JP2016095813A - Work vehicle transfer system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work vehicle transfer system using radio communication in order to secure the use of a manned travel work vehicle with a high level of freedom for transportation of machines and commodities, movement for work and rest on an outward path and a homeward path, and the like, and secure the unmanned travel of an unmanned travel work vehicle.SOLUTION: An unmanned travel vehicle 20 travels on an onward path following a travel track L1 of a manned travel vehicle 10 from a first point P1 which is a base at the time of no work to a second point P2 which is a work object place, and stores the travel track L1a in storage means 21, and travels on a homeward path from the second point P2 to the first point P1 following the travel track L1a reversely. During homeward travel, determination means 27 reads difference information ΔDa between information D2 obtained at the time of outward travel and information D6 obtained at the time of homeward travel, and determines whether or not it is possible to continue travel stop.SELECTED DRAWING: Figure 11

Description

  The present invention relates to a moving system of a manned traveling work vehicle and an unmanned traveling working vehicle using wireless communication.

  2. Description of the Related Art In recent years, work systems using work vehicles using wireless communication have been developed in response to demands for increasing work efficiency and diversifying lifestyles. For example, as shown in Patent Document 1, a work system is known that performs work such as ground work by causing an unmanned child work vehicle to follow a manned parent work vehicle.

  On the other hand, in recent years, the demand for multipurpose transport vehicles as shown in Patent Document 2 is increasing. Multi-purpose transporters are excellent for off-road and bumpy roads, but are also suitable for running on the road, and they can also be used for small turns. For example, farming on private land Used for transporting machinery and materials.

  Here, for example, when the manned traveling work vehicle and the unmanned traveling work vehicle are moved between the base at the time of non-working and the work target site, as shown in the aforementioned Patent Document 1, the manned traveling work vehicle is unmanned. In the case of applying a system in which a traveling work vehicle is tracked, for example, for an inbound trip from a work target site to a non-working base, an operator can perform a manned travel after a tractor that is an unmanned traveling work vehicle has completed the work. Even if there is a case that you want to work while remaining in the work site using a multipurpose transport vehicle that is a work vehicle, the unmanned travel work vehicle cannot be returned to the base when it is not working, and the operator can You have to wait until you get home with your work vehicle. In addition, when a manned traveling work vehicle is on the way home, it must be concerned about the following unmanned traveling work vehicle (tractor) while traveling.

JP-T-2001-507843 JP 2011-11679 A

  The present invention ensures the use of unmanned traveling work vehicles while ensuring the use of manned traveling work vehicles with a high degree of freedom for the purpose of transporting machines and supplies, working, resting, traveling on the forward and return paths, etc. Therefore, an object of the present invention is to provide a work vehicle moving system using wireless communication.

  The present invention is a moving system for a first vehicle, which is a manned traveling work vehicle, and a second vehicle, which is an unmanned traveling work vehicle, configured to achieve the above object. The mobile system constitutes a wireless communication system that enables information to be transmitted between the first vehicle and the second vehicle. The second vehicle receives, in the wireless communication system, the first traveling locus information related to the first traveling locus and the state of the first vehicle, and the first traveling locus is based on the first traveling locus information. The vehicle travels unattended along the trajectory, acquires the second travel trajectory of the second vehicle and the second travel trajectory information relating to the second travel trajectory, and traces the second travel trajectory in reverse based on the second travel trajectory information. Can be driven unattended.

  Difference information is obtained from the current position acquired during the unmanned traveling of the second vehicle following the second traveling locus, information on the state of the second vehicle and its surroundings, and the second traveling locus information. Based on the calculated difference information, it is determined whether to continue or stop the unmanned traveling, and when stopping, the wireless communication system uses the traveling stop information, which is information regarding the traveling stop position and the traveling stop cause, Transmit to the first vehicle.

  In addition to the first traveling locus information and the second traveling locus information, the second vehicle has the first vehicle or the second vehicle that reaches the destination of unmanned traveling following the second traveling locus in reverse. It is possible to acquire alternative travel locus information regarding the alternative travel locus and its state, select the alternative travel locus based on the alternative travel locus information, and follow the selected alternative travel locus for unmanned travel.

  The first vehicle is provided with a portable information terminal that enables transmission and reception of information using the wireless communication system.

  In the moving system, information such as the current position is acquired by the second vehicle during unmanned traveling on the forward path based on the first traveling locus information, and the acquired information is accumulated. The second traveling locus of the second vehicle itself and the second traveling locus information related to the state of the second traveling locus are generated, and this is effectively used for the backward traveling of the second vehicle. In other words, even during forward travel, there is a difference in information acquired during travel between the first vehicle and the second vehicle that are different in size, travel orientation, etc., and the second vehicle follows the first travel trajectory. Even so, it is necessary to travel by analyzing the difference information between the acquisition information of the first vehicle and the acquisition information of the second vehicle. When traveling in the backward direction, the course that is opposite to the forward path is followed.For example, there may be a case where a step that was not a problem on the forward path is difficult to traverse on the backward path. Such differences must be taken into account with the information. In addition, the difference between the information about the travel trajectory and the state of the first vehicle and the information acquired by the return travel of the second vehicle increases, and whether or not the return travel should be continued (and should be started). It is also difficult to make a correct decision. Therefore, even if the difference due to traveling in opposite directions should be taken into consideration, the second traveling trajectory information of the outward path is assumed if the traveling path of the second vehicle during the forward traveling is traced in reverse. And the information acquired on the return path of the second vehicle are reduced, and the accuracy of determination of permission / non-permission of continuation of travel by analysis of the difference information is improved. In this way, by ensuring that the second vehicle travels on the return path by an unmanned operator, for example, after the unmanned second vehicle finishes the work, the operator wants to work by remaining on the work site using the first vehicle. When the operation is completed, the second vehicle is returned to the non-working base by unmanned traveling, and the operator can freely select the first vehicle without worrying about the presence of the second vehicle when the work is finished. It becomes possible to drive the vehicle and return to the base when not working.

  In addition, during unmanned traveling of the second vehicle following the second traveling locus, information on the current position and its state is acquired, and based on the difference information between the acquired information and the traveling locus information. Since it is determined whether the unmanned driving is continued or stopped, there may be a driving stop cause in the driving track information that cannot be determined by the check before starting driving, or when the driving track information is generated (that is, in the first vehicle). Even if a travel obstruction factor (such as a landslide) that did not exist during travel occurred later, if the second vehicle travels to the point where the cause exists, it is determined that the travel should be stopped there. The Rukoto. Thus, reliable autonomous traveling of the unmanned second vehicle that does not reach the eyes of the operator is ensured.

  Further, as described above, the second vehicle can acquire the alternative traveling locus and the alternative traveling locus information, and can select the alternative traveling locus and follow the selected alternative traveling locus to be unmanned. In the state where the second vehicle is stopped or stopped, even if the operator cannot reach these causes even if he / she goes to a point where the cause of the stop or the stop of the driving occurs in the first vehicle. The second vehicle can be moved to the destination by traveling along the selected travel locus as an alternative travel route. That is, the certainty about reaching the second vehicle to the destination for the return trip such as the base when not working is increased.

  Moreover, the convenience of an operator improves by providing the 1st vehicle with the portable information terminal which can transmit / receive the information using a radio | wireless communications system. That is, the travel locus information can be transmitted away from the first vehicle, and the travel stop information and travel stop information of the second vehicle can be obtained even when working or resting away from the first vehicle. In addition, if the plurality of travel tracks are built in the terminal, immediately after the reception of the travel stop information and the travel stop information is recognized, The route selection work for the second vehicle can be performed. In addition, as a portable terminal, it is also possible to use a tablet-type portable information terminal, and since many of such portable information terminals have built-in current position detection means such as GPS, this By simply attaching or bringing such a terminal to or from the first vehicle, the terminal can function as a means for detecting the current position of the first vehicle. Compared with providing such a current position detecting means separately, the cost is reduced. Is low.

It is a block diagram which shows the structure of the movement / work system of a manned traveling working vehicle and an unmanned traveling working vehicle using the radio | wireless communications system which concerns on one Example. It is a block diagram which shows the structure of the movement / work system of a manned traveling working vehicle and an unmanned traveling working vehicle using the radio | wireless communications system which concerns on another Example. It is an image figure which shows the farmhouse site as an example of application of the said movement and work system. It is an image figure which shows the mode of the outward travel to the work target place of a manned traveling work vehicle and an unmanned traveling working vehicle. It is an outward traveling control flowchart figure of an unmanned traveling working vehicle. It is an image figure which shows a mode that the work travel route of an unmanned travel work vehicle is demarcated within the boundary of the work area which the manned travel work vehicle demarcated. It is an image figure which shows a mode that the driving | running | working path | route of a manned driving | working working vehicle is made into the working driving | running route of an unmanned driving | working working vehicle. It is an image figure which shows a mode that the process point for manned traveling work vehicles is demarcated during the work traveling of an unmanned traveling working vehicle. It is an image figure which shows a mode that an unmanned traveling work vehicle stops driving | running | working and a manned traveling working vehicle goes to the traveling stop position. It is a work travel control flowchart figure of an unmanned travel work vehicle. It is an image figure which shows the mode of the return road driving | running | working of an unmanned traveling working vehicle. It is a return road travel control flowchart figure of an unmanned travel work vehicle.

<1. System overview>
<1-1 System components>
Components of the movement / work system according to the present invention will be described with reference to FIGS. This moving / working system includes a non-working base (a first point P1 described later) of the first vehicle 10 that is a manned traveling working vehicle that is driven by an operator and the second vehicle 20 that is an unmanned traveling working vehicle. This is a mobile system using wireless communication that is applied to movement to a work target site (second point P2 described later), and also uses the first vehicle 10 and the second vehicle 20 in the work target site. It is a work system using wireless communication applied to work. The second vehicle 20 is provided with an automatic travel controller 28, and the second vehicle 20 travels unattended by automatic control of the controller 28. In the present embodiment, the first vehicle 10 is a multipurpose transport vehicle, and the second vehicle 20 is a farm tractor.

