the correction signal. IMU 115 outputs signals more frequently than GNSS receiver 111. Using the high-frequency signal, the processing circuit 116 can measure the position and orientation of the work vehicle 100 at a higher frequency (eg, 10 Hz or more). Instead of the IMU 115, a 3-axis acceleration sensor and a 3-axis gyroscope may be provided separately. IMU 115 may be provided as a separate device from GNSS unit 110.

Camera 120 is an imaging device that photographs the environment around work vehicle 100. The camera 120 includes an image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). Camera 120 may also include an optical system including one or more lenses, and signal processing circuitry. Camera 120 photographs the environment around work vehicle 100 while work vehicle 100 is traveling, and generates image (for example, video) data. The camera 120 can shoot moving images at a frame rate of 3 frames per second (fps) or more, for example. The image generated by camera 120 can be used, for example, when a remote monitor uses terminal device 400 to check the environment around work vehicle 100. Images generated by camera 120 may be used for positioning or obstacle detection. As shown in FIG. 2, a plurality of cameras 120 may be provided at different positions on the work vehicle 100, or a single camera may be provided. A visible camera that generates visible light images and an infrared camera that generates infrared images may be provided separately. Both a visible camera and an infrared camera may be provided as cameras that generate images for surveillance. Infrared cameras can also be used to detect obstacles at night.

Obstacle sensor 130 detects objects existing around work vehicle 100. Obstacle sensor 130 may include, for example, a laser scanner or an ultrasonic sonar. Obstacle sensor 130 outputs a signal indicating that an obstacle exists when an object exists closer than a predetermined distance from obstacle sensor 130 . A plurality of obstacle sensors 130 may be provided at different positions of work vehicle 100. For example, multiple laser scanners and multiple ultrasonic sonars may be placed at different positions on work vehicle 100. By providing such a large number of obstacle sensors 130, blind spots in monitoring obstacles around the work vehicle 100 can be reduced.

Steering wheel sensor 152 measures the rotation angle of the steering wheel of work vehicle 100. The turning angle sensor 154 measures the turning angle of the front wheel 104F, which is a steered wheel. Measured values by the steering wheel sensor 152 and turning angle sensor 154 are used for steering control by the control device 180.

Axle sensor 156 measures the rotational speed of the axle connected to wheel 104, that is, the number of rotations per unit time. The axle sensor 156 may be a sensor using a magnetoresistive element (MR), a Hall element, or an electromagnetic pickup, for example. The axle sensor 156 outputs, for example, a numerical value indicating the number of revolutions per minute (unit: rpm) of the axle. Axle sensor 156 is used to measure the speed of work vehicle 100.

Drive device 240 includes various devices necessary for running work vehicle 100 and driving implement 300, such as the aforementioned prime mover 102, transmission 103, steering device 106, and coupling device 108. Prime mover 102 may include, for example, an internal combustion engine such as a diesel engine. The drive device 240 may include an electric motor for traction instead of or in addition to the internal combustion engine.

The buzzer 220 is an audio output device that emits a warning sound to notify of an abnormality. For example, the buzzer 220 emits a warning sound when an obstacle is detected during automatic driving. Buzzer 220 is controlled by control device 180.

Storage device 170 includes one or more storage media such as flash memory or magnetic disks. The storage device 170 stores various data generated by the GNSS unit 110, camera 120, obstacle sensor 130, LiDAR sensor 140, sensor group 150, and control device 180. The data stored in the storage device 170 may include map data in the environment in which the work vehicle 100 travels (environmental map) and data on a global route (target route) for automatic driving. The environmental map includes information on a plurality of fields where the work vehicle 100 performs agricultural work and roads around the fields. The environmental map and target route may be generated by a processor in management device 600. Note that the control device 180 in this embodiment has a function of generating or editing an environmental map and a target route. Control device 180 can edit the environmental map and target route acquired from management device 600 according to the driving environment of work vehicle 100. The storage device 170 also stores work plan data that the communication device 190 receives from the management device 600. The work plan includes information regarding a plurality of agricultural tasks to be performed by the work vehicle 100 over a plurality of work days. The work plan may be, for example, work schedule data that includes information on scheduled times for each agricultural work to be performed by the work vehicle 100 on each work day. The storage device 170 also stores computer programs that cause each ECU in the control device 180 to execute various operations described below. Such a computer program may be provided to work vehicle 100 via a storage medium (eg, semiconductor memory or optical disk, etc.) or a telecommunications line (eg, the Internet). Such computer programs may be sold as commercial software.

Control device 180 includes multiple ECUs. The plurality of ECUs include, for example, an ECU 181 for speed control, an ECU 182 for steering control, an ECU 183 for instrument control, an ECU 184 for automatic driving control, an ECU 185 for route generation, and an ECU 186 for map generation.

ECU 181 controls the speed of work vehicle 100 by controlling prime mover 102, transmission 103, and brakes included in drive device 240.

ECU 182 controls the steering of work vehicle 100 by controlling the hydraulic system or electric motor included in steering device 106 based on the measured value of steering wheel sensor 152.

ECU 183 controls the operations of the three-point link, PTO shaft, etc. included in coupling device 108 in order to cause implement 300 to perform desired operations. ECU 183 also generates a signal to control the operation of implement 300 and transmits the signal from communication device 190 to implement 300.

The ECU 184 performs calculations and controls to realize automatic driving based on data output from the GNSS unit 110, camera 120, obstacle sensor 130, LiDAR sensor 140, and sensor group 150. For example, ECU 184 identifies the position of work vehicle 100 based on data output from at least one of GNSS unit 110, camera 120, and LiDAR sensor 140. In the field, ECU 184 may determine the position of work vehicle 100 based only on data output from GNSS unit 110. ECU 184 may estimate or correct the position of work vehicle 100 based on data acquired by camera 120 or LiDAR sensor 140. By using the data acquired by the camera 120 or the LiDAR sensor 140, the accuracy of positioning can be further improved. Furthermore, outside the field, ECU 184 estimates the position of work vehicle 100 using data output from LiDAR sensor 140 or camera 120. For example, the ECU 184 may estimate the position of the work vehicle 100 by matching data output from the LiDAR sensor 140 or the camera 120 with an environmental map. During automatic driving, the ECU 184 performs calculations necessary for the work vehicle 100 to travel along the target route or the local route based on the estimated position of the work vehicle 100. The ECU 184 sends a speed change command to the ECU 181 and a steering angle change command to the ECU 182. ECU 181 changes the speed of work vehicle 100 by controlling prime mover 102, transmission 103, or brake in response to a speed change command. The ECU 182 changes the steering angle by controlling the steering device 106 in response to a command to change the steering angle.

