JP2018085960A - Agricultural working machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure safety traveling when climbing a slope.SOLUTION: An agricultural working machine includes a control device C for performing autonomous travel of a machine body along a climb path Lt going from a field side starting point position S1 to an outlet position Pe toward a farm road via a slope. The left/right inclination angle detection means 89 is provided for detecting a left/right inclination angle γ1 of the machine body in the middle of climbing the slope, and it is configured to stop and control the machine body when the left/right inclination angle γ1 of the machine body exceeds a pre-set safety limit left/right inclination angle γ0. An ideal starting point position Sn to an outlet position Pe toward a farm road is calculated and set, and it is configured to return to a field by backward traveling control in the ideal starting point position Sn direction after the machine body is stopped and controlled. Further, a displacement amount ε between a starting point return point Sp and the ideal starting point position Sn is calculated. When this displacement amount ε is not more than a pre-set basis displacement amount ε0, an ideal climb path Ls toward the outlet position Pe to the farm road is set and the machine body is subjected to forward movement travel control along the ideal climb path Ls.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an agricultural work machine that works while traveling in a farm field such as a tractor, a rice transplanter, and a control work machine, for example, and relates to a traveling control system for safely traveling the agricultural work machine on a slope.

  For example, there is a known technique for reliably detecting the time when a user rides on a farm road when he or she goes up a slope from a lower farm field, rides on a farm road, and automatically turns the aircraft on the farm road (Patent Document 1).

Japanese Patent Laid-Open No. 9-13

  By the way, in the said patent document 1, it detects the boarding time to a farm road, and there is no consideration about the runnability and safety in the middle of going up an inclined surface. In particular, in an agricultural work machine that automatically travels, the intention of the operator is not transmitted and there is a risk of falling.

  An object of this invention is to provide the agricultural working machine which can perform the safe driving | running | working when climbing an inclined surface.

  In view of the above, the present invention takes the following solution.

  The invention according to claim 1 is an agricultural work machine including a control device C that autonomously travels along the climbing path Lt from the farm-side climbing position S1 to the exit position Pe to the farm road through the inclined surface. A left / right tilt angle detecting means 89 for detecting the left / right tilt angle γ1 of the aircraft is provided, and the control device C stops the aircraft when the left / right tilt angle γ1 of the aircraft exceeds a preset safety limit left / right tilt angle γ0. Agricultural work machine configured to be controlled.

  The invention according to claim 2 calculates and sets an ideal climbing position Sn with respect to the exit position Pe to the farm road in claim 1, and the control device C performs the ideal climbing position after the airframe stop control. It was set as the structure which carries out reverse running control to Sn direction, and returns to an agricultural field.

  The invention according to claim 3 is the point according to claim 2, wherein the point returning to the field is defined as the climbing point return point Sp, and the amount of deviation ε between the climbing point return point Sp and the ideal climbing point position Sn is calculated. When the deviation amount ε is equal to or less than a preset reference deviation amount ε0, the control device C sets an ideal climb path Ls toward the exit position Pe to the farm road, and moves the aircraft along the ideal climb path Ls. The forward traveling control is adopted.

  According to a fourth aspect of the present invention, in the third aspect, when the deviation amount ε is equal to or larger than a reference deviation amount ε0, the control device C moves from the climbing point return point Sp to the exit position Pe to the farm road. The uphill path Lt to which it heads is newly set, and it is configured to autonomously control the aircraft to approach the ideal climb position Sn by repeating forward travel along the new uphill path Lt and reverse travel from the middle of the inclined surface. .

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects of the present invention, a front / rear inclination angle detecting means 89 for detecting a front / rear inclination angle δ of the airframe is provided, and the control device C includes The forward / backward traveling control is permitted when the front / rear inclination angle δ is less than a preset safety front / rear inclination angle δ0, and when the front / rear inclination angle δ detects a substantially horizontal state, the end of climbing of the aircraft is determined.

  According to a sixth aspect of the present invention, in the fifth aspect of the present invention, the control device C controls the forward travel or reverse travel of the airframe when the longitudinal tilt angle δ of the airframe exceeds the safe longitudinal tilt angle δ0. Was suspended and the aircraft was stopped.