  The first vehicle 10 is provided with storage means 11 for storing various information and transmission / reception means 12 for transmitting and receiving information by wireless communication. The second vehicle 10 also stores various information. Storage means 21 for transmitting and receiving and transmitting / receiving means 22 for transmitting and receiving information by wireless communication are provided. Information can be transmitted and received between the transmission / reception means 12 and 22 by wireless communication. In this embodiment, as will be described in detail later, an information signal N1 (for example, a travel start command SS, travel locus information D1a, D3a, which will be described later) is transmitted from the transmission / reception unit 12 of the first vehicle 10 to the transmission / reception unit 22 of the second vehicle 20. D4a, problem solving information E1a, E2a, E4a, E5a) is transmitted, and an information signal N2 (for example, processing point information D5a, described later, travel stop) is transmitted from the transmitting / receiving means 22 of the second vehicle 20 to the transmitting / receiving means 12 of the first vehicle 10. Information E1, E4 and travel stop information E2, E3, E5) are transmitted.

  As a wireless communication system that enables transmission / reception of the information signals N1 and N2 between the transmission / reception means 12 and 22, the information is transmitted between the two via a wireless communication antenna 101 connected to a network 100 as shown in FIG. The wireless communication system A may be configured such that the signals N1 and N2 are transmitted and received, or the information N1 and N2 are directly transmitted and received between the transmitting and receiving means 12 and 22, as shown in FIG. Such a wireless communication system B may be configured. For example, a management server may be connected to the network 100 in the wireless communication system A to manage information such as the travel trajectories of the first vehicle 10 and the second vehicle 20. It may be used for remote control.

  In the present embodiment, a portable information terminal 18 such as a tablet terminal can be detachably attached to the first vehicle 10, and the storage means 11 and the transmission / reception means 12 are built in the portable information terminal 18. ing. While the operator is in the first vehicle 10, not only can the storage means 11 and transmission / reception means 12 in the portable information terminal 18 attached to the first vehicle 10 be handled, but the portable information terminal 18 can be removed to remove the first vehicle 10. It is assumed that the operator who gets off the vehicle can carry this and can handle the storage means 11 and the transmission / reception means 12. Further, as will be described in detail later, the portable information terminal 18 incorporates a current position detecting means 13 described later using the GPS function, and uses the touch panel function. Thus, the portable information terminal 18 can be used as the route selection means 16 described later.

  The first vehicle 10 recognizes the current position detection means 13, the inclination detection means 14 for detecting the inclination state of the vehicle, and the surrounding state of the first vehicle 10 as acquisition means for information to be stored in the storage means 11. The image acquisition means 15 is provided. Similarly, in the second vehicle 20, as the acquisition means for information to be stored in the storage means 21, the current position detection means 23, the inclination detection means 24 for detecting the inclination state of the vehicle, and the surrounding conditions of the second vehicle 20 are displayed. An image acquisition unit 25 for recognition is provided. Information detected and acquired by the current position detection means 13, the inclination detection means 14, and the image acquisition means 15 in the first vehicle 10 is stored in the storage means 11, and these information are sent from the transmission / reception means 12 to the second information. Transmission to the transmission / reception means 22 of the vehicle 20 is possible. On the other hand, also in the second vehicle 20, information detected and acquired by the current position detection means 23, the inclination detection means 24, and the image acquisition means 25 is stored in the storage means 21, and these pieces of information are transmitted and received by the transmission / reception means 22. To the transmission / reception means 12 of the first vehicle 10.

  As the current position detection means 13 and 23, for example, one using a GPS (Global Positioning System) can be considered. In this embodiment, the portable information terminal 18 in the first vehicle 10 has a GPS function, and this is used as the current position detection means 13. As the inclination detecting means 14 and 24, one (for example, an angle sensor) that detects the pitch angle, roll angle, and yaw angle of each of the first vehicle 10 and the second vehicle 20 can be considered. Further, by detecting the inclination, it is possible to detect, for example, the vibration state of the vehicle that appears when the degree of unevenness of the road surface is large. As the image acquisition means 15 and 25, for example, as shown in the figure, it is conceivable to attach digital cameras to the front part and the rear part of the first vehicle 10 and the second vehicle 20, respectively. It is also conceivable to use a pair of left and right image acquisition means 15 and 25 provided at the front and rear portions of the vehicles 10 and 20, respectively.

  While traveling, the first vehicle 10 and the second vehicle 20 detect the current position by the current position detection means 13 and 23 (acquire information of the current position), and detect by the inclination detection means 14 and 24, respectively. The inclination state of the first vehicle 10 and the second vehicle 20 for each current position is detected, and the vicinity of the first vehicle 10 and the second vehicle 20 for each current position detected by the image acquisition means 15 and 25 is detected. Get the image. By accumulating the detection signals of the current position in the storage means 11 and 21, the traveling trajectories of the first vehicle 10 and the second vehicle 20 are stored in the storage means 11 and 21, and the inclination detection means 14 and 24 and The signals detected and acquired by the image acquisition means 15 and 25 are accumulated, and information relating to the state of the trajectory as the travel path is stored in the storage means 11 and 21.

  Further, in this embodiment, the second vehicle 20 is provided with the obstacle detection means 26, and the detection information is stored in the storage means 21. As the obstacle detection means 26, a contact sensor, an infrared sensor, etc. can be considered. In addition, as information to be grasped and stored as a situation on the trajectory on which each of the first vehicle 10 and the second vehicle 20 has traveled, for example, information on air temperature, engine temperature, engine load, and the like can be considered.

  In addition, the in-vehicle wireless LAN is constructed in each of the first vehicle 10 and the second vehicle 20 by using the transmission / reception means 12 and 22 for wireless communication. For example, in the first vehicle 10, information acquisition such as the image acquisition means 15 is obtained. Information acquired by the means is transmitted to the transmission / reception means 12 by wireless communication and stored in the storage means 11, while the controller in the portable information terminal 18 transmits information to the information acquisition means such as the image acquisition means 15 via the transmission / reception means 12. It is conceivable to send a command. The same applies to the second vehicle 20.

  Further, of the first vehicle 10 and the second vehicle 20, at least the second vehicle 20 includes the current position detection unit 23, the inclination detection unit 24, the information acquired by the image acquisition unit 25, and the transmission / reception unit 22. On the basis of the information received from the transmission / reception means 12 of the first vehicle 10, there is provided a determination means 27 for determining whether to start or stop traveling, or to continue or stop traveling. Further, in the present embodiment, the determination means 27 is provided in the second vehicle 20 as the controller 28 integrated with the storage means 21, and the controller 28 is based on such determination, The traveling control of the second vehicle 20 is performed by turning on and off and controlling the clutch and the brake. Further, the controller 28 is provided with calculation means 29, and the calculation means 29 performs calculation processing for determining the work travel route in the work area where the first vehicle 10 defines the boundary, as will be described later. A calculation process for specifying the processing point P3 is performed.

<1-2. System requirements>
As a first application condition of the movement / working system described above, it is assumed that the first point P1 is set as a base when the first vehicle 10 and the second vehicle 20 are not working. In addition, as a second application condition of this system, an operator who operates the first vehicle 10 can arbitrarily select a second point P2 as a work target site from several different points. And

  FIG. 3 depicts a private land (site) of an operator who uses the system as a specific example in which the first point P1 and the second point P2 that are application conditions of the system are set. In the site, there is a house 1 in which an operator resides, and a warehouse 1 a for storing agricultural machines and the like is provided adjacent to the house 1. Around the house 1, natural areas such as the forest 2 and the river 6 are also expanded, while there are work sites for operators such as the grazing land 3, the corn growing place 4, and the potato growing place 5. Is provided. In addition, a main road 7 passing through the front of the house 1 is provided in the site, and is a road that can be accessed in order from the house 1 to the grazing land 3, the corn cultivation area 4, and the potato cultivation area 5. Further, a detour 8 that passes through the forest 2 branches off from the middle of the main road 7. The detour 8 is bifurcated into the branch paths 8a and 8b, and merges as the detour 8 and merges with the main road 7 in front of the potato cultivation area 5 which is the farthest work place from the house 1.

  The warehouse 1a stores the first vehicle 10 and the second vehicle 20 when not in operation. Therefore, the warehouse 1a becomes the first point P1. Note that, as will be described later, the first point P1 for the first vehicle 10 and the second point for the second vehicle 20 are satisfied as long as the requirement that the second vehicle 20 follows the travel locus of the first vehicle 10 can be satisfied. It is also conceivable to set one point P1 in different places. For example, the first vehicle 10 is stored in a warehouse 1 a adjacent to the house 1, and the second vehicle 20 is stored in another warehouse provided along the main road 7 from the warehouse 1 a to the grazing land 3. It can be considered that.

  The operator selects a work target place of the day from the work places 3, 4, and 5, drives the first vehicle 10, and goes to the selected work target place. Thus, the work target site selected from the work sites 3, 4, and 5 becomes the second point P2 of the day. Note that the operator may select any point in the forest 2 as the second point P2, which is the work target site, for collecting firewood and the like. In addition, it is conceivable that the second point P2 is a point visited by an operator for the first time.

<2. Outward movement system (outward travel to work site)>
FIG. 1, FIG. 2 and FIG. 3 show how the movement / work system described above functions as an outward movement system in the outward traveling of the first vehicle 10 and the second vehicle 20 to the work target site. This will be described with reference to the image diagram of FIG. 4 using the flowchart of the forward travel control of the second vehicle 20 of FIG.

<2-1. Traveling to the work site by the first vehicle 10>
First, the operator arbitrarily selects the second point P2 as the work target site, actually rides the first vehicle 10 from the first point P1, and drives the first vehicle 10 to travel to the second point P2. During the travel of the first vehicle 10 from the first point P1 to the second point P2, information by the current position detection means 13, the inclination detection means 14, and the image acquisition means 15 (information acquired by these means). Are acquired as “information D1”, and the information D1 is accumulated in the storage unit 11 (step S02). That is, during the manned driving of the first vehicle 10, the current position detection unit 13 acquires the current position information and serves as information acquisition unit that acquires information regarding the state of the first vehicle 10 and the surrounding state of the first vehicle 10. The inclination detection means 14 and the image acquisition means 15 acquire the inclination state information of the first vehicle 10 and image information around the first vehicle 10, and the inclination state information and the image information are associated with each current position information. That is, the information indicates the inclination state of the first vehicle 10 at each current position and the image around the first vehicle 10, and the current position information and the inclination state information and image information associated with the current position information. Is stored in the storage means 11 as information D1.