ECU 185 sequentially generates local routes that can avoid obstacles while work vehicle 100 is traveling along the target route. ECU 185 recognizes obstacles existing around work vehicle 100 based on data output from camera 120, obstacle sensor 130, and LiDAR sensor 140 while work vehicle 100 is traveling. The ECU 185 generates a local route to avoid the recognized obstacle. ECU 185 may have a function of generating a target route instead of management device 600. In that case, the ECU 185 determines the destination of the work vehicle 100 based on the work plan stored in the storage device 170, for example, and determines the target route from the start point of movement of the work vehicle 100 to the destination point. The ECU 185 can create, for example, a route that can reach the travel destination in the shortest time as a target route, based on the environmental map that includes road information stored in the storage device 170.

ECU 186 generates or edits a map of the environment in which work vehicle 100 travels. In this embodiment, an environmental map generated by an external device such as the management device 600 is transmitted to the work vehicle 100 and recorded in the storage device 170, but the ECU 186 can also generate or edit the environmental map instead. . The operation when the ECU 186 generates an environmental map will be described below. The environmental map may be generated based on sensor data output from the LiDAR sensor 140. When generating the environmental map, the ECU 186 sequentially generates three-dimensional point cloud data based on sensor data output from the LiDAR sensor 140 while the work vehicle 100 is traveling. The ECU 186 can generate an environmental map by connecting sequentially generated point cloud data using, for example, an algorithm such as SLAM. The environmental map generated in this way is a highly accurate three-dimensional map, and can be used for self-position estimation by the ECU 184. Based on this three-dimensional map, a two-dimensional map used for global route planning can be generated. In this specification, both the three-dimensional map used for self-position estimation and the two-dimensional map used for route planning are referred to as "environmental maps."

Through the functions of these ECUs, the control device 180 realizes automatic operation. During automatic driving, control device 180 controls drive device 240 based on the measured or estimated position of work vehicle 100 and the target route. Thereby, the control device 180 can cause the work vehicle 100 to travel along the target route.

A plurality of ECUs included in control device 180 can communicate with each other, for example, according to a vehicle bus standard such as CAN (Controller Area Network). Instead of CAN, a faster communication method such as in-vehicle Ethernet (registered trademark) may be used. Although each of the ECUs 181 to 186 is shown as an individual block in FIG. 3, the functions of each of these may be realized by a plurality of ECUs. An on-vehicle computer that integrates at least some of the functions of the ECUs 181 to 186 may be provided. The control device 180 may include ECUs other than the ECUs 181 to 186, and any number of ECUs may be provided depending on the function. Each ECU includes processing circuitry including one or more processors.

The communication device 190 is a device that includes a circuit that communicates with the implement 300, the terminal device 400, and the management device 600. The communication device 190 includes a circuit that transmits and receives signals compliant with the ISOBUS standard, such as ISOBUS-TIM, to and from the communication device 390 of the implement 300. Thereby, it is possible to cause the implement 300 to perform a desired operation or to obtain information from the implement 300. Communication device 190 may further include an antenna and a communication circuit for transmitting and receiving signals via network 80 with respective communication devices of terminal device 400 and management device 600. Network 80 may include, for example, a cellular mobile communications network such as 3G, 4G or 5G and the Internet. The communication device 190 may have a function of communicating with a mobile terminal used by a supervisor near the work vehicle 100. Communication with such mobile terminals may be conducted in accordance with any wireless communication standard, such as Wi-Fi (registered trademark), cellular mobile communications such as 3G, 4G or 5G, or Bluetooth (registered trademark). I can.

The operation terminal 200 is a terminal for a user to perform operations related to the traveling of the work vehicle 100 and the operation of the implement 300, and is also referred to as a virtual terminal (VT). Operation terminal 200 may include a display device such as a touch screen and/or one or more buttons. The display device may be a display such as a liquid crystal or an organic light emitting diode (OLED), for example. By operating the operating terminal 200, the user can perform various operations such as turning on/off the automatic driving mode, recording or editing an environmental map, setting a target route, and turning the implement 300 on/off. can be executed. At least some of these operations can also be realized by operating the operation switch group 210. The operating terminal 200 may be configured to be detachable from the work vehicle 100. A user located away from work vehicle 100 may operate detached operation terminal 200 to control the operation of work vehicle 100. Instead of the operation terminal 200, the user may control the operation of the work vehicle 100 by operating a computer, such as the terminal device 400, in which necessary application software is installed.

FIG. 5 is a diagram showing an example of the operation terminal 200 and the operation switch group 210 provided inside the cabin 105. Inside the cabin 105, a switch group 210 including a plurality of switches that can be operated by a user is arranged. The operation switch group 210 includes, for example, a switch for selecting a main gear or a sub-shift, a switch for switching between an automatic operation mode and a manual operation mode, a switch for switching between forward and reverse, and an implement. It may include a switch for raising and lowering 300, etc. Note that if the work vehicle 100 performs only unmanned operation and does not have the function of manned operation, the work vehicle 100 does not need to include the operation switch group 210.

The drive device 340 in the implement 300 shown in FIG. 3 performs operations necessary for the implement 300 to perform a predetermined work. The drive device 340 includes a device depending on the use of the implement 300, such as a hydraulic device, an electric motor, or a pump, for example. Control device 380 controls the operation of drive device 340. Control device 380 causes drive device 340 to perform various operations in response to signals transmitted from work vehicle 100 via communication device 390. Further, a signal depending on the state of the implement 300 can be transmitted from the communication device 390 to the work vehicle 100.

[2. motion]
Next, the operation of work vehicle 100 will be explained.

[2-1. Automatic driving operation]
First, an example of automatic driving operation by the work vehicle 100 will be explained. The work vehicle 100 in this embodiment can automatically travel both inside and outside the field. In the field, the work vehicle 100 drives the implement 300 and performs predetermined agricultural work while traveling along a target route set in the field. When the work vehicle 100 detects an obstacle by the obstacle sensor 130 while traveling in the field, the work vehicle 100 stops traveling, emits a warning sound from the buzzer 220, sends a warning signal to the terminal device 400, etc. perform an action. In the field, positioning of the work vehicle 100 is performed mainly based on data output from the GNSS unit 110. On the other hand, outside the field, the work vehicle 100 automatically travels along a target route set on a farm road or a general road outside the field. While traveling outside the field, the work vehicle 100 travels while generating a local route based on data acquired by the camera 120 or the LiDAR sensor 140. When an obstacle is detected outside the field, the work vehicle 100 either avoids the obstacle or stops on the spot. Outside the field, the position of work vehicle 100 is estimated based on data output from LiDAR sensor 140 or camera 120 in addition to positioning data output from GNSS unit 110.