  According to the first aspect of the present invention, the vehicle can autonomously travel along the uphill path Lt from the farm-side climbing position S1 to the exit position Pe to the farm road through the inclined surface, and traveling to the farm road is easy. The aircraft can be safely climbed because the aircraft is controlled to stop when the left and right tilt angle γ1 of the aircraft during the climbing is monitored and the preset safety limit left and right tilt angle γ0 is exceeded.

In addition to the effect of claim 1, the inventions of claims 2 to 4
The aircraft that stopped safely during the climbing can travel backward toward the preset ideal climb position Sn, and when returning to the climb, calculate the amount of displacement ε between the climb return point Sp and the ideal climb position Sn. When the deviation amount ε is equal to or less than a preset reference deviation amount ε0, an ideal climbing path Ls toward the exit position Pe to the farm road is set, and the aircraft is controlled to travel forward along the ideal climbing path Ls. You can drive the aircraft safely and reliably. When the deviation amount ε is equal to or larger than the reference deviation amount ε0, the aircraft autonomous traveling along the uphill route Lt from the climbing point return point Sp to the exit position Pe to the farm road can be repeatedly performed, and the climbing point returns gradually. The point Sp can be brought close to the ideal climbing position Sn.

  In addition to the effects described in claims 1 to 4, the inventions described in claims 5 and 6 allow forward travel control when the longitudinal inclination angle δ of the fuselage is less than a preset safety longitudinal inclination angle δ0. When the inclination angle δ exceeds the safety front / rear inclination angle δ0, the traveling is stopped to ensure safety. In addition, when the front / rear inclination angle δ detects a substantially horizontal state, it is determined whether or not the aircraft has finished climbing, so that it is possible to confirm the certain climbing end.

It is a side view of the tractor of the Example of this invention. It is a motive power transmission mechanism figure of the tractor of an Example same as the above. It is a control block diagram of the tractor of an Example same as the above. (A) (B) It is an information communication control schematic diagram in an Example same as the above. (A)-(C) It is a schematic diagram which shows the tractor uphill situation of an Example same as the above. It is a flowchart in an Example same as the above. It is a flowchart in an Example same as the above. (A)-(D) It is a schematic diagram which shows the positional relationship in operation | work of the autonomous traveling tractor and a manual traveling tractor in an Example same as the above. It is a flowchart in an Example same as the above. It is a flowchart in an Example same as the above. (A) (B) It is a schematic diagram which shows the imaging | photography area by the tractor installation camera in an Example same as the above. It is a flowchart in an Example same as the above. It is a flowchart in an Example same as the above. It is a flowchart in an Example same as the above. (A) (B) It is a schematic diagram which shows the obstruction confirmation condition by the tractor installation camera and distance sensor in an Example same as the above. (A) (B) It is another schematic diagram which shows the obstruction confirmation condition by the tractor installation camera and distance sensor in an Example same as the above.

  Embodiments of the present invention will be described with reference to the drawings. The farm work management system of this embodiment is employed in a tractor 1 as an example of an agricultural machine. The tractor 1 is a tractor capable of shifting at eight speeds of main shift and three speeds of sub-shift, and 24 speeds. FIG. 1 is a side view of the tractor 1 and FIG. 2 is a power transmission mechanism diagram.

  The tractor 1 has front wheels 2 and 2 for steering and rear wheels 3 and 3 as propulsion wheels, and the rotational power of the engine 5 mounted in the bonnet 4 is appropriately decelerated by a transmission in the transmission case 6. The rotational power is transmitted to the rear wheels 3 and 3. The rotational power of the engine 5 may be transmitted not only to the rear wheels 3 and 3 but also to the front wheels 2 and 2 to drive all four wheels.

  Further, in the transmission case 6, there are provided a forward / reverse switching device 9 for switching the advancing direction of the airframe, main transmissions 10 and 11 capable of shifting in eight steps, and a sub-transmission device 12 capable of shifting in three steps.

  In FIG. 1, a hydraulic cylinder case 14 is provided at an upper portion of the transmission case 6, and lift arms 15, 15 are pivotally attached to left and right sides of the hydraulic cylinder case 14. Lift rods 17, 17 are connected between the lift arms 15, 15 and the lower link 16, 16 of the work equipment connection three-point link, and the top link 18 constituting the three-point link, the lower link 16 , 16 is connected to a rotary tiller 19 as a working machine.