  When the first vehicle 10 arrives at the second point P2, the acquisition and storage of the information D1 by the current position detection means 13, the inclination detection means 14, and the image acquisition means 15 are finished (step S04). The accumulation of the detection signal from the current position detection means 13 in the storage means 11 so far becomes the travel locus L1 from the first point P1 to the second point P2 of the first vehicle 10, and the accumulation of the detection signal by the inclination detection means 14 is performed. The image data is accumulated by the image acquisition means 15 in the second vehicle which will follow the traveling locus L1 later, such as which surface on the traveling locus has irregularities and where the obstacle is. This is an indicator of the state of the travel route for 20. Information indicating the travel locus L1 and the state generated by accumulating D1 in this way is referred to as travel locus information D1a. This travel locus information D1a is stored in the shortest until it is transmitted to the transmission / reception means 22 of the second vehicle 20 as described later or until the alternative travel route L2 is selected without being transmitted to the transmission / reception means 22. It is stored in the means 11. The traveling track information D1a may be stored in the storage unit 11 as information for defining the alternative traveling route L2 for another work at a later date.

  The operator transmits a command signal for starting traveling of the second vehicle 20 and traveling locus information D1a from the transmitting / receiving means 12 to the transmitting / receiving means 22 of the second vehicle 20. As the timing of this transmission, transmission may be started during the travel of the first vehicle 10 to the second point P2 (that is, during the generation of the travel locus information L1), or the second point P2 It is good also as what transmits all the run locus information L1 which completed generation after having arrived. When it is desired that the second vehicle 20 arrives at the second point P2 without taking much time after the first vehicle 10 reaches the second point P2, the first vehicle 10 travels to the second point P2. What is necessary is just to start transmission in the middle. Further, this transmission may be performed by the operator operating the portable information terminal 18 in the first vehicle 10 while the portable information terminal 18 is still disposed in the first vehicle 10, or the portable information terminal 18. May be transmitted by using the portable information terminal 18 in a state in which the operator carries the vehicle from the first vehicle 10 and leaves the first vehicle 10.

  Note that the operator grasps image data included in the travel locus information D1a during traveling toward the second point P2 or after arriving at the second point P2, for example, by playing a video using the portable information terminal 18. Thus, the operator can determine whether or not the travel locus L1 is suitable for the unmanned driving travel of the second vehicle 20. Alternatively, data relating to the second vehicle 20 is stored in the storage unit 11 of the portable information terminal 18, and the traveling locus information D1a includes an element that makes the traveling locus L1 unsuitable for traveling the second vehicle 20. It is also conceivable that an alarm by an image, sound or the like is automatically issued at the portable information terminal 18 when it is detected that the mobile information terminal 18 is detected. Thus, if it is determined that the travel locus L1 is not suitable for unmanned driving travel of the second vehicle 20, the operator does not transmit the travel locus information D1a to the transmission / reception means 22 of the second vehicle 20, for example, It is also conceivable that the portable information terminal 18 is used as the route selection unit 16 and command information indicating that the vehicle should travel on the alternative travel route L2 is transmitted from the transmission / reception unit 12 to the transmission / reception unit 22 as described later. In the flowchart of FIG. 5, the selection of whether or not to transmit the travel locus information D1a by the operator and the route selection process are omitted, and the travel locus information D1a is transmitted to the transmission / reception means 22. In actuality, in this movement system, the operator himself / herself experiences driving the first vehicle 10 and the travel locus information D1a stored in the storage means 11 is actually used. An opportunity to select the travel route of the second vehicle 20 is provided.

  In addition, as described above, after arriving at the second point P2, or checking the travel locus information D1a while traveling to the second point P2, or based on the actual feeling of driving the first vehicle 10 itself. When it is found that there is a cause that makes it difficult for the second vehicle 20 to travel on the travel locus L1, the operator turns back to the point where the cause exists or stops at the point, It may be possible to remove (for example, flatten a step that is difficult for the second vehicle 20 to travel). When the causal event is removed, the travel locus information D1a is replaced by replacing the information D1 at the current position corresponding to the point with the post-cause removal information. It is conceivable to correct D1a. In the flowchart of FIG. 5, it is assumed that the travel locus information D1a received by the transmission / reception means 22 of the second vehicle 20 in step S01 also includes such modified travel locus information D1a. As described above, in this movement system, before issuing the travel start command to the second vehicle 20, the operator's own experience of driving the first vehicle 10 and the travel locus information D1a stored in the storage means 11 are used. In addition, an opportunity to correct the state of the traveling locus L1 (that is, modify the traveling locus information D1a) is provided.

<2-2. Traveling to the work site by the second vehicle 20>
When the transmission / reception means 22 of the second vehicle 20 receives the travel start command SS of the second vehicle 20 and the signal of the travel locus information D1a (step S01), the determination means 27 is based on the travel locus information D1a. It is determined whether or not the traveling of the second vehicle 20 should be started (step S02). If it is determined that traveling should be started (step S02, YES), the second vehicle 20 departs from the first point P1 and follows the traveling locus L1 based on the traveling locus information D1a to the second point P2. Unmanned driving (step S03). During this traveling, information by the current position detection means 23, the inclination detection means 24, the image acquisition means 25, and the obstacle detection means 26 of the second vehicle 20 (the information acquired by these means is collectively referred to as “information D2”. And the information D2 is accumulated in the storage means 21 (step S04). In other words, during the unmanned driving of the second vehicle 20, the current position detection unit 23 acquires the current position information, and acquires information about the state of the second vehicle 20 and the surrounding state of the second vehicle 20. The inclination detection means 24, the image acquisition means 25, and the obstacle detection means 26 acquire the inclination state information of the second vehicle 20, the image information around the second vehicle 20, and the obstacle information, and the inclination state information, the The image information and the obstacle information are associated with each current position information, that is, information indicating an inclination state of the second vehicle 20 at each current position, an image around the second vehicle 20, and an obstacle, The position information and the tilt state information, the image information, and the obstacle information associated with the current position information are accumulated in the storage unit 21 as information D2.

  During the travel along the travel locus L1, each time the information D2 is acquired at each current position, the information D1 and the information at the current position corresponding to the current position where the information D2 is acquired in the travel locus information D1a. Difference information ΔD from D2, that is, the tilt state information and image at D2 at the same current position (the current position detected by the current position detection means 23 and the current position detected by the current position detection means 13 are matched) Difference information ΔD obtained by collating information (information acquired by the inclination detection unit 24 and the image acquisition unit 25) with inclination state information and image information (information acquired by the inclination detection unit 14 and the image acquisition unit 15) in D1. The parameter value (hereinafter referred to as “difference information ΔD”) is calculated by the determination means 27 (step S05). Therefore, an allowable range is set as a criterion for determining whether or not the second vehicle 20 can continue to travel, and the determination unit 27 determines whether or not the difference information ΔD exceeds the allowable range ( In addition to the determination based on the difference information ΔD, it is determined whether to continue or stop the travel based on step S06), so that the cause of the travel stop is not overlooked due to an error of the difference information ΔD or the like. Whether the obstacle detection means 26 detects an obstacle that is an obstacle to the traveling second vehicle 20 (step S07), it is determined whether to continue or stop the traveling.

  As long as the difference information ΔD is within the allowable range (step S06, YES) and the obstacle detection means 26 does not detect an obstacle (step S07, NO), the first trajectory L1 of the first vehicle 10 is traced. 2 Unmanned driving of the vehicle 20 is continued. The continuation of traveling along the traveling locus L1 includes, for example, a case where there is an obstacle, so as to avoid it and slightly deviating from the traveling locus L1. The case is distinguished from the case involving the act of the second vehicle 20 turning back from the point where the travel is stopped, such as selection of the alternative travel route L3 in the case.

  When the second vehicle 20 arrives at the second point P2 (step S08, YES), the acquisition / accumulation of the information D2 ends (step S09). The accumulation of the detection signal from the current position detection means 23 in the storage means 21 so far becomes a travel locus L1a from the first point P1 to the second point P2 of the second vehicle 20 itself, and the inclination detection means 24 and the image acquisition means. 25. Accumulation of information by the obstacle detection means 26 is an obstacle to the second vehicle 20 itself as to how the second vehicle 20 itself tilted while traveling on the travel locus L2. It becomes information such as whether or not there is such, and these serve as an index of the state of the return route travel route of the second vehicle 20 as will be described later. The accumulation of this information D2 is referred to as travel locus information D2a. Therefore, the travel path information D2a must be stored in the storage means 21 until the second vehicle 20 travels back to the first point P1 at the shortest.

<2-3. When the second vehicle 20 does not start traveling>
At the first point P1, the determination unit 27 finds that the traveling locus information D1a includes information indicating an obstacle to traveling of the second vehicle 20, and cannot start traveling of the second vehicle 20. If it is determined (NO in step S02), the travel of the second vehicle 20 is not started (travel is stopped), and travel stop information E1 notifying the stop of travel is transmitted from the transmission / reception means 22 to the transmission / reception means 12. Is transmitted (step S21). The travel stop signal E1 includes information specifying the cause of the travel stop of the second vehicle 20 in the travel locus information D1a. For example, the travel locus L1 is information that includes a point where there is an obstacle (such as a fallen tree) that can be traversed by the first vehicle 10 but cannot be traversed by the second vehicle 20.