The operation when the work vehicle 100 automatically travels in a field will be described below. The operation when the work vehicle 100 automatically travels outside the field will be described later.

FIG. 6 is a diagram schematically showing an example of a work vehicle 100 that automatically travels in a field along a target route. In this example, the farm field includes a work area 72 where the work vehicle 100 performs work using the implement 300, and a headland 74 located near the outer periphery of the farm field. Which area of the field on the map corresponds to the work area 72 or the headland 74 can be set in advance by the user. The target route in this example includes a plurality of parallel main routes P1 and a plurality of turning routes P2 connecting the plurality of main routes P1. The main route P1 is located within the work area 72, and the turning route P2 is located within the headland 74. Although each main route P1 shown in FIG. 6 is a straight route, each main route P1 may include a curved portion. The broken line in FIG. 6 represents the working width of the implement 300. The working width is set in advance and recorded in the storage device 170. The working width can be set and recorded by the user operating the operating terminal 200 or the terminal device 400. Alternatively, the working width may be automatically recognized and recorded when the implement 300 is connected to the working vehicle 100. The intervals between the plurality of main routes P1 may be set according to the working width. The target route may be created based on a user's operation before automatic driving is started. The target route may be created to cover the entire working area 72 in the field, for example. The work vehicle 100 automatically travels along a target route as shown in FIG. 6 from a work start point to a work end point while repeating back and forth movements. Note that the target route shown in FIG. 6 is only an example, and the target route can be determined in any way.

Next, an example of control during automatic operation by the control device 180 will be explained.

FIG. 7 is a flowchart illustrating an example of the operation of steering control during automatic driving executed by the control device 180. The control device 180 performs automatic steering by executing the operations from steps S121 to S125 shown in FIG. 7 while the work vehicle 100 is traveling. Regarding the speed, for example, it is maintained at a preset speed. While the work vehicle 100 is traveling, the control device 180 acquires data indicating the position of the work vehicle 100 generated by the GNSS unit 110 (step S121). Next, control device 180 calculates the deviation between the position of work vehicle 100 and the target route (step S122). The deviation represents the distance between the position of work vehicle 100 at that point and the target route. The control device 180 determines whether the calculated positional deviation exceeds a preset threshold (step S123). If the deviation exceeds the threshold value, the control device 180 changes the steering angle by changing the control parameters of the steering device included in the drive device 240 so that the deviation becomes smaller. If the deviation does not exceed the threshold in step S123, the operation in step S124 is omitted. In subsequent step S125, control device 180 determines whether or not it has received an instruction to end the operation. The instruction to end the operation may be issued, for example, when a user instructs to stop automatic driving by remote control, or when work vehicle 100 reaches a destination. If the instruction to end the operation has not been issued, the process returns to step S121, and the same operation is executed based on the newly measured position of the work vehicle 100. The control device 180 repeats the operations from steps S121 to S125 until an instruction to end the operation is issued. The above operations are executed by the ECUs 182 and 184 in the control device 180.

In the example shown in FIG. 7, the control device 180 controls the drive device 240 based only on the deviation between the position of the work vehicle 100 specified by the GNSS unit 110 and the target route, but also takes into account the deviation in the direction. May be controlled. For example, when the azimuth deviation, which is the angular difference between the direction of the work vehicle 100 specified by the GNSS unit 110 and the direction of the target route, exceeds a preset threshold, the control device 180 drives the vehicle according to the deviation. Control parameters (eg, steering angle) of the steering device of device 240 may be changed.

Hereinafter, an example of steering control by the control device 180 will be described in more detail with reference to FIGS. 8A to 8D.

FIG. 8A is a diagram illustrating an example of work vehicle 100 traveling along target route P. FIG. 8B is a diagram showing an example of work vehicle 100 in a position shifted to the right from target route P. FIG. 8C is a diagram showing an example of work vehicle 100 in a position shifted to the left from target route P. FIG. 8D is a diagram illustrating an example of work vehicle 100 facing in a direction inclined with respect to target route P. In these figures, the pose indicating the position and orientation of the work vehicle 100 measured by the GNSS unit 110 is expressed as r(x, y, θ). (x, y) are coordinates representing the position of the reference point of work vehicle 100 in the XY coordinate system, which is a two-dimensional coordinate system fixed to the earth. In the example shown in FIGS. 8A to 8D, the reference point of the work vehicle 100 is located at the location where the GNSS antenna is installed on the cabin, but the location of the reference point is arbitrary. θ is an angle representing the measured direction of work vehicle 100. In the illustrated example, the target route P is parallel to the Y-axis, but generally the target route P is not necessarily parallel to the Y-axis.

As shown in FIG. 8A, if the position and orientation of work vehicle 100 do not deviate from target route P, control device 180 maintains the steering angle and speed of work vehicle 100 unchanged.

As shown in FIG. 8B, when the position of the work vehicle 100 is shifted to the right from the target route P, the control device 180 steers the work vehicle 100 so that the traveling direction of the work vehicle 100 leans to the left and approaches the route P. Change the corner. At this time, the speed may be changed in addition to the steering angle. The magnitude of the steering angle can be adjusted, for example, depending on the magnitude of the positional deviation Δx.

As shown in FIG. 8C, when the position of the work vehicle 100 is shifted to the left from the target route P, the control device 180 steers the work vehicle 100 so that the traveling direction of the work vehicle 100 leans to the right and approaches the route P. Change the corner. In this case as well, the speed may be changed in addition to the steering angle. The amount of change in the steering angle can be adjusted, for example, depending on the magnitude of the positional deviation Δx.

As shown in FIG. 8D, if the position of the work vehicle 100 is not significantly deviated from the target route P, but the direction is different from the direction of the target route P, the control device 180 steers the work vehicle 100 so that the azimuth deviation Δθ becomes smaller. Change the corner. In this case as well, the speed may be changed in addition to the steering angle. The magnitude of the steering angle can be adjusted, for example, depending on the magnitude of each of the positional deviation Δx and the azimuth deviation Δθ. For example, the smaller the absolute value of the positional deviation Δx, the larger the amount of change in the steering angle according to the azimuth deviation Δθ. If the absolute value of the positional deviation Δx is large, the steering angle will be changed significantly in order to return to the route P, so the absolute value of the azimuth deviation Δθ will inevitably become large. Conversely, when the absolute value of the positional deviation Δx is small, it is necessary to bring the azimuth deviation Δθ close to zero. Therefore, it is appropriate to relatively increase the weight (ie, control gain) of the azimuth deviation Δθ for determining the steering angle.