  When the hydraulic control lever 20 is operated to operate a control valve (not shown) to supply hydraulic oil to the hydraulic cylinder 14a accommodated in the hydraulic cylinder case 14, the lift arms 15 and 15 are rotated upward, and the lift rod 17, The rotary tiller 19 rises through the lower link 16 and the like. On the contrary, when the hydraulic operation lever 20 is operated to the lower side, the hydraulic oil in the hydraulic cylinder 14a is discharged into the transmission case 6 which also serves as a hydraulic tank, and the lift arms 15 and 15 are lowered.

  The rotary tiller 19 includes a tiller 21, a main cover 22 that covers the top of the tiller 21, a rear cover 23 that is pivotally attached to the rear of the main cover 22, and the like.

  A forward / reverse switching lever 27 for operating the forward / reverse switching device 9 is provided on the upper left side of the handle post 25 that supports the steering handle 24. When the forward / backward switching lever 27 is tilted forward from the neutral position, the aircraft moves forward. On the other hand, if the aircraft is pulled backward, the aircraft will move backward.

  Next, the power transmission system will be described based on the power diagram shown in FIG.

  A main clutch 30 is provided at the rear of the engine 5, and a forward / reverse switching device 9 is provided at the rear of the transmission of the main clutch 30. The forward / reverse switching device 9 comprises multi-plate friction type hydraulic clutches 9a, 9b, which are normally maintained in a neutral position, and the forward hydraulic clutch 9a is connected by operating the forward / reverse switching lever 27 in the forward / backward direction. Alternatively, the reverse hydraulic clutch 9b is connected.

  When the forward hydraulic clutch 9a is connected, power is transmitted from the input gear 31 to the forward hydraulic clutch 9a via the gear 33 of the counter shaft 32 and the reverser shaft 34, and the reverser shaft 34 rotates forward. .

  When the reverse hydraulic clutch 9b is connected, the reverse gear 39 of the reverser shaft 34 is moved from the input gear 31 through the gear 33 of the counter shaft 32, the gear 36 of the counter shaft 32, and the gear 38 of the counter shaft 37. Via, the power is transmitted to the reverse hydraulic clutch 9b, and the reverser shaft 34 rotates in the reverse direction.

  At the rear of the forward / reverse switching device 9, there is provided a first synchromesh main transmission 10 capable of four-speed shifting, and when an actuator 40, 40 expands or contracts in response to a command from a vehicle control device 81 described later, a shifter 41 , 41 are moved back and forth to change speed. In FIG. 2, when the front shifter 41 moves back and forth, the fourth speed and the third speed are obtained, and when the rear shifter 41 moves back and forth, the second speed and the first speed are obtained. In this case, when the main shift is switched, the hydraulic clutch of the hydraulic forward / reverse switching device 9 is first returned to neutral, and the hydraulic clutch of the forward / reverse switching device 9 is connected again after the shift. It is composed.

  A hydraulic second main transmission 11 that can be switched between high and low two stages is provided at the rear of the first main transmission 10. The front hydraulic clutch 11a is a high speed clutch, and the rear hydraulic clutch 11b is a low speed hydraulic clutch. Therefore, the main transmissions 10 and 11 in this embodiment are capable of 4 × 2 8-speed shifting.

  Further, the rear portion of the second main transmission device 11 is provided with a sub-transmission device 12 capable of three-speed shifting and having a relatively large reduction ratio as compared with the main transmission devices 10 and 11. As shown in FIG. 2, when the auxiliary shift lever 42 is operated to move the front shifter 43 back and forth, high speed (H) and medium speed (M) are obtained, and the rear shifter 43 is moved rearward. And low speed (L).

  When the auxiliary transmission 12 is operated, the main clutch 30 needs to be turned on and off. That is, the main clutch pedal 44 of FIG. 1 is depressed, the sub-shift lever 42 is operated in the front-rear direction or the left-right direction, and after the shift operation, the main clutch pedal 44 is released to transmit the engine rotational power to the transmission side.