  When the travel stop signal E1 is received by the transmission / reception means 12, the operator who is driving the first vehicle 10 or has been driving and has reached the second point P2 is based on the travel stop information E1. Depending on whether the cause of stopping the traveling of the second vehicle 20 is eliminated or avoided, a measure for causing the second vehicle 20 to reach the second point P2 can be taken. If the cause is an obstacle at a certain point in the travel locus L1, the operator drives the first vehicle 10 (if driving to the second point P2, turn back by a back or U-turn) to that point. It is possible to go out and remove the obstacle. In this way, when the cause of the traveling stop on the traveling locus L1 is removed (the problem is solved), the signal of the problem solving information E1a is transmitted from the transmission / reception signal 12 to the transmission / reception signal 22. The signal of the problem solving information E1a is a signal for notifying the second vehicle 20 that the travel stop factor has been removed and for instructing the second vehicle 20 to start traveling. As means for notifying that the driving stop factor has been removed, the first vehicle 10 passes through the point with the problem solved, and the current position detecting means 13, the inclination detecting means 14, and the image acquiring means 15 at that time It is conceivable that the obtained information is included in the problem solving information E1a. Alternatively, the signal of the problem solving information E1a may be a signal that simply resets the travel stop signal E1. When the problem solving signal E1a is received by the transmission / reception means 22 (step S22, YES), the determination means 27 determines whether or not the traveling can be started again (step S02), and when it is determined that the traveling can be started. (Step S02, YES), the traveling along the traveling locus L1 toward the second point P2 is started (Step S03).

  If the cause of the stoppage of travel is, for example, the slope of the first vehicle 10 that has been able to run but the second vehicle 20 is difficult to run, such as a slope that cannot be removed, select another route and drive the second vehicle 20 It is possible to make it. Here, at least one of the storage means 11 and 21 stores alternative travel locus L2 different from the travel locus L1 from the first point P1 to the second point P2 and alternative travel locus information D1b regarding the state thereof. It is assumed that the information can be shared between the storage means 11 and 21 by the transmission / reception means 12 and 22. As the alternative traveling locus L2, the past traveling locus of the first vehicle 10 from the first point P1 to the second point P2 or the traveling locus of the first vehicle 10 from the first point P1 to the second point P2 is traced. The traveling trajectory of the second vehicle 20 itself can be considered. If such an example is given based on FIG. 3, the driving | running | working for the 2nd vehicle 20 in the driving locus information D1a obtained when the 1st vehicle 10 traveled to the 2nd point P2 through the main road 7 was carried out. When the determination means 27 finds information on the failure and decides to stop traveling, in the past, the first vehicle 10 has branched from the warehouse 1a as the first point P1 through the main road 7 to the detour 8 If you have reached the second point P by following the route that enters the detour 8 from the branch point, follow the travel locus information of the first vehicle or the travel locus of the first vehicle. If the traveling locus information by unmanned traveling of all the second vehicles is stored in the storage means 11 or 21, the traveling locus is set as the alternative traveling locus L2, and the information regarding the traveling locus and the state thereof is the alternative traveling locus information D1b. And can .

  The selection of the alternative travel locus L2 is based on an arbitrary selection of an operator who drives the first vehicle 10. Here, the portable information terminal 18 in the first vehicle 10 has a route selection means 16 built therein. For example, a map as shown in FIG. 3 is displayed on the touch panel, and a plurality of travel loci are displayed linearly on the travel loci L1 and past travel loci on the map. In other words, if one travel locus on the map (other than the current travel locus L1) is touched with a finger, the travel locus is selected as the alternative travel locus L2. It is assumed that the route selection means 16 can search for a route using GPS or call a route stored in the storage means 11 or 21. When the alternative travel locus L2 is selected in this way, the operator transmits a signal of a travel start command SS together with the alternative travel locus information D1b from the transmission / reception means 12 to the transmission / reception means 22. In the second vehicle 20, when the signal of the problem solving information E1a is not received (step S22, NO), the determination unit 27 receives the alternative travel locus information D1b and the signal of the travel start command SS (step S23, YES). However, based on the alternative travel locus information D1b, it is determined whether or not the travel of the second vehicle 20 may be started (step S24). If it is determined that the travel should be stopped (step S24, NO), the travel stop information E1 including the information about the cause of the travel stop included in the alternative travel locus information D1b is transmitted from the transmission / reception means 21 to the transmission / reception means 11. Transmit (step S21). If it is determined that traveling can be started (step S24, YES), the second vehicle 20 follows the alternative traveling locus L2 and travels unattended to the second point P2 (step S25).

  If it is not possible to remove the cause of the travel stop in the travel locus L1 and there is no past travel history following another route to the second point P2, the alternative travel locus L2 cannot be selected. 2 The vehicle 20 is in a state where neither the signal of the problem solving information E1a nor the signal of the alternative travel locus information D1b and the travel start command SS is received (NO in step S22, NO in step S23). In this case, the first vehicle 10 that has received the travel stop information E2 returns to the first point P1 (warehouse 1a) and takes a new route (for example, a course that leads to the second point P2 through the detour 8). By traveling, a new traveling locus L1 from the first point P1 to the second point P2 and traveling locus information D1a relating to the state are generated. In the second vehicle 20, when the new traveling locus information D1a and the signal of the traveling start command SS are received by the transmission / reception means 22 (step S01), the traveling locus L1 is traced based on the traveling locus information D1a. It is determined whether or not all unmanned traveling should be started (step S02).

  When the alternative travel locus L2 is stored in the storage unit 11 or 21, the second vehicle 20 is an alternative based on the fact that the operator of the first vehicle 10 has performed an operation of selecting the alternative travel locus L2 as described above. Even without waiting for the reception of the travel locus information D1b and the signal of the travel start command SS (step S23), the stored alternative travel locus L2 is automatically selected and the unmanned travel is started by following the selected alternate travel locus L2. It is good also as what can do. In this case, when the alternative travel locus information D1b related to the alternative travel locus L2 is stored in the storage unit 11, the second vehicle 20 automatically stores the storage unit 11 using the wireless communication system (A or B). To obtain alternative travel locus information D1b.

  The route selection means 16 uses the route search function using the GPS to make the first vehicle 10 travel on the first vehicle 10 from the first point P1 to the second point P2. It can also be used to select whether to run the vehicle. Further, as described above, while the first vehicle 10 travels from the first point P1 to the second point P2, it is difficult for the unmanned second vehicle 20 to travel on the course on which the operator is currently traveling. When it is determined that there is a possibility, the travel locus information D1a related to the travel locus L1 is not transmitted. Here, the alternative travel locus L2 is selected using the route selection means 16, and the alternative travel locus L2 is selected. It is also conceivable that the information related to the transmission / reception means 12 is transmitted from the transmission / reception means 12 to the transmission / reception means 22 to cause the second vehicle 20 to follow the alternative travel locus L2.

  During traveling on the alternative travel route L2 (step S25), the current position detection means 23, the inclination detection means 24, the image acquisition means 25, and the obstacle detection means 26 are used as in the case of traveling along the travel locus L1. The information D2 is acquired (step S04). Therefore, in this case, the accumulation of the current position information acquired by the current position detecting means 23 up to the time of arrival at the second point P2 (step S08, YES) is the second vehicle following the alternative travel locus L2. The travel locus information D2a generated by the information D2 accumulated until reaching the second point P2 is a travel locus acquired by the second vehicle 20 following the alternative travel locus L2. It means accumulation of information regarding L2a and its state (step S09).

  During traveling along the alternative travel route L2 (step S25), as described above, information obtained by the first vehicle 10 or the second vehicle 20 traveling in the past following the alternative travel route L2 is stored. If it is stored in the means 21 (or stored in the storage means 11 on the first vehicle 10 side and the information is received from the transmission / reception means 12 by the transmission / reception means 22), as step S05 in FIG. The “(difference information) ΔD calculation” is actually acquired by tracing the past alternative travel route L2 obtained by the storage of the storage unit 21 or the reception of the transmission / reception unit 22 as described above. This means that a value as difference information with respect to the information D2 is calculated, and the difference information “ΔD” as a criterion for determining whether or not there is a cause of travel stop in step S06 is also the difference information of this meaning. It is news. The same applies to the case where the second vehicle 20 stops traveling (step S31) during the forward travel following the travel locus L1, and then selects the alternative travel route L3 and travels outward (step S39). .

<2-4. When the second vehicle 20 stops traveling while traveling outward>
During travel of the second vehicle 20 following the travel locus L1, information between the information D1 and D2 (that is, information obtained by the inclination detection means 24 and the image acquisition means 25 at a certain current position, and the current information in the travel locus information D1a) When the difference information ΔD between the inclination detection means 14 and the image acquisition means 15 regarding the position exceeds the allowable range (step S06, NO), or even if the difference information ΔD is within the allowable range (step S06). If the obstacle detection means 26 detects an obstacle (YES in step S06), the determination means 27 determines that the second vehicle 20 should not continue to travel and the second The travel of the vehicle 20 is stopped (step S31), and travel stop information E2 notifying that the travel has been stopped is transmitted from the transmission / reception means 22 to the transmission / reception means 12 (step S). 32). The travel stop information E2 includes information on an abnormality (value exceeding the allowable range) in the difference information ΔD that causes the travel stop of the second vehicle 20, or an obstacle detected by the obstacle detection means 26. Information about objects shall be included. For example, while the second vehicle 20 travels following the travel locus L1, an obstacle that is not during travel of the first vehicle 10 is found at a certain point, and the second vehicle 20 avoids the obstacle. Information indicating a state in which it is determined that it is impossible to continue traveling as it is.

  When the travel stop signal E2 is received by the transmission / reception means 12, the operator who has driven the first vehicle 10 and has reached the second point P2 uses the information based on the travel stop signal E2 to Depending on whether to eliminate or avoid the cause of the travel stop of the vehicle 20, it is possible to take measures for causing the second vehicle 20 to reach the second point P2. If the cause is an obstacle at a certain point in the travel locus L1, it is conceivable that the operator drives the first vehicle 10 and goes to the travel stop position of the second vehicle 20 to remove the obstacle. When the obstacle is removed in this way, as in the above-described problem solving information E1a, the transmission / reception unit 11 transmits / receives to the transmission / reception unit 21 information for instructing the second vehicle 20 to resume traveling and that the problem has been solved. The problem solving information E2a is transmitted. In this case, since the first vehicle 10 has reached the travel stop position of the second vehicle 20, the state in which the obstacle has been removed is referred to as the current position detection means 23, the inclination detection means 24 of the second vehicle 20, Since the image acquisition means 25 can detect (that is, it is possible to determine whether or not the vehicle 20 can be restarted in step S34), the problem solving information E2a may be simply a signal for a restart command. Conceivable. Thus, the problem solving information E2a is received by the transmission / reception means 22 (step S33, YES), and the determination means 27 indicates the state in which the obstacle has been removed as the current position detection means 23, the inclination detection means 24, and the second vehicle 20. When it is determined by the image acquisition means 25 that the travel can be started (resumed) (step S02, YES), the second vehicle 20 resumes traveling along the travel locus L1 toward the second point P2. (Step S03).