Control techniques such as PID control or MPC control (model predictive control) may be applied to the steering control and speed control of work vehicle 100. By applying these control techniques, it is possible to smoothly control the work vehicle 100 to approach the target route P.

Note that if an obstacle is detected by one or more obstacle sensors 130 while traveling, the control device 180 stops the work vehicle 100. At this time, the buzzer 220 may be made to emit a warning sound, or a warning signal may be transmitted to the terminal device 400. If the obstacle can be avoided, the control device 180 may control the drive device 240 to avoid the obstacle.

The work vehicle 100 in this embodiment can automatically travel not only inside the field but also outside the field. Outside the field, the control device 180 detects objects located relatively far from the work vehicle 100 (for example, other vehicles or pedestrians) based on data output from the camera 120 or the LiDAR sensor 140. can do. The control device 180 generates a local route so as to avoid the detected object, and performs the speed control and steering control described above along the local route, thereby realizing automatic driving on a road outside the field.

In this way, the work vehicle 100 in this embodiment can automatically travel within and outside the field. FIG. 9 is a diagram schematically showing an example of a situation in which a plurality of work vehicles 100 are automatically traveling on a road 76 inside the field 70 and outside the field 70. The storage device 170 records an environmental map of an area including a plurality of fields 70 and roads 76 around them, and a target route. The environmental map and the target route may be generated by the management device 600, the control device 180, the operation terminal 200, or the terminal device 400. When the work vehicle 100 travels on a road, the work vehicle 100 moves along the target route while sensing the surroundings using sensing devices such as the camera 120 and the LiDAR sensor 140 with the implement 300 raised. Run. While traveling, control device 180 sequentially generates local routes along the target route, and performs steering control so that work vehicle 100 travels along the local routes. This allows the vehicle to travel automatically while avoiding obstacles. During driving, the target route may be changed depending on the situation.

[2-2. Actions to avoid oncoming vehicles]
When the work vehicle 100 is traveling along a road outside the field, an oncoming vehicle may approach from in front of the work vehicle 100. In that case, control device 180 of work vehicle 100 executes an operation to avoid the oncoming vehicle. For example, when the work vehicle 100 passes an oncoming vehicle on a road outside a field with the implement 300 wider than the work vehicle 100 attached to the rear, the control device 180 controls the control device 180 so that when the work vehicle 100 passes an oncoming vehicle on the road outside the field, the front part of the work vehicle 100 is The rear part of the working vehicle 100 is brought to the center side of the road, and the working vehicle 100 is caused to execute a collision avoidance run in which the implement 300 and an oncoming vehicle pass each other while avoiding a collision with the oncoming vehicle. This operation will be specifically explained below.

FIG. 10A schematically shows an example of a situation where an oncoming vehicle exists in front of the working vehicle 100A when the working vehicle 100A is automatically traveling along a road 76 (for example, a farm road) outside the field 70. ing. The oncoming vehicle in this example is a work vehicle 100B similar to the work vehicle 100A. Work vehicle 100B is a self-driving tractor like work vehicle 100A. The oncoming vehicle may be a different type of vehicle from the work vehicle 100A, and may not have an automatic driving function. Here, an example will be described in which both work vehicles 100A and 100B have the configuration of work vehicle 100 described above (see, for example, FIG. 3). In the following description, work vehicle 100B is also referred to as "oncoming vehicle 100B."

The work vehicle 100A is equipped with an implement 300A at the rear. The width of implement 300A in this example is greater than the width of work vehicle 100A. The work vehicle 100B, which is the oncoming vehicle, is a tractor similar to the work vehicle 100A, and is equipped with an implement 300B at the rear. The width of implement 300B is greater than the width of work vehicle 100B.

In the example shown in FIG. 10A, implements 300A and 300B are wide, and when work vehicle 100A and oncoming vehicle 100B try to pass each other in a normal manner, implement 300A and implement 300B collide. Here, the normal method refers to a method in which the work vehicle 100A approaches one end of the road 76 and the oncoming vehicle 100B approaches the opposite end of the road 76 and passes each other. FIG. 10B shows an example of a situation where implement 300A and implement 300B collide. Broken arrows in FIG. 10B indicate examples of travel trajectories of the work vehicle 100A and the oncoming vehicle 100B. In the example of FIG. 10B, the width of the road 76 is narrow and the widths of the implements 300A and 300B are wide, so the implements 300A and 300B collide when they pass each other. Even if the oncoming vehicle 100B is not equipped with the implement 300B, there is a possibility that the implement 300A and the oncoming vehicle 100B will collide if the road width is narrow.

In order to avoid a collision, the work vehicle 100A in this embodiment has its front section closer to the center of the road 76 and its rear section closer to the edge of the road 76 to avoid a collision between the implement 300A and the oncoming vehicle 100B. While passing each other, they perform collision avoidance driving. Here, the "collision between the implement 300A and the oncoming vehicle 100B" includes not only the collision between the implement 300A and the vehicle body of the oncoming vehicle 100B, but also the collision between the implement 300A and the implement 300B of the oncoming vehicle 100B.

FIG. 10C shows an example of a work vehicle 100A performing collision avoidance travel. In this example, the oncoming vehicle 100B is also performing a similar collision avoidance drive. In the example of FIG. 10C, the control device 180 first changes the traveling direction of the work vehicle 100A in a direction away from the center of the road 76, and then changes it in a direction toward the center of the road 76. In FIG. 10C, a center line 76c representing the center of the road 76 is shown as a broken line. In the example of FIG. 10C, the oncoming vehicle 100B also performs the same operation as the work vehicle 100A. As a result, the work vehicle 100A and the oncoming vehicle 100B travel along trajectories as shown by the broken line arrows in FIG. 10C, for example, and pass each other. Such driving for passing each other is referred to as "collision avoidance driving" in this specification. By running to avoid collision, it is possible to avoid a collision between the implement 300A of the work vehicle 100A and the implement 300B (or the vehicle body or tires) of the oncoming vehicle 100B.

In the example of FIG. 10C, the control device 180 determines the collision avoidance travel route so that a portion of the implement 300A protrudes outside the road 76. By performing collision avoidance driving with a portion of the implement 300A protruding outside the road 76, it becomes easier to avoid a collision between the implement 300A and the oncoming vehicle 100B. Note that when the work vehicle 100A travels on the road 76 outside the field 70, the implement 300A is located at a higher position than the surface of the road 76. Therefore, for example, if the field 70 is located at a lower position than the road 76, there is no problem even if a part of the implement 300A protrudes outside the road 76.