  For the main transmissions 10 and 11, the speed change switch 45 and the speed reduction switch 46 provided on the knob of the sub speed change lever 42 are pushed in to change the speed (see FIG. 2). When the speed increasing switch 45 or the speed reducing switch 46 is pressed, the speed is changed one step at a time, and the main transmissions 10 and 11 are changed in the range from the first speed having a low speed to the eighth speed having a high speed. The power decelerated by the auxiliary transmission 12 is transmitted to the drive pinion shaft 47, and the rear wheels 3 and 3 are driven through the rear wheel differential device 48 and the final reduction device 49 in this order.

  The power branched from the rear wheel drive system in front of the rear wheel differential device 48 is used as a front wheel drive system. In the front wheel drive system, the front wheels 2 and 2 are driven at the same speed as the rear wheels 3 and 3, or the front wheels A front wheel speed increasing device 50 is provided for rotating 2 and 2 faster than the rear wheels 3 and 3. When the front hydraulic clutch 50a of the front wheel speed increasing device 50 is connected, the front wheel speed increasing state is established, and when the rear hydraulic clutch 50b is connected, the constant speed four-wheel drive state is established, and both hydraulic clutches 50a, 50b are engaged. When is turned OFF, only the rear wheels 3 and 3 are driven. A front wheel differential device 51 and a front wheel final reduction device 52 are provided on the front wheel drive shaft.

  In the power transmission diagram of FIG. 2, only when the auxiliary transmission 12 is at a high speed (H), if the auxiliary transmission lever 42 is moved laterally as it is, the road speed suitable for the road running speed is obtained. Switch to position (HH). In this case, the main shift can be selected from 5th, 6th, 7th and 8th speeds on the high speed side from 1st to 8th. When driving on the road, high speed driving is premised, so only the high speed side is prioritized, and the low speed side is automatically cut to prevent entering 1st to 4th speed even if shifting operation is performed, improving operability I am letting.

  In this embodiment, the selectable high-speed side shift pattern is four steps of 5, 6, 7, and 8. However, it is set to 3 steps of 6, 7, and 8 speeds, or 7 speeds. Alternatively, the number of shift stages may be reduced by using only two stages of 8 speeds.

  The PTO output shaft 53 is driven as follows.

  Power is transmitted from the input gear 31 to the driving gear 55 of the PTO clutch 54 via the gear 33 of the counter shaft 32, and is transmitted to the PTO clutch 54. When the PTO clutch 54 is engaged, the PTO drive shaft 58 is driven at a speed selected by a four-speed gear mechanism that is slide-controlled by two hydraulic cylinders 56 and 57. The four-speed gear mechanism includes a third gear 59a, a first gear 59b, a fourth gear 59c, and a second gear 59d.

  For example, when the gear 62 a on the driven shaft 61 that is slid by the hydraulic cylinder 60 meshes with the gear 59 a of the PTO transmission shaft 63, the output of the PTO output shaft 66 from the PTO transmission shaft 63 via the output gear 65 of the driven shaft 64. Power is transmitted to the gear 67 to drive the PTO drive shaft 58 (PTO second speed). Similarly, when the gear 62b is engaged with the gear 59b by the hydraulic cylinder 60, the PTO 4th speed is obtained. When the gear 62c meshes with the gear 59c by the hydraulic cylinder 57, the first PTO speed is achieved. When the gear 62d is engaged with the gear 59d by the hydraulic cylinder 57, the PTO third speed is set.

  When the gear 62a is not engaged with the gear 59a and the reverse rotation gear 69 on the reverse rotation shaft 68 is slid to mesh with the gear 59a and also engaged with the gear 62a, the PTO drive shaft 58 is driven in reverse. In the case of reverse rotation, this is only the first speed.

  The tractor 1 is configured as an autonomous traveling tractor. That is, the tractor 1 equipped with various work implements is travel-controlled along a preset autonomous travel route while confirming the position of the tractor 1 with the GPS positioning information.

  FIGS. 3 and 4 show how the information communication control and other various controls used in the autonomous traveling tractor 1 are used.

  The control device C of the tractor 1 includes an information communication control device 80 with a built-in GPS antenna, a vehicle control device 81 that outputs a control to a steering actuator or a travel drive device, and a work implement control of a work implement to be connected (cultivation work implement in the illustrated example). A device 82 and an engine control device 83 are provided, and are connected to each other by CAN communication (Controller Area Network). 84 is an external memory.