  In the case where the cause of the stoppage cannot be immediately improved, such as when a slope that did not exist when the first vehicle 10 traveled due to a landslide or the like has occurred, the second vehicle 20 It is conceivable that the vehicle travels to the second point P2 using the alternative travel locus L3 that is the past travel locus of the first vehicle 10 or the second vehicle 20. In the example of FIG. 3, when an obstacle is encountered on the main road 7, the travel locus of the first vehicle 10 or the second vehicle 20 passing through the detour 8 is stored in the storage means 11 or 21. If this is selected as the alternative travel locus L3 and the alternative travel locus information D1c is acquired, the second vehicle 20 returns to the branch point to the detour 8 and the alternative travel locus L3 on the detour 8 It is conceivable that the vehicle travels to the second point P2 by following the route. Alternatively, when an obstacle is encountered on the branch path 8a, the detour 8 returns to the point where it bifurcates into the branch paths 8a and 8b, and from there, the alternative travel locus L3 on the branch path 8b is traced to the second. A case of traveling to the point P2 is also conceivable.

  The alternative travel locus L3 is automatically selected from the information acquired from the storage information in the storage means 21 (or by accessing the information stored in the storage means 11) in the second vehicle 20. Although it may be selected as the alternative travel locus L3, in the present embodiment, the operator who has driven the first vehicle 10 arbitrarily selects the route using the route selection unit 16, and the selection result is transmitted from the transmission / reception unit 12. It is based on the transmission to the transmission / reception means 22. That is, the second vehicle 20 that has stopped traveling (step S31) and has transmitted the traveling stop information E2 (step S32) does not receive the signal of the problem solving information E2a (step S33, NO), the alternative traveling locus When the information D1c and the signal of the travel start command SS are received (step S36, YES), the determination unit 27 determines whether or not traveling on the alternative travel locus L3 is possible based on the alternative travel locus information D1c ( Step S35). If it is determined that the vehicle cannot travel (step S35, NO), the travel stop information E2 including information on the cause of travel stop in the alternative travel locus information D1c is newly transmitted from the transmission / reception means 21 to the transmission / reception means 11 (step S22). ). Waiting for reception of the next signal from the first vehicle 10.

  If it is determined in step S35 that the vehicle can travel (YES), the vehicle 20 turns back in a U-turn or back to the starting point of the alternative travel locus L3 (the confluence of the travel locus L1 and the alternative travel locus L3) (step S37). ). Note that this starting point may be the first point P1. During this return travel, the information D2 obtained between the starting point of the alternative travel locus L3 and the travel stop point is reset (step S37). When the vehicle arrives at the starting point of the alternative travel locus L3 (step S37, YES), it starts unmanned driving travel along the alternative travel locus L3 (step S38), and during travel following this alternative travel locus L3, Information D2 is acquired using the current position detection means 23, the inclination detection means 24, the image acquisition means 25, and the obstacle detection means 26 (step S04). That is, the information D2 accumulated in the storage means 22 until reaching the second point P2 to generate the travel locus information D2a is traveled from the first point P1 to the starting point of the alternative travel locus L3 that is in the middle of the travel locus L1a. Information D2 acquired in the middle, and information D2 acquired during traveling from the return point to the second point P2 through the alternative traveling locus L3.

  Thus, the accumulation of the information D2 up to the time when the second vehicle 20 that has traveled using the alternative travel locus L3 reaches the second point P2 (step S08, YES) is the first point P1 of the second vehicle 20 from the first point P1. A travel locus L3a up to two points P2 is drawn, and travel locus information D2a relating to the travel locus L3a and its state is generated (step S09).

  As described above, as the information D2 obtained on the round trip between the return point and the travel stop position is reset, the travel by the travel of the second vehicle 20 using the alternative travel locus L3. The trajectory L3a indicates a trajectory of travel only in the forward direction 1 from the first point P1 to the second point P2, and does not include a trajectory reciprocated between the return point and the travel stop position. For example, as described above, there is an obstacle in the middle of the branch road 8a, where the second vehicle 20 stops traveling, and the detour 8 is turned back to the point where it bifurcates into the branch paths 8a and 8b, and passes through the branch path 8b. The alternative travel locus L3 when traveling to the potato cultivation site 5 as the second point P2 is from the warehouse 1a which is the first point P1 to the detour 8 via the main road 7 in front of the house 1 and the warehouse 1a. Entering and reaching the bifurcating branch point to the branch paths 8a and 8b of the detour route 8 indicates a route that travels along the detour route 8b to the potato cultivation place 5, and the travel stop position and the detour route 8 The route on the branch path 8a in which the second vehicle 20 has actually reciprocated between the bifurcated branch point is not included. This is because the purpose of storing the outward travel locus of the second vehicle 20 is to use it as the backward travel route of the second vehicle 20.

  Therefore, both the travel locus L2a and the travel locus L3a may overlap with the travel locus L1a following the travel locus L1 of the vehicle 1 from the first point P1 to the middle, and a route different from the travel locus L1. Or, it is common in that it is a traveling locus in the forward direction from the first point P1 to the second point P2 by following a route branched from the middle of the traveling locus L1. The distinction between the traveling locus L2a and the traveling locus L3a is defined as a result of the traveling locus L2a traveling to the second point P2 using the alternative traveling locus L2 set before starting traveling at the first point P1. On the other hand, the travel locus L3a travels to the second point P2 using the alternative travel locus L3 after an operation of stopping and turning back during the travel from the first point P1 to the second point P2. As a result, there is a difference in definition that it is defined.

  If the cause of the travel stop is not removed (the state where the vehicle 20 does not receive the problem solving information E2a (step S33, NO)), and there is no valid past travel track information D1c (one alternate travel track L3 is present). (Including the case where the second vehicle 20 has received the information D1c but is determined to be unable to start traveling, transmits new traveling stop information E2 and then has no valid alternative traveling locus L3) The first vehicle 10 needs to travel in order to newly generate the alternative travel locus L3 and the information D1c thereof. In addition, the alternative traveling locus L3 newly formed in this way may have the starting point as the first point P1, not in the middle of the traveling locus L1. However, even when a new travel locus is generated, the second vehicle 20 must return to the starting point of the alternative travel locus L3 and reset the information D2 during that time, as in the case of relying on the past travel locus. There is no change. Therefore, in the alternative travel locus information “D1c” in step S34 and the alternative travel locus “L3” in steps S36 to 38, the alternative travel locus newly generated by the first vehicle 10 traveling on another route in this way is used. The information D1c and the alternative travel locus L3 are included.

  Note that the information D2 acquired between the starting point of the alternative travel locus L3 and the travel stop position is reset. However, without resetting this, the cause of travel stop is included in the route separately from the information of the travel locus L3a. It is also conceivable to memorize it as information for letting you know that there is.

<3. Work system (work at the work site)>
The manned driving traveling first vehicle 10 is used for demarcating a region and a route in which the second vehicle 20 should work as a preparation for the second vehicle 20 to start work at the second point P2. The unmanned driving traveling second vehicle 20 performs work using wireless communication between the transmission / reception means 12 and 22 after reaching the second point P2, which is a work target site. Further, during the work by the unmanned driving of the second vehicle 20, the first vehicle 10 leaves the work and the operator takes a break, or goes out to the forest 2 as described above, for example, to collect firewood. It is used as a moving means for performing other work, or is used to perform a supplementary work for the work of the second vehicle 20. In the present work system, the operator uses the first vehicle 10 only in the scenes and areas necessary for establishing the work by the unmanned driving of the second vehicle 20 as described above. It is intended to ensure freedom of action of the operator during the work of the unmanned second vehicle 20 so as to be involved in the work, and it is used to secure such a state between the transmission / reception means 12 and 22. Wireless communication.

  In this manner, wireless communication between the second vehicle 20 and the first vehicle 10 (or the portable information terminal 18 removed from the first vehicle 10) is applied for work using the second vehicle 20. As modes, there are a first mode: definition of a work area or a work route, a second mode: designation of a processing point during work travel, and a third mode: stop of work travel. These are the image diagrams of FIGS. 6 to 9. The operation traveling control flowchart of the second vehicle in FIG. 10 will be described.

<3-1. First Mode: Definition of Work Area or Work Path>
The first vehicle 10 travels to demarcate the work area after reaching the second point P2, which is the work target site. As shown in FIG. 6, this is performed by causing the first vehicle 10 to travel by the operation of the operator and demarcating the travel locus L4 as a boundary of the work area. That is, during this travel, information D3 relating to the current position acquired by the current position detection means 13 of the first vehicle 10 is accumulated in the storage means 11, and the travel is completed and the acquisition / accumulation of information D3 is terminated. The accumulation of the information D3 so far is generated as travel locus information D3a that defines the travel locus L4 of the first vehicle 10. Preferably, information about the boundary state of the work area is also obtained by performing detection and image acquisition using the inclination detection means 14 and the image acquisition means 15 even during the travel for defining the travel locus L4. The information is collected in association with the information D3 regarding the current position, and is included in the travel locus information D3a. Thereby, the state in the region is also estimated from the grasp of the state of the boundary of the region, and the calculation accuracy of the work travel route W described later can be improved based on the estimation.