FIGS. 11A to 11F show an example of changes in the positions and orientations of each vehicle when both the work vehicle 100A and the oncoming vehicle 100B perform collision avoidance travel. The work vehicle 100A and the oncoming vehicle 100B can pass each other without colliding with each other by traveling along the trajectories shown in FIGS. 11A to 11F.

Note that the oncoming vehicle 100B may be driven manually by the driver. Even in that case, if the driver drives so that the oncoming vehicle 100B travels along the same trajectory as above, the collision can be avoided in the same way. Further, even if the oncoming vehicle 100B approaches the edge of the road 76 and then proceeds straight as in the example of FIG. , collision can be avoided.

The control device 180 in the present embodiment determines the position of the farm field based on the position information of the work vehicle 100A output from the positioning device (for example, the GNSS unit 110, etc.) included in the work vehicle 100A and the environmental map stored in the storage device 170. The work vehicle 100A is caused to travel along a target route set on a road 76 outside the road 70. When the oncoming vehicle 100B is detected while the work vehicle 100A is traveling along the target route, the control device 180 determines whether or not to cause the work vehicle 100A to perform collision avoidance travel. When the control device 180 determines to cause the work vehicle 100A to perform collision avoidance travel, it generates a collision avoidance travel route and causes the work vehicle 100A to travel along the route. The above operation will be explained in more detail below.

FIG. 12 is a flowchart illustrating an example of a collision avoidance driving control method. In the example of FIG. 12, the control device 180 executes the operations from steps S200 to S206 when controlling automatic travel of the work vehicle 100A. The operation of each step will be explained below.

In step S200, control device 180 acquires position information of oncoming vehicle 100B. For example, the control device 180 can acquire position information of the oncoming vehicle 100B via the network. Each work vehicle 100, including work vehicles 100A and 100B, which automatically travels within the area around the field 70, is configured to sequentially transmit its own position information acquired by a positioning device (for example, GNSS unit 110, etc.) to the management device 600. may be configured. In that case, the control device 180 can acquire the position information of the oncoming vehicle 100B from the management device 600 via the network. Alternatively, the control device 180 may acquire the position information of the oncoming vehicle 100B by estimation based on sensor data output from a sensing device (LiDAR sensor 140 and/or camera 120, etc.) provided in the work vehicle 100A and an environmental map. good.

In step S201, control device 180 determines whether oncoming vehicle 100B is present on the path of work vehicle 100A. For example, the control device 180 may be within a predetermined distance (for example, 10 m, 20 m, or 30 m, etc.) in front of the working vehicle 100A based on the position of the working vehicle 100A measured by the positioning device and the position of the oncoming vehicle 100B. It is determined whether the oncoming vehicle 100B exists within the range. The position of the work vehicle 100A can be acquired, for example, from a positioning device (for example, the GNSS unit 110, etc.) included in the work vehicle 100A. The positioning device may be a device that performs self-position estimation by matching data output from the camera 120 and/or the LiDAR sensor 140 with an environmental map. In the configuration example of FIG. 3, the ECU 184 can function as a positioning device that performs such self-position estimation. If the oncoming vehicle 100B is detected on the path of the work vehicle 100A, the process advances to step S202. If the oncoming vehicle 100B is not detected, the process proceeds to step S205, and travel control along the current route is continued.

In step S202, the control device 180 determines whether collision avoidance driving is necessary. The control device 180 obtains information such as the width of the road 76 and the width of the implement 300A of the work vehicle 100A, and determines whether collision avoidance driving is necessary based on these widths. As in the example shown in FIG. 10B, if the work vehicle 100A cannot avoid a collision simply by moving to the edge of the road 76, the control device 180 determines that collision avoidance driving is necessary. A more specific example of this determination will be described later. If it is determined that collision avoidance driving is necessary, the process advances to step S203. If it is determined that collision avoidance driving is unnecessary, the process advances to step S204.

In step S203, the control device 180 generates a collision avoidance driving route. For example, the control device 180 may control the work vehicle 100A when the front part of the work vehicle 100A approaches the center side of the road 76 and the rear part approaches the edge side of the road 76 after approaching the edge of the road 76 as shown in FIG. 10C. Generate a path to follow. A specific example of a method for determining a collision avoidance driving route will be described later.

In step S204, the control device 180 performs normal route generation processing. For example, the control device 180 generates a route that approaches the edge of the road 76 and then goes straight, as shown by the dashed arrow in FIG. 10B.

In step S205, control device 180 controls travel drive device 240 of work vehicle 100A so that work vehicle 100A travels along the generated route. Here, if it is determined in step S201 that there is no oncoming vehicle on the route, the control device 180 causes the work vehicle 100A to travel along the previously generated route. When the collision avoidance travel route is generated in step S203, the control device 180 causes the work vehicle 100A to travel along the collision avoidance travel route. If the route for the normal avoidance operation is generated in step S204, the control device 180 causes the work vehicle 100A to travel along the route for the normal avoidance operation. Control device 180 performs steering control of work vehicle 100A, for example, in the same manner as described with reference to FIGS. 8A to 8D. Control device 180 may set the traveling speed of work vehicle 100 during collision avoidance travel to be lower than the travel speed of work vehicle 100 before and after collision avoidance travel.

In step S206, control device 180 determines whether an instruction to end the operation has been received. The instruction to end the operation may be issued, for example, when a user remotely instructs to stop automatic driving or when work vehicle 100 reaches a destination. If the command to end the operation has not been issued, the process returns to step S200. Control device 180 repeats the operations from step S200 to S206 until a command to end the operation is issued. The above operations may be executed by ECUs 182, 184, and 185 in control device 180.

By the above operation, a collision between the work vehicle 100A and the oncoming vehicle 100B can be effectively avoided.

Next, a specific example of a method for determining whether collision avoidance driving is necessary in step S202 will be described.

The control device 180 acquires information on the width of the implement 300A and the width of the road 76, and determines whether to cause the work vehicle 100A to perform collision avoidance driving based on the width of the implement 300A and the width of the road 76. may be configured to determine. For example, based on the information on the width of the implement 300A and the width of the road 76, the control device 180 determines that if the work vehicle 100A just approaches the edge of the road 76 as in the example shown in FIG. If it is determined that the collision cannot be avoided, the work vehicle 100A is caused to perform collision avoidance driving.

Information such as the width of each road 76 in the environment in which the work vehicle 100A travels, the width of the work vehicle 100A, and the width of the implement 300A may be recorded in advance in the storage device 170 of the work vehicle 100A. The width information of the implement 300A may be input by the user, or may be automatically input from the implement 300A when the implement 300A is mounted on the work vehicle 100A. Information about the width of the road 76 may be included in the map data as attribute information of the environmental map. Alternatively, the width of the road 76 may be calculated by processing based on images taken by the camera 120 when the work vehicle 100A traveled on the road 76 in the past. The control device 180 may obtain information on the width of the road 76 from an external device such as the management device 600 via a network.