  The vehicle control device 81 mainly includes a steering control system of the tractor 1, a shift control, and the like. The input information includes a steering angle sensor 85 and a travel shift sensor 86 input, and the output information includes a steering as a steering actuator. The motor 87 output and the shift actuators 41 and 41 are actuated.

  The information communication control device 80 includes a portable terminal 97 as a remote operation device, and is configured to be able to perform various settings and travel control from the outside of the tractor 1.

  The information communication control device 80 is an ultrasonic sensor as a distance sensor that detects an obstacle G or the like by irradiating the front of the tractor 1 with a gyro sensor 89, an azimuth sensor 90, and the tractor 1 for detecting the left / right inclination and the front / rear inclination of the tractor 1. Detection signals such as 91 and the like, imaging signals from four imaging cameras 92f, 92r, 92L, and 92R arranged in the front, rear, left and right positions using the cabin frame can be input. In addition, a portable terminal 93 that can communicate by short-range wireless communication means is provided, and positioning information can be input from the GPS 94. The distance sensor 91 including an ultrasonic sensor or the like can detect the presence / absence and distance of the field edge in front of the machine body and the obstacle G, and the front and rear, left and right imaging cameras 92f, 92r, 92L, and 92R confirm the existence of the obstacle G. be able to. In addition, the information communication control device 80 is configured to input operation signals of an operation switch 95 that controls the start of autonomous driving and an emergency stop switch 96 that stops autonomous driving, and further operates an alarm 97 such as a buzzer or a warning light. And various outputs of the operation of the alarm 98 such as various sound effects.

  The mobile terminal 93 is configured to be able to communicate wirelessly with the base station 99. The base station 99 can communicate with the server administrator's server 100. The server 100 further includes a tractor user, a tractor manufacturer, It is configured to be able to communicate with terminals 101, 101,.

  The mobile terminal 93 is configured to be able to communicate data of the base station 99 and is configured to display, for example, field-specific data such as field map information, field information, and work plans.

  Further, as shown in FIG. 4, various information is output for each field F from the terminals 101, 101... Arranged at the tractor user, the tractor manufacturer, the sales store, or the like to the base station 99. For example, the longitude / latitude information of the four corners specified as the field outside information in the fields F, F.

  In addition, although the function of the portable terminal 93 is demonstrated below, it is the structure which can be input suitably regardless of whether it is the information from the information communication control apparatus 80, or the communication information from the said base station 99. FIG.

  The information communication control device 80 of the autonomous traveling tractor 1 calculates the longitude / latitude by the positioning signal from the GPS receiver and acquires the current position. Based on the comparison between the current position information and predetermined field route information set in advance, the amount of positional deviation between the two is calculated, the work progress direction is confirmed by the detection input from the direction sensor 90, and the progress is made to eliminate the amount of deviation. Work (for example, tillage work) while correcting the direction. Note that the direction correction is performed by rotating the steering handle shaft through driving of a steering motor 87 as a steering actuator. Moreover, when approaching near the heel, this is detected by the ultrasonic sensor 91 and the tractor 1 is shifted to a turning operation. After the turn, the work is continued along the travel route set in parallel (see step 101 to step 107 in FIG. 6).

  As shown in FIG. 5, when the work on the predetermined field F is completed, it is necessary to go to the farm road R. At this time, there are various cases such as a case where it is sufficient to pass a low ridge between the farm field F and the farm road R, or climbing a relatively long slope with a high farm road R. In the latter case, the climbing control of the tractor 1 will be described based on the flowchart of FIG. When the operation by the autonomous traveling tractor 1 in the field F is completed (steps 101 to 107), the tractor 1 is temporarily stopped, and the exit position Pe to the farm road R is called at the point where the inclined surface has been fully climbed (step 108). ). Then, the steering motor 87 is controlled so as to advance along the uphill path Lt from the current climbing opening S1 in the field, which is the current position of the tractor 1 to the farm road exit position Pe (step 110), and the tractor 1 is advanced uphill. (Step 111).