  The travel locus information D3a related to the travel locus L4 thus defined in the storage means 11 is transmitted from the transmission / reception means 12 to the transmission / reception means 22 of the second vehicle 20. The second vehicle 20 receives the travel locus information D3a by the transmission / reception means 22 (step S41, YES), and recognizes the work area based on the travel locus information D3 (that is, travel of the first vehicle 10). Recognize the locus L4 as the boundary of the work area). Then, the calculation means 29 calculates what work travel route W should be taken in order to travel as much as possible within the work area surrounded by the travel locus L4 (step S42). Then, the second vehicle 20 travels along the work travel route W determined by the calculation (step S43). The determination means 27 receives the result of the calculation of the work travel route W, and the determination unit 27 performs the work travel of the second vehicle 20 as in the above-described determination of permission / non-permission of starting the forward travel (see step S02 in FIG. 5). It may be possible to determine whether to permit or not to start the service.

  As described above, as a process of defining the work area and the work travel route of the second vehicle 20, the area where the second vehicle 20 should work only by traveling on the line serving as the boundary of the work area. Since the second vehicle 20 automatically travels by calculating the work travel route W in the area, the operator actually drives the first vehicle 10 prior to the work travel of the second vehicle 20. Thus, the distance traveled is short, leading to an increase in free time for the operator driving the first vehicle 10.

  Alternatively, as shown in FIG. 7, the work travel route W of the second vehicle 20 may be defined along the travel locus L5 of the first vehicle 10 driven by the operator. In defining the work travel route W for the second vehicle 20, information D4 (FIG. 1 or FIG. 1) using the current position detection means 13, the inclination detection means 14, and the image acquisition means 15 while the first vehicle 10 is traveling. 2), the travel locus L5 is defined, and the travel locus L5 and the travel locus information D4a related to the state are transmitted to the second vehicle 20 side using the transmission / reception means 12 and 22. Here, using the calculation means 29, for example, the slope condition information in the travel locus information D4a and the like so as to be a work travel path suitable for the work travel of the second vehicle 20 in terms of the headland turning radius, for example. Thus, if a point inappropriate for traveling of the second vehicle 20 is included on the travel locus L5, the demarcation value of the travel locus L5 is corrected so as to avoid the passage, and thus corrected. It is preferable that the route defined by the determined values is the work travel route W. In addition, as in the above-described determination of permission / non-permission of starting the forward travel (see step S06 in FIG. 5), the determination unit 27 may determine permission / non-permission regarding the start of work travel of the second vehicle 20. Conceivable. For example, the determination means 27 determines that it is inevitable that the vehicle travels on an inappropriate slope for traveling the second vehicle 20 in spite of the calculation of the work travel route W suitable for the second vehicle 20 as described above. In such a case, the traveling stop information may be transmitted from the transmission / reception means 22 to the transmission / reception means 12 (see step S21 in FIG. 5), and the operator may be encouraged to improve.

  As described above, the process of defining the work travel route of the second vehicle 20 as shown in FIG. 7 is a method of demarcating the boundary of the work area on the travel locus L4 of the first vehicle 10 as shown in FIG. Compared to the above, although the distance traveled by the operator driving the first vehicle 10 is increased, the operator actually travels the first vehicle 10 prior to the work travel of the second vehicle 20. Since the work travel environment can be well understood, it is considered that a work travel route more suitable for the second vehicle 20 can be set with high accuracy.

  In addition, in the embodiment shown in FIG. 6 or in the embodiment shown in FIG. 7, the manned driving of the first vehicle 10 for demarcation of the boundary of the work area (travel locus L4) or the work travel route (travel locus L5). The traveling may be performed by the time when the second vehicle 20 should start work. Here, the forward system by the manned driving of the first vehicle 10 prior to the second vehicle 20 without the operator having to worry about the unmanned driving traveling state of the second vehicle 20 by the moving system for the forward traveling as described above. By traveling, the operator can quickly reach the second point P2, which is the work target location, and if the transmission timing of the traveling locus information D1a is adjusted, the time zone of the outward traveling by the unmanned operation of the second vehicle 20 Therefore, it is possible to secure a time margin for running the first vehicle 10 for manned driving in order to define the boundary of the work area for the second vehicle 20 or the work travel route. In other words, the travel system for the forward travel as described above has an effect of improving the degree of freedom of travel for the forward travel of the first manned driving travel vehicle 10, which is also the first in the work target site (P 2). This produces an effect that a margin is provided in the preparation process for the work of the second vehicle 20 using one vehicle 10. Thus, establishing a good mobile system is also for establishing a good working system.

<3-2. Second aspect: designation of processing points during work travel>
FIG. 8 illustrates a state of harvesting work of an underground crop (here, potato) using the present system as an example to which the second mode is applied. The tractor as the second vehicle 20 is mounted with a digger 20a, and the second vehicle 20 travels on the work travel route W while digging potatoes on the ground by the digger 20a. While traveling along the work travel route W, the second vehicle 20 designates a processing point P3 (P3a, P3b, P3c) at which the first vehicle 10 should come and perform processing. In this case, the processing point P3 refers to a point where the amount of potato that has been dug reaches one loading unit (for example, one container). Therefore, the second vehicle 20 obtains information D5 for demarcating the processing point P3 while working and traveling (step S44), and the arithmetic means 29 performs arithmetic processing on the basis of the information D5. A point P3 is defined (step S45). As the information D5, for example, if the planting amount with respect to the travel distance is determined to be constant, the detection data of the current position detection means 23, the normal travel distance detection means, and the like is the information D5, and these are used. The processing point P3 can be determined based on the calculated travel distance. Alternatively, using the image acquisition means 25, the image of the harvested digging up is used as information D5, and the number of digging up of the harvesting is counted based on the image, and the count number and the current position detection means 23 detect it. It is good also as what defines based on the information of the present position to perform. Or it is good also as a thing provided with the detection means and calculating means for exclusive use for demarcation of the processing point P3 suitable for the kind of the operation | work.

  Information generated by such calculation processing is transmitted from the transmission / reception means 22 to the transmission / reception means 12 as processing point information D5a that defines the processing point P3 (step S46). The processing point information D5a may be transmitted after the entire process of the work by the second vehicle 20 is completed, or each time one processing point P3 is designated, the processing point related to the processing point P3 is sequentially specified. Information D5a may be transmitted. Moreover, it is good also as what can set the transmission timing of the process point information D5a using the portable information terminal 18.

  Note that the processing point P3 (P3a, P3b, P3c) may be calculated before the second vehicle 20 travels using the calculation function of the portable information terminal 18 provided in the first vehicle 10. obtain. In this case, the information on the processing point P3 determined on the first vehicle 10 side is transmitted to the transmission / reception means 20 of the second vehicle 20 and stored in the storage means 21, so that the second vehicle 20 is working. When it is detected that the vehicle has passed through each processing point P3 based on the stored information on the processing point P3, information is sent and received to notify that the second vehicle 20 has passed through each processing point P3 each time. It may be transmitted to the means 12. On the first vehicle 10 side, every time an information signal about the passage of the processing point P3 from the second vehicle 20 is received, it can be recognized that the second vehicle 20 has finished the work so far.

  A crop that has been excavated to the ground along the work travel path W by the operator driving the first vehicle 10 so that the second vehicle 20 is chased after the work travel of the second vehicle 20 or after the second vehicle 20 is working. (Potato) is loaded on the first vehicle 10. Here, in the harvesting work by the first vehicle 10, the processing point information D5a received by the transmission / reception means 12 is used. The operator of the first vehicle 10 determines how much the work by the second vehicle 20 has progressed based on the processing point information D5a that defines the processing point P3 (P3a, P3b, P3c) It is possible to know how many processing points P3 there are and where each processing point P3a, P3b, P3c is, and based on that information, the first vehicle 10 is driven and each processing point P3a, Heading to P3b and P3c, for example, collecting the digged potatoes into a container and loading the first vehicle 10 into the container.

  Specifically, the first vehicle 10 is first stopped at the processing point P3a, and potatoes dug on the ground along the work travel route W from the point where the second vehicle 20 starts working to the processing point P3a. The operator who gets off the first vehicle 10 collects in one container while walking along the work travel route W. Since each processing point P3 is calculated to be a point where one container becomes full, just when all the potatoes from the point where the second vehicle 20 starts working to the processing point P3a are collected, When full, the operator loads this container onto the loading platform of the first vehicle 10. Since the first vehicle 10 is stopped at the processing point P3a, the distance for the operator to carry a heavy container filled with potatoes to the loading platform of the first vehicle 10 is very short, and the excavated potatoes which are manually operated The burden of collection and loading work is reduced. Thus, when loading of the potatoes into the first vehicle 10 at the processing point P3a is completed, the operator moves the first vehicle 10 by manned driving to the next processing point P3b, and the first vehicle at the processing point P3b. 10, the operator getting off the first vehicle 10 collects the potato dug up on the ground along the work travel path W from the processing point P3a to the processing point P3b into a container, and at the processing point P3b, the potato is recovered. The container filled with is loaded on the loading platform of the first vehicle 10. When loading at the processing point P3b is completed, the first vehicle 10 is moved to the processing point P3c, and a potato is collected from the processing point P3b to the processing point P3c and a container is loaded at the processing point P3c. In this manner, by performing the harvesting / loading work by stopping the first vehicle 10 at each processing point P3, the burden of the work manually is reduced, and an efficient harvesting work can be realized.

  Moreover, the collection | recovery using the work 1st vehicle 10 is carried out after the 2nd vehicle 20 complete | finishes all the work processes, such a work that stops the work 1st vehicle 10 in each process point P3. At the time of starting the loading operation, all of the processing points P3 are grasped by the operator of the first vehicle 10, and the operator drives the first vehicle 10 and follows the processing movement route T that can move efficiently, The processing point P3a to the last processing point P3c can be visited in order, and the collection and loading of all the harvested products can be completed. In this way, the processing point P3 that can reduce manual labor and enable efficient harvesting and loading is automatically calculated by the calculation means 29 of the second vehicle 20, and the processing point Since the processing point information D4 regarding P3 is transmitted to the transmission / reception means 12 by wireless communication, the operator of the first vehicle 10 does not have to constantly monitor how much the work progress of the second vehicle 20 is (for example, When the first vehicle 10 goes to one processing point and finishes the processing, the second vehicle 20 returns to the standby position during the work, and the second vehicle 20 goes to the next processing point P3b. Without having to repeat travel or move the first vehicle 10 by following the work travel route W of the second vehicle 20 so as to follow the second vehicle 20), rest until the entire work process is completed Take extra time What can work, also, it is possible to also performs processing operations itself manual operator efficiently.