The control device 180 may further acquire information on the width of the oncoming vehicle 100B, and further based on the width of the oncoming vehicle 100B, determine whether or not to cause the work vehicle to perform collision avoidance driving. Here, if the oncoming vehicle 100B is equipped with an implement 300B having a width larger than the width of the oncoming vehicle 100B, the width of the implement 300B is treated as "the width of the oncoming vehicle 100B". The work vehicle 100A may previously obtain information such as the position and width of the oncoming work vehicle 100B and the width of the implement 300B from an external device (for example, the management device 600) via the network.

FIG. 13 illustrates the respective widths of the road 76, the work vehicles 100A, 100B, and the implements 300A, 300B. As shown in FIG. 13, the width of the road 76 is W _R , the width of the work vehicle 100A is W _V1 , the width of the implement 300A is W _I1 , the width of the work vehicle 100B is W _V2 , and the width of the implement 300B is W _I2 shall be. Here, the width of each of the work vehicles 100A, 100B and the implements 300A, 300B refers to the width of the widest part thereof.

The control device 180 may be configured to determine whether or not to cause the work vehicle 100A to perform collision avoidance travel based on the width W _I1 of the implement 300A and the width W _R of the road 76. For example, when the width W _I1 of the implement 300A is larger than a value obtained by multiplying half the width W _R of the road 76 by a first coefficient of 1 or less, the work vehicle 100A may be caused to perform collision avoidance driving. The first coefficient may be set to a value close to 1, such as 1.0, 0.9, or 0.8. The first coefficient may be, for example, 0.7 or more and 1.0 or less. If the width W _I1 of the implement 300A is smaller than half the width W _R of the road 76, it is possible to avoid the collision with the oncoming vehicle 100B even with the normal avoidance operation shown in FIG. 10B. Therefore, when the width W _I1 of the implement 300A is less than or equal to the value obtained by multiplying half the width W _R of the road 76 by a first coefficient of 1 or less, the control device 180 performs the normal avoidance operation shown in FIG. 10B. may be executed.

Whether a collision occurs depends not only on the width W _I1 of the implement 300A and the width W _R of the road 76, but also on the width of the oncoming vehicle 100B (width W _I2 of the implement 300B in this example). For this reason, the control device 180 determines, for example, that the sum of the width W _I1 of the implement 300A and the width of the oncoming vehicle 100B (width W _I2 of the implement) is calculated by multiplying the road width W _R by a second coefficient of 1 or less. If the value is larger than the above value, the work vehicle 100A may be caused to perform collision avoidance driving. The second coefficient may be set to a value close to 1, such as 1.0, 0.9 or 0.8. The second coefficient may be set to a value of 0.7 or more and 1.0 or less, for example. If the sum of the width W _I1 of the implement 300A and the width W _I2 of the implement is smaller than the width W _R of the road, it is possible to avoid a collision with the oncoming vehicle 100B even with the normal avoidance action shown in FIG. 10B. be. Therefore, if the sum of the width W _I1 of the implement 300A and the width W _I2 of the oncoming vehicle 100B is less than or equal to the road width W _R multiplied by a second coefficient of 1 or less, the control device 180 controls the In this case, a normal avoidance operation shown in FIG. 10B may be performed.

Here, conditions under which the implements 300A and 300B do not collide with each other will be considered in more detail. As shown in FIG. 13, with work vehicle 100A approaching the edge of road 76 and work vehicle 100B approaching the opposite end of road 76, work vehicles 100A and 100B proceed straight in opposite directions. Think about the situation where you want to do something. In this case, if the following inequality (1) is satisfied, there will be no collision between the implements 300A and 300B.

Equation (1) is transformed into Equation (2) below.

That is, half of the sum of the width W _V1 of the work vehicle 100A, the width W _I1 of the implement 300A, the width W _V2 of the work vehicle 100B, and the width W _I2 of the implement 300B is less than the width W _R of the road 76. If it is also small, there will be no collision between the implements 300A and 300B.

ここでｋは、例えば０．７以上１以下の値に設定され得る。 However, in reality, the work vehicles 100A and 100B travel slightly inside the edge of the road 76, so a collision may occur even if the above inequality (2) is satisfied. Therefore, when k is a positive coefficient of 1 or less, the control device 180 performs the normal control shown in FIG. 10B when the following formula (3) is satisfied, and performs the normal control shown in FIG. 10C when the formula (3) is not satisfied. Collision avoidance driving may also be controlled.

Here, k may be set to a value of 0.7 or more and 1 or less, for example.

Note that when the width W _V2 of the work vehicle 100B is equal to the width W _V1 of the work vehicle 100A, and the width W _I2 of the implement 300B is equal to the width W _I1 of the implement 300A, equation (3) is changed to the following equation (4). ) is transformed into

In this case, the control device 180 may perform normal control shown in FIG. 10B when formula (4) is satisfied, and may perform collision avoidance driving control shown in FIG. 10C when formula (4) is not satisfied.

Next, a specific example of the method for determining the collision avoidance driving route in step S203 in FIG. 12 will be described.

The control device 180 may be configured to determine the collision avoidance travel route based on the width W _I1 of the implement 300A and the width W _R of the road 76. For example, the control device 180 determines, based on the width W _I1 of the implement 300A and the width W _R of the road 76, that one end of the implement 300A exceeds the center line 76C of the road 76 when the work vehicle 100A passes an oncoming vehicle 100B. The route for collision avoidance driving may be determined so as to avoid collisions.

FIGS. 14A and 14B are diagrams for explaining conditions that should be satisfied by a collision avoidance driving route. In these figures, local routes for collision avoidance driving are indicated by thick arrows. Control device 180 repeats the operation of determining a local route and causing work vehicle 100A to travel along the local route. Thereby, the work vehicle 100A performs collision avoidance driving as shown in FIGS. 11A to 11F. A local path is a path of relatively short length (eg, on the order of tens of centimeters to several meters). The control device 180 detects obstacles such as a nearby oncoming vehicle 100B based on data output from sensing devices such as the LiDAR sensor 140, the camera 120, and the obstacle sensor 130, and moves locally to avoid the obstacles. The target route is determined sequentially.