  Prior to step 110, the ideal climbing position Sn for the farm road exit position Pe is calculated (step 109). Here, the ideal climbing position Sn is a starting point where the body of the tractor 1 can travel safely uphill without tilting to the farm road exit position Pe. There are various calculation methods, but there is simply a method of using the field side intersection of the line connecting the farm road exit position Pe with the shortest distance. The route with the shortest distance is referred to as an ideal uphill route Ls.

  The front and rear inclination angles and the left and right inclination angles of the climbing tractor 1 are detected by a gyro sensor 89. Among these, when the front-rear tilt angle δ1 of the tractor body exceeds a preset safety limit front-rear tilt angle δ0 (step 112), or when the left-right tilt angle γ1 of the tractor body exceeds a preset safety limit left-right tilt angle γ0 (step) 113), an alarm is output and the alarm 97 is activated (step 114). When the alarm device 97 is a buzzer, it sounds and when it is a warning light, it lights up. Then, the tractor 1 body is immediately stopped (step 115).

  Next, a predetermined steering operation is performed by the steering motor 87, the shift position is switched to a low speed (step 116), and the tractor body is moved backward (step 117). At this time, the steering operation by the steering motor 87 returns to the climbing opening by retreating, but operates so that the position returned to the climbing position approaches the ideal climbing position Sn. Further, the shift position is switched to the low speed side to prevent the behavior of the tractor 1 body during reverse. The tractor 1 body returns to the farm-side climbing opening by retreating at step 117. Then, a deviation amount ε between the climbing point return point Sp and the ideal climbing point position Sn is calculated (step 120).

  When the deviation amount ε is equal to or smaller than a preset reference deviation amount ε0, that is, when the ideal climbing position Sn is reached or in the vicinity thereof (step 121), the ideal climbing path Ls toward the farm road exit position Pe is set. Then, the steering operation is performed along the ideal uphill path Ls, that is, toward the farm road exit position Pe, and the vehicle travels forward (steps 122 and 123). During the climbing, the aircraft longitudinal tilt δ is monitored, and if the safety limit longitudinal tilt angle δ0 is not exceeded (step 124), the climbing is continued as it is, and if a horizontal state where the aircraft longitudinal tilt angle δ is approximately 0 ° is detected, It is determined that the tractor 1 has finished climbing up to the farm road height (step 125). If the safety angle front / rear tilt angle δ0 is exceeded in step 124, the tractor body is stopped immediately after the alarm is output, and the autonomous traveling is interrupted.

  When the farm road height is reached in step 125, the current position and the farm road exit position Pe are compared and matched (step 126), and the tractor body is stopped upon reaching the destination (step 127). When the difference is made in step 126, that is, when the climbing is finished but the distance η is left and the target farm road exit position Pe is not reached, the process returns to step 122 and the steering operation is performed at the farm road exit position Pe. Then, the target farm road exit position Pe can be reached by traveling the distance η by the subsequent travel (steps 126 and 127) (FIG. 5B). In this case, it is necessary to have a second farm road Ra on which the tractor 1 can travel as shown in FIG.

  If the deviation amount ε is equal to or larger than the reference deviation amount ε0 in step 121, the process returns to step 110 and the steps 110 to 120 are repeated to gradually set the climbing return point position Sp to the ideal climbing position Sn. The vehicle can be moved closer to the vehicle and safe climbing can be performed (FIG. 5A).

  In step 121, if the displacement amount ε is equal to or larger than the reference displacement amount ε0 and the tractor can travel along the shoreline in the field, the tractor 1 travels along the shoreline to eliminate the displacement amount ε all at once. There is also a method of approaching the ideal climbing position Sn (FIG. 5C).

  Next, the control in the re-operation after the tractor stop, etc. in the climbing traveling control will be described based on the flowchart of FIG. The vehicle control device 81 can input an ON / OFF signal of an emergency stop switch 95 provided on the portable terminal 88 and an ON signal of a re-operation switch 96 to perform traveling control.

  While traveling in the autonomous traveling mode, climbing traveling control is performed when leaving the field (steps 201 to 203), and when the gyro sensor 89 deviates from the safety range, the vehicle longitudinal tilt or the left / right tilt causes a warning to be output and the tractor 1 is stopped ( Steps 204-206).