  As the harvesting work using the wireless communication between the transmission / reception means 12 and 22, the first vehicle 10 can be unmanned, and the unmanned traveling is performed based on the position information from the second vehicle 20 that is working. The first vehicle 10 is accompanied by the second vehicle 20, or after the second vehicle 20 is working, the first vehicle 10 travels unattended along the work travel route W. In the vicinity of the first vehicle 10, the operator It is also conceivable that the harvested material dug up on the ground is collected and loaded on the first vehicle 10. In this case, it is conceivable that the processing point P3 is a point at which the first vehicle 10 automatically stops. For example, first, the first vehicle 10 is stopped at the processing point P3a, and the operator collects the harvest and loads the harvest on the first vehicle 10 on the ground. When the loading operation on the first vehicle 10 stopped at the processing point P3a is completed, the next processing point is transferred to the first vehicle 10 by the portable information terminal 18 which is removed from the first vehicle 10 and carried. The travel to P3b is commanded, and the first vehicle 10 goes to the processing point P3b by unmanned travel and stops there. The operator collects the harvest to be loaded on the second vehicle 20 stopped at the processing point P3b and loads it on the second vehicle 20. When the loading of the harvested product on the second vehicle 20 that stops at the processing point P3b is completed, the second vehicle 20 is unattended, stopped at the processing point P3c, and stopped at the processing point P3, as described above. The harvested product is collected and loaded on the second vehicle 20.

<3-3: Stopping work travel>
For some reason, when the second vehicle 20 stops working, the fact that it has stopped and information on the stop position P5 are transmitted from the transmission / reception means 22 to the transmission / reception means 12, and the operator of the first vehicle 10 Based on the received information, the first vehicle 10 is caused to travel to the stop position P5 of the second vehicle 20 to eliminate the cause. There are two main reasons for this stoppage of travel.

  First, when an obstacle is on the ground or when an unexpected trouble such as a failure of a work machine mounted on the second vehicle 20 as a tractor occurs, the operator of the first vehicle 10 waits for trouble handling. It is a case that must be done. The trouble can be grasped by acquiring an image by the image acquisition means 25 and detection by the obstacle sensor 26 while the vehicle is running, as well as an engine trouble or a trouble of the work machine (elevating device works well). If the second vehicle 20 is provided with trouble detecting means such as that provided in a normal tractor, such as detecting means for not driving, etc., trouble can be detected using this. The operator of the first vehicle 10 recognizes the fact of the travel stop of the second vehicle 20 and the trouble content of the cause of the stop based on the information received by the transmission / reception means 12, and drives the first vehicle 10 to the stop position P4. Head over to troubleshoot. The determination means 26 confirms that the trouble has been removed, and decides to resume the work traveling of the second vehicle 20.

  In the flowchart of FIG. 10, the cause in the case where a travel stop cause occurs while the second vehicle 20 is performing a harvesting (digging up a submerged crop) while specifying the processing point P3. The removal process is shown. That is, when the signal of the travel stop information E3 indicating the travel stop position and the travel stop factor is acquired (detected) in the second vehicle 20 during the work travel (step S47), the determination unit 27 should stop traveling. The second vehicle 20 is stopped there (step S48), and the travel stop information E3 including the specification of the stop position P4 and the stop factor is transmitted from the transmission / reception means 22 to the transmission / reception means 12 (step). S49) Thereby, the operator who grasps the work travel stop information E3 drives the first vehicle 10 and goes to the stop position P4 to remove the travel stop factor. Thus, when the work travel stop information E3 is resolved, the problem solving information E3a, which is information related to the travel start command and problem solving (the cause of travel stop being removed), is transmitted from the transmission / reception unit 12 to the transmission / reception unit 22. Is done. When the problem solving information E3a is received by the transmission / reception means 22 (step S50, YES), the second vehicle 20 resumes (digs up) the work travel (step S43), and acquires information D5 during the work travel. The process of defining the processing point P3 is continued (steps S44 and S45).

  Another of the two major causes of stoppage of travel is due to the nature of the work currently being performed, so that the work travel inevitably stops and the first vehicle 10 comes to the stop position P5 to resume the work. This is a case where it is necessary to wait for the process. For example, FIG. 9 shows a state of seeding work or fertilization work by unmanned traveling of the second vehicle 20, which is a tractor equipped with a work machine 20b for fertilization work or sowing work, such as a sowing machine, a fertilizer machine, or a fertilizer seeding machine. Is shown. During such seeding work or fertilization work, when the seed hopper of the seeding machine or the fertilizer container of the fertilizer application machine that is the work machine 20b attached to the second vehicle 20 becomes empty, the second vehicle 20 starts working. The operator stops and stops at the stop position P4 with the first vehicle 10 to replenish seeds and fertilizer. In this case, the second vehicle 20 is provided with detection means for detecting the seed amount, fertilizer amount, etc., and when the lack of seeds, fertilizer, etc. is detected by the detection means, the determination means 26 stops traveling. Judging what should be done, the transmission / reception means 22 transmits to the transmission / reception means 12 the stop of traveling, the cause of the stop of traveling, and the work travel stop information E3 regarding the stop position P4. The operator of the first vehicle 10 recognizes the lack of seeds and fertilizer in the second vehicle 20 based on the information received by the transmission / reception means 12, drives the first vehicle 10 and heads to the stop position P4, and then seeds and fertilizer. Perform replenishment work. The determination means 26 confirms that the replenishment work has been completed, and decides to resume the work travel of the second vehicle 20.

  As can be seen from the above description, the flowchart of FIG. 10 shows, as an example of the flow of the first mode, the second vehicle 20 after the first vehicle 10 defines the boundary of the work area as shown in FIG. As an example of the flow that defines the work travel route in the work area within the boundary and the flow of the second mode, the second vehicle 20 performs the excavation work travel of the soil crop (potato) as shown in FIG. The third vehicle 10 is combined with the flow of harvesting work in which the first vehicle 10 is used for collection and loading. The third mode is the excavation work traveling of the second vehicle 20 as the second mode. The flow assumes that the second vehicle 20 determines whether or not to stop traveling due to the occurrence of a travel stop factor. As described above, the flowchart of FIG. 10 is a combination of examples of the first mode, the second mode, and the third mode. On the other hand, the second mode does not appear depending on the type of work, such as the above-described sowing or fertilization work, and there is a combination of the first mode and the third mode.

  Here, from a different point of view, replenishment of seeds and fertilizer in sowing work and fertilization work is a processing work performed by an operator who operates the first vehicle 10 in order to establish the work. The stop position P4 as a point can be said to be a kind of processing point. That is, like the processing point P3 defined by the harvesting operation described above, the first vehicle 10 performs the processing operation there, but the processing operation requires the second vehicle 20 to be stopped. Therefore, as a result, the processing point becomes the travel stop position P4 as in the case of the trouble processing. In other words, using this work system, the harvesting operation shown in FIG. 8 is performed as an operation that is performed in such a manner that the second vehicle 20 for unmanned driving travels and the first vehicle 10 for manned driving assists the work. 9 and the sowing or fertilization work shown in FIG. 9, the harvesting work belongs to the second mode in which the second vehicle 20 designates the treatment point P3 while continuing the work travel, and the sowing or fertilization work is The second vehicle 20 belongs to the third mode in which the stop position P4 for stopping the work travel is designated. And about the designation | designated of the stop position P4 for the trouble processing which belongs to another 3rd aspect, as shown in FIG. 10, it can exist also during the harvesting work driving | running | working which belongs to a 2nd aspect, and sowing which belongs to a 3rd aspect. Or during fertilization work.

  Therefore, although the seeding of the second vehicle 20 and the fertilization work traveling are not shown as a flowchart, the flow of steps S41 to S43 and steps S47 to S50 of FIG. 10 is used. Here, the work travel stop information E3 (definition of the stop position P4) includes work travel stop information for supplementing seeds and fertilizers and work travel stop information for other trouble processing.

  As described above, the operator can know the fact that the second vehicle 20 during work travel has stopped traveling, the stop position P4, and the information on the cause of the travel stop by receiving the transmission / reception means 12. For example, if the portable information terminal 18 removed from the first vehicle 10 is carried when taking a break after getting off the first vehicle at a resting place or the like provided in any place in the site, transmission / reception of the portable information terminal 18 The information received by the means 12 can be grasped, and the second vehicle 20 that has stopped running can be appropriately dealt with.

<4. Return route movement system (return trip from the target site)>
For example, in the case of the potato harvesting operation as described above, the second vehicle 20 completes all the excavation operations, and then the harvesting / loading operation is performed on the first vehicle 10 by the operation of the operator. During the work on the first vehicle 10 at the two points P2, it is conceivable that the second vehicle 20 travels back to the first point P1. That is, prior to the first vehicle 10, the second vehicle 20 is caused to travel on the return road by unmanned operation. Therefore, a backward movement system using wireless communication as shown in FIGS. 11 and 12 is applied.

  When the second vehicle 20 travels in the backward direction, in the storage means 21 of the second vehicle 20, the travel path information D2a, that is, the travel path of the second vehicle 20 following the travel path L1 of the first vehicle 10 is described. Information on L1a and the state thereof, or the travel locus L2a or L3a along the alternative travel routes L2 and L3 and the state thereof is stored. Therefore, when the operator of the first vehicle 10 issues a travel start command SS toward the second vehicle 20 and a signal of the travel start command SS is received by the transmission / reception means 22 (YES in step S61 in FIG. 12), 2 The vehicle 20 reads the travel locus information D2a (step S62 in FIG. 12). Here, for example, when there is a step on the travel locus L1a, L2a or L3a, depending on the shape of the step, etc., it may be possible to run on the outward trip, but not on the reverse trip in the opposite direction. Similarly to the time, before starting the travel, the determination means 27 determines whether or not the travel should be started (step S63). When it is determined that the travel can be started (step S63, YES), the second vehicle 20 departs from the second point P2, and travels backward on the travel locus L1a, L2a, or L3a obtained during the forward travel to the first point P1 (step S64).