As shown in FIG. 14A, the angle formed by the traveling direction of the work vehicle 100A (the direction of the thick arrow in the figure) at a certain moment and the direction in which the center line 76c of the road 76 extends (the upper direction in the figure) is assumed to be θ. . Also, let C be the intersection of a straight line passing through the center of the work vehicle 100A and extending in the traveling direction and the center line 76c of the road 76, and let L be the distance between the point C and the front end of the work vehicle 100A. θ and L are parameters that are controlled in order to pass each other with the oncoming vehicle 100B. As shown in FIG. 14A, the length of the work vehicle 100A is L _V1 and the distance from the lower link at the rear of the work vehicle 100A to the center of the implement 300A is L _I1 . From the condition that one end of the implement 300A does not exceed the center line 76C of the road 76, it is necessary to satisfy the following inequality (5).

Equation (5) is transformed into Equation (6) below.

Therefore, the control device 180 may be configured to determine the local route for collision avoidance driving such that L and θ satisfy inequality (6).

Further, as shown in FIG. 14B, of the two rear wheels of the work vehicle 100A, the rear wheel located at the end of the road 76 is required not to protrude outside the road 76. For this purpose, it is necessary to satisfy the following inequality (7).

Equation (7) is transformed into the following equation (8).

Therefore, the control device 180 may be configured to determine the local route for collision avoidance driving such that L and θ satisfy inequality (8).

W _R , W _V1 , W _I1 , L _V1 , and L _I1 are fixed values that can be obtained from road information or specifications of the work vehicle 100A and the implement 300A. The control device 180 controls the work vehicle 100A so that L and θ satisfy both inequalities (6) and (8), so that one end of the implement 300A does not exceed the center line 76C of the road 76 or the work vehicle It is possible to prevent the rear wheels of the vehicle 100 from protruding outside the road 76. Thereby, it is possible to appropriately set a collision avoidance driving route that avoids a collision with the oncoming vehicle 100B.

ここで、係数ｋ_２は、対向車１００Ｂの幅Ｗ_Ｖ２またはインプルメントＷ_Ｉ２の幅が大きいほど小さい値に設定される。制御装置１８０は、例えばネットワークを介して対向車１００Ｂの幅Ｗ_Ｖ２またはインプルメントの幅Ｗ_Ｉ２の情報を取得することができる。制御装置１８０は、Ｗ_Ｖ２または幅Ｗ_Ｉ２が大きいほど小さくなる係数ｋ_２を決定し、θおよびＬが式（９）を満たすように衝突回避走行の経路を決定してもよい。これにより、衝突の可能性をさらに低減させることができる。 The control device 180 may determine the collision avoidance travel route further based on the width of the oncoming vehicle 100B. For example, the collision avoidance driving route is determined to satisfy the following equation (9), which is obtained by multiplying the left side of equation (5) by a positive coefficient _k2 of 1 or less determined according to the width of the oncoming vehicle 100B. You can.

Here, the coefficient _k2 is set to a smaller value as the width _WV2 of the oncoming vehicle 100B or the width of the implement _WI2 becomes larger. The control device 180 can obtain information on the width _WV2 of the oncoming vehicle 100B or the width _WI2 of the implement via the network, for example. The control device 180 may determine a coefficient k ₂ that becomes smaller as W _V2 or width W _I2 becomes larger, and determine the collision avoidance driving route so that θ and L satisfy equation (9). Thereby, the possibility of collision can be further reduced.

The above collision avoidance driving control can be executed not only by the work vehicle 100A but also by the oncoming work vehicle 100B. According to the above control, even if the width of the road 76 is narrow, a collision between the implement 300A of the work vehicle 100A and the work vehicle 100B (or the implement 300B) can be avoided. Therefore, for example, there is no need for one of the work vehicles 100A and 100B to temporarily stop in front of the entrance of the narrow road 76 and wait until an oncoming vehicle passes. Therefore, the efficiency of automatic driving can be improved.

The systems that perform automatic operation control in each of the above embodiments can also be installed later on agricultural machines that do not have these functions. Such systems can be manufactured and sold independently of agricultural machinery. The computer programs used in such systems may also be manufactured and sold independently of the agricultural machinery. The computer program may be provided, for example, stored in a computer readable non-transitory storage medium. Computer programs may also be provided by download via telecommunications lines (eg, the Internet).

As described above, the present disclosure includes a travel control system, a work vehicle, and a travel control method described in the following items.

[Item 1]
A travel control system that controls automatic travel of an agricultural work vehicle to which an implement can be installed,
When the work vehicle passes an oncoming vehicle on a road outside the field with an implement wider than the work vehicle attached to the rear, the front part of the work vehicle approaches the center of the road and A travel control system comprising: a control device that causes the work vehicle to execute collision avoidance driving in which the rear part of the work vehicle approaches the edge of the road, and the implement and the oncoming vehicle pass each other while avoiding a collision.

[Item 2]
The travel control system according to item 1, wherein the control device determines the collision avoidance travel route so that a part of the implement protrudes outside the road.

[Item 3]
Item 1 or 2, wherein the control device obtains information on the width of the implement and the width of the road, and determines the collision avoidance driving route based on the width of the implement and the width of the road. 2. The travel control system according to 2.

[Item 4]
The travel control system according to item 3, wherein the control device further acquires information on the width of the oncoming vehicle and determines the collision avoidance travel route based on the width of the oncoming vehicle.

[Item 5]
The control device acquires information on the width of the implement and the width of the road, and determines whether to cause the work vehicle to execute the collision avoidance drive based on the width of the implement and the width of the road. The travel control system according to any one of items 1 to 4, which determines whether

[Item 6]
Item 5, wherein the control device causes the work vehicle to perform the collision avoidance drive when the width of the implement is larger than a value obtained by multiplying half the width of the road by a first coefficient of 1 or less. driving control system.

[Item 7]
Item 5, wherein the control device further acquires information on the width of the oncoming vehicle, and further based on the width of the oncoming vehicle, determines whether or not to cause the work vehicle to execute the collision avoidance drive. Driving control system.

[Item 8]
The control device controls the collision avoidance driving of the work vehicle when the sum of the width of the implement and the width of the oncoming vehicle is larger than a value obtained by multiplying the width of the road by a second coefficient of 1 or less. The travel control system according to item 7, which is caused to execute the driving control system.

[Item 9]
When the oncoming vehicle is another work vehicle equipped with another implement, and the width of the other implement is larger than the width of the other work vehicle, the control device The travel control system according to any one of items 4, 7, and 8, wherein information indicating the width of the oncoming vehicle is acquired as information indicating the width of the oncoming vehicle.

[Item 10]
The travel control system according to any one of items 4, 7 to 9, wherein the control device acquires information on the width of the oncoming vehicle and the width of the road from an external device via a network.

[Item 11]
The control device determines whether or not to cause the work vehicle to perform the collision avoidance drive when the oncoming vehicle is detected based on data output from a sensing device included in the work vehicle.
The travel control system according to any one of items 1 to 10.

[Item 12]
The control device acquires the position information of the oncoming vehicle via a network, acquires the position information of the work vehicle from a positioning device included in the work vehicle, and compares the position information of the work vehicle with the position information of the oncoming vehicle. determining whether or not to cause the work vehicle to execute the collision avoidance drive when the oncoming vehicle is detected on the path of the work vehicle based on the position information;
The travel control system described in item 1.

[Item 13]
It is further equipped with a storage device for storing an environmental map,
The control device includes:
driving the work vehicle along a target route set on the road outside the field based on position information of the work vehicle output from a positioning device included in the work vehicle and the environmental map;
determining whether or not to cause the work vehicle to execute the collision avoidance drive when the oncoming vehicle is detected while the work vehicle is traveling along the target route;
The travel control system according to item 11.

[Item 14]
The travel control system according to any one of items 1 to 12;
a travel drive device controlled by the control device;
A work vehicle equipped with

[Item 15]
A travel control method for controlling automatic travel of an agricultural work vehicle that can be equipped with an implement, the method comprising:
When the work vehicle is fitted with an implement wider than the work vehicle at the rear and passes an oncoming vehicle on a road outside the field, a collision occurs in which the implement passes by the oncoming vehicle while avoiding a collision with the oncoming vehicle. including causing the work vehicle to perform avoidance driving;
Making the work vehicle execute the collision avoidance driving means that the work vehicle is caused to perform the collision avoidance driving while the front part of the work vehicle is near the center of the road and the rear part of the work vehicle is near the edge of the road. A travel control method comprising controlling the work vehicle so as to pass an oncoming vehicle.

The technology of the present disclosure can be applied to a system that controls automatic travel of a work vehicle, such as a tractor or a construction work vehicle, that can be equipped with an implement.

50 GNSS satellite 60 Reference station 70 Farm field 72 Work area 74 Headland 76 Farm road 80 Network 100 Work vehicle 101 Vehicle body 102 Prime mover (engine)
103 Transmission
104 Wheel 105 Cabin 106 Steering device 107 Driver's seat 108 Coupling device 110 GNSS unit 111 GNSS receiver 112 RTK receiver 115 Inertial measurement unit (IMU)
116 Processing circuit 120 Camera 130 Obstacle sensor 140 LiDAR sensor 150 Sensor group 152 Steering wheel sensor 154 Turning angle sensor 156 Axle sensor 160 Travel control system 170 Storage device 180 Control device 181 to 186 ECU
190 Communication device 200 Operation terminal 210 Operation switch group 220 Buzzer 240 Drive device 300 Implement 340 Drive device 380 Control device 390 Communication device 400 Terminal device 600 Management computer

Claims (15)

A travel control system that controls automatic travel of an agricultural work vehicle to which an implement can be installed,
When the work vehicle passes an oncoming vehicle on a road outside the field with an implement wider than the work vehicle attached to the rear, the front part of the work vehicle approaches the center of the road and A travel control system comprising: a control device that causes the work vehicle to execute collision avoidance driving in which the rear part of the work vehicle approaches the edge of the road, and the implement and the oncoming vehicle pass each other while avoiding a collision. The travel control system according to claim 1, wherein the control device determines the collision avoidance travel route so that a part of the implement protrudes outside the road. 2. The control device obtains information on the width of the implement and the width of the road, and determines the collision avoidance travel route based on the width of the implement and the width of the road. Or the traveling control system according to 2. The travel control system according to claim 3, wherein the control device further acquires information on the width of the oncoming vehicle and determines the collision avoidance travel route based on the width of the oncoming vehicle. The control device acquires information on the width of the implement and the width of the road, and determines whether to cause the work vehicle to execute the collision avoidance drive based on the width of the implement and the width of the road. The travel control system according to claim 1 or 2, wherein the travel control system determines. 6. The control device causes the work vehicle to execute the collision avoidance drive when the width of the implement is larger than a value obtained by multiplying half the width of the road by a first coefficient of 1 or less. The driving control system described. The control device further acquires information on the width of the oncoming vehicle, and further based on the width of the oncoming vehicle, determines whether or not to cause the work vehicle to perform the collision avoidance driving. driving control system. The control device controls the collision avoidance driving of the work vehicle when the sum of the width of the implement and the width of the oncoming vehicle is larger than a value obtained by multiplying the width of the road by a second coefficient of 1 or less. The travel control system according to claim 7, wherein the travel control system is configured to perform the following. When the oncoming vehicle is another work vehicle equipped with another implement, and the width of the other implement is larger than the width of the other work vehicle, the control device The travel control system according to claim 4, wherein information indicating a width is acquired as information indicating a width of the oncoming vehicle. The travel control system according to claim 4, wherein the control device acquires information on the width of the oncoming vehicle and the width of the road from an external device via a network. The control device determines whether or not to cause the work vehicle to perform the collision avoidance drive when the oncoming vehicle is detected based on data output from a sensing device included in the work vehicle.
The travel control system according to claim 1. The control device acquires the position information of the oncoming vehicle via a network, acquires the position information of the work vehicle from a positioning device included in the work vehicle, and compares the position information of the work vehicle with the position information of the oncoming vehicle. determining whether or not to cause the work vehicle to execute the collision avoidance drive when the oncoming vehicle is detected on the path of the work vehicle based on the position information;
The travel control system according to claim 1. It is further equipped with a storage device for storing an environmental map,
The control device includes:
driving the work vehicle along a target route set on the road outside the field based on position information of the work vehicle output from a positioning device included in the work vehicle and the environmental map;
determining whether or not to cause the work vehicle to execute the collision avoidance drive when the oncoming vehicle is detected while the work vehicle is traveling along the target route;
The travel control system according to claim 11 or 12. The travel control system according to claim 1 or 2,
a travel drive device controlled by the control device;
A work vehicle equipped with A travel control method for controlling automatic travel of an agricultural work vehicle that can be equipped with an implement, the method comprising:
When the work vehicle is fitted with an implement wider than the work vehicle at the rear and passes an oncoming vehicle on a road outside the field, a collision occurs in which the implement passes by the oncoming vehicle while avoiding a collision with the oncoming vehicle. including causing the work vehicle to perform avoidance driving;
Making the work vehicle execute the collision avoidance driving means that the work vehicle is caused to perform the collision avoidance driving while the front part of the work vehicle is near the center of the road and the rear part of the work vehicle is near the edge of the road. A travel control method comprising controlling the work vehicle so as to pass an oncoming vehicle.

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