  While the second vehicle 20 travels in the backward direction by following the outward travel trajectories L1a, L2a, and L3a based on the outward travel trajectory information D2a, the current position detection means 23, the inclination detection means 24, and the image acquisition The information D6 is collected using the means 25 and the obstacle detection means 26 (step S65), and the corresponding information in the information D6 and the travel locus information D2a acquired and stored in the storage means 21 at the time of outward travel. A parameter value as difference information ΔDa between both pieces of information by comparing D2 (that is, the inclination state / image / obstacle information of information D6 at the same current position and the inclination state / image / obstacle information of information D2) (Hereinafter, simply “difference information ΔDa”) is calculated (step S66), and the difference information ΔDa is within an allowable range for determining whether or not to stop traveling (step S67, YES). One obstacle detection unit 26 does not detect an obstacle (step S68, NO) case, traveling locus L1a towards the first point P1, to continue the running of follow the L2a or L3a. When the second vehicle 20 reaches the first point P1 (step S69, YES), the acquisition of the information D6 by the position detection means 23, the inclination detection means 24, and the image acquisition means 25 ends (step S70). Preferably, the operator is informed that the first vehicle 10 has reached the first point P1 by transmission from the transmission / reception means 22 to the transmission / reception means 12.

<4-1. When the second vehicle 20 does not start the return trip>
If the determination unit 27 determines that the travel should not start at the second point P2 (step S63, NO), the travel stop information E4 is transmitted from the transmission / reception unit 22 to the transmission / reception unit 12 (step S71). The operator can know the cause of the second vehicle 20 not starting the return trip from the travel stop information E4 received by the transmission / reception means 12. The operator goes to the first vehicle 10 where the event causing it occurs to solve the problem, and transmits the problem solving information E4a from the transmission / reception means 12 to notify that the problem has been solved. When the transmission / reception means 22 receives the problem solving information E4a (step S72, YES) and the determination means 27 permits the start of travel (step S63, YES), the second vehicle 20 reverses the outward travel locus and returns. In order to travel (step S64), the vehicle departs from the second point P2. Further, the operator who has grasped the travel stop information E4a may take a means of selecting another route using the route selection means 16 rather than solving the problem (removing the cause of travel stop) (selecting another route). Can be automatically performed in the second vehicle 20).

  For this other route, as in the forward travel, one of the past travel trajectory of the first vehicle 10 and the travel trajectory of the second vehicle 20 is selected as the alternative travel trajectory L2b. When the travel locus of the first vehicle 10 is set as the alternative travel locus L2b, the return travel follows the travel locus of the first vehicle 10 in reverse. Further, when a past travel locus that can be selected as the alternative travel locus L2b is not obtained, the first vehicle 10 moves to the first point P1 prior to the second vehicle 20, and the travel locus generated thereby is displayed. Let it be an alternative travel locus L2c. In this case, the second vehicle 20 travels unattended to the first point P1 by following the travel trajectory of the first vehicle 10 as in the forward travel, but travels at the second point P2 in the backward travel. All of the travel trajectories selected from the travel trajectories L1a, L2a, and L3a obtained by the forward travel before starting are referred to as alternative travel trajectories L2b.

  When the alternative travel locus L2c is selected in this way, and the transmission / reception means 22 receives the travel locus information D2b and the signal of the travel start command SS, the determination means 27 determines whether to permit or not to start the travel (step). If it is determined that the travel can be started (step S74, YES), the second vehicle 20 travels in the backward direction following the alternative travel locus L2c (step S75). Further, difference information ΔDa (calculated by comparison with alternative travel locus information D2b in this case) for confirming whether or not there is a cause of the travel stop is calculated even while traveling along alternative travel locus L2c. For this reason, the information D6 is acquired (steps S65 and S66).

<4-2. When the second vehicle 20 stops traveling while traveling on the return path>
As described above, a value exceeding the allowable range is detected in the difference information ΔDa calculated while the second vehicle 20 is traveling on the return road (step S67, NO), or the obstacle detection means 26 If an obstacle is detected (step S68, YES), the determination means 27 determines that the travel cannot be continued and stops the second vehicle 20 on the spot (step S81). Then, a travel stop signal E5 including information on the travel stop, the travel stop position, the cause of the travel stop, and the like is transmitted from the transmission / reception means 22 to the transmission / reception means 12 (step S82), and the operator of the first vehicle 10 The state of the travel stop of the second vehicle 20 on the return path is recognized. Based on the information received by the transmission / reception means 12, the operator drives the first vehicle 10 and goes to the travel stop position of the second vehicle 20 (or halfway through the return travel of the first vehicle 10 after completing all work steps). When the cause of the stop of the travel of the second vehicle 20 is removed, the signal of the problem solving information D2c including at least the signal of the travel start command is sent to the second vehicle 20 Send to. In the second vehicle 20, when the problem solving information D2c is received (step S83), the determination unit 27 determines whether the traveling can be started (step S63), and if it is determined that the traveling can be started (step S63). , YES), unattended traveling is resumed by following the traveling locus L1a, L2a or L3a in the reverse direction (step S64).

  Further, the operator determines that the cause of the travel stop on the route cannot be removed based on the information in the travel stop signal E5, and uses the above-described route selection means 16, etc. When L3b is selected, the alternative travel locus information D2c is transmitted. In the second vehicle 20, when the alternative travel locus information D2c is received (step S84, YES), the determination unit 27 determines whether or not the travel can be started based on the alternative travel locus information D2c (step S85). ). If it is determined that the vehicle can travel (step S85, YES), the vehicle 20 makes a U-turn or back to the starting point of the alternative travel locus L3b (the confluence of the travel locus L1a, L2a or L3a and the alternative travel locus L3b). Return (step S86). When arriving at the starting point of the alternative travel locus L3b (step S87, YES), the unmanned driving travel following the alternative travel locus L3b is started (step S88), and during the travel following the alternative travel locus L3b, Information D6 is acquired using the current position detection means 23, the inclination detection means 24, the image acquisition means 25, and the obstacle detection means 26 (step S65), and difference information ΔDa (in this case, alternative travel locus information D2c). And the difference information ΔDa) is calculated.

  The alternative travel locus L3b is selected from those that can be acquired from the past travel locus of the first vehicle 10 and the past travel locus of the second vehicle 20, similarly to the alternative travel locus L2b. If there is no valid past travel locus stored, the first vehicle 10 newly travels in the backward direction, generates an alternative travel locus L3b and its information D2c, and passes the alternative travel locus information D2c to the second vehicle 20. Shall be sent.

  In addition, it is also conceivable to store the trajectory of the second vehicle 20 traveling backward from the second point P2 to the first point P1 as an alternative traveling trajectory for the subsequent backward travel from the same second point P2. In this case, the information D6 corresponding to the return (step S86) from the travel stop position to the starting point of the alternative travel locus L3b may be deleted for the same reason as when the travel is stopped during the forward travel. Alternatively, as described above, the corresponding information D6 may be stored as information for notifying that the route has a cause of travel stop.

  The mobile system using the wireless communication by the manned vehicle and the unmanned vehicle according to the present invention can be applied in various fields and uses other than the disclosed embodiment.

10 (Manned) first vehicle (utility vehicle)
20 (Unmanned) Second vehicle (tractor)
11, 21 Storage means 12, 22 Transmission / reception means 13, 23 Current position detection means 14, 24 Inclination detection means 15, 25 Image acquisition means 16 Route selection means 18 Portable information terminal 26 Obstacle detection means 27 Determination means 29 Calculation means P1 First 1 point (base when not working)
P2 Second point (work site)
L1 (Vehicle 10) travel locus L1a (Vehicle 20) travel locus L2 Alternative travel route L2a (Vehicle 20) travel locus L3 Alternative travel route L3a (Vehicle 20) travel locus D1 (Acquired during forward travel of vehicle 10) Information D1a (outward path of the vehicle 10) travel locus information D2 (acquired during the forward travel of the vehicle 20) information D2a (outward path of the vehicle 20) travel trajectory information D6 (acquired during the backward travel of the vehicle 20) information ΔDa Difference information (between information D6 and information D2)

Claims (4)

A moving system for a first vehicle that is a manned traveling work vehicle and a second vehicle that is an unmanned traveling working vehicle,
A wireless communication system that enables transmission of information between the first vehicle and the second vehicle;
The second vehicle receives, in the wireless communication system, the first traveling locus information related to the first traveling locus and the state of the first vehicle, and the first traveling locus is based on the first traveling locus information. The vehicle travels unattended along the trajectory, acquires the second travel trajectory of the second vehicle and the second travel trajectory information relating to the second travel trajectory, and traces the second travel trajectory in reverse based on the second travel trajectory information. A working vehicle moving system characterized by being capable of unmanned traveling.   Difference information is obtained from the current position acquired during the unmanned traveling of the second vehicle following the second traveling locus, information on the state of the second vehicle and its surroundings, and the second traveling locus information. Based on the calculated difference information, it is determined whether to continue or stop the unmanned traveling, and when stopping, the wireless communication system uses the traveling stop information, which is information regarding the traveling stop position and the traveling stop cause, The work vehicle moving system according to claim 1, wherein the work vehicle is transmitted to the first vehicle.   In addition to the first traveling locus information and the second traveling locus information, the second vehicle has the first vehicle or the second vehicle that reaches the destination of unmanned traveling following the second traveling locus in reverse. It is possible to acquire alternative travel locus information regarding the alternative travel locus and its state, select the alternative travel locus based on the alternative travel locus information, and follow the selected alternative travel locus to enable unmanned travel. The work vehicle moving system according to claim 1 or 2, wherein 4. The portable information terminal capable of transmitting and receiving information using the wireless communication system is provided in the first vehicle. 5. Work vehicle moving system.

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