  After inspection of workers and execution of countermeasures, the tractor 1 is restarted by operating the restart switch 96. Under the condition that the emergency stop switch 95 is OFF and the emergency stop is released, the tractor is restarted. The vehicle can travel (steps 207 and 208). In the embodiment, if the restart switch 96 in step 208 is ON, a steering operation and a speed change operation are performed, an alarm 98 output is made by voice, and local point registration is executed (steps 209 to 211). ). After these execution processes, the tractor 1 is restarted (step 212). Thereafter, it is determined whether or not the current position reaches the target farm road exit position Pe, and if it reaches, the tractor stops.

  In this way, when the system is restarted, the system is informed so that it can be notified in advance to workers in the vicinity and is safe.

  In the above-described embodiment, the climbing traveling when leaving the farm road to the farm road has been described as an example. However, the present invention can be applied to traveling on an inclined surface such as loading and unloading of agricultural machinery on a truck bed.

  In addition, the tractor that autonomously travels has been described as an example, but other mobile agricultural machines may be used, and the present invention can be applied to travel by an operator other than autonomous travel.

  Next, safe driving control when the first tractor 1A that autonomously travels and the second tractor 1B that is operated by an operator are simultaneously operated on a field will be described.

  The configuration of the first and second tractors 1A and 1B includes a control unit having the configuration shown in FIG. 3, and the operator of the second tractor 1B is a remote control device for stopping the traveling of the first tractor 1A. And a portable terminal 88A for calculating and displaying the positional information of each of the first and second tractors 1A and 1B and their relationship.

  The first tractor 1A is scheduled to work in parallel with the second tractor 1B and performs work while traveling based on a preset travel route. The second tractor 1B is operated safely based on FIGS. 8, 9, and 10. Operation is controlled. In the field, the first tractor 1A travels based on the travel route while acquiring position information. On the other hand, the driving operator of the second tractor 1B runs in parallel with the first tractor 1A or performs the field work while maintaining the driving operation that does not overlap the driving route of the first tractor 1A (steps 301 and 302). The position and traveling direction are calculated from the position information of the first tractor 1A and the second tractor 1B, the distance between the two tractors is calculated based on the calculation result, and the front-rear direction distance α of the tractor body is set in a first front-rear direction. Compared with the distance D1 (for example, 5 m), if α <D1, the traveling gear position of the first tractor 1A is switched to the lowest speed (steps 305 and 306). If α ≧ D1 in step 305, the distance β in the left-right direction of the aircraft is further compared with a predetermined first left-right specified distance X1 (for example, 0.5 m), and when β <X1 (step 307). , The process proceeds to step 306.

  Further, when the operation is continued and the longitudinal distance α is less than the second prescribed distance D0 (for example, 2 m) smaller than the first prescribed distance D1 (step 2308), the first tractor 1A travels to ensure safety. Is stopped (step 309). When α ≧ D0 in step 308, when the distance β is less than the second left / right specified distance X0 (for example, 0.2 m) which is smaller than the first left / right specified distance X1 (step 310), step 309 is reached and the first The tractor 1A is stopped. If the first tractor 1A is switched to the lowest speed in step 306 or the first tractor 1A is controlled to stop in step 309, this situation is displayed as an alarm on the portable terminal 88A, and the second tractor 1B The driver can confirm this, and can take a collision avoidance action while appropriately steering the second tractor 1B (step 311). When the front-rear direction distance α exceeds the first front-rear specified distance D1 and the left-right direction distance β exceeds the first left-right specified distance X1 (steps 312 and 313), the first tractor 1A moves to the original working speed. To return to normal work (step 314).

  Next, as shown in FIG. 10, for safety control in the case where an operator is present in the field and assists or when the autonomously traveling tractor 1 is monitored, the traveling route is calculated to cause the tractor 1 to autonomously travel (step 401, 401). The position information is acquired and transmitted by the portable terminal 88B of the auxiliary worker M (step 403). A distance L is calculated from the position information and the position of the tractor 1 (step 404). When the calculated distance L is less than the preset safety distance DM, the tractor 1 side control unit outputs the airframe work to the deceleration side or outputs the airframe stop within the danger range (steps 405 and 406). At the same time, an alarm is output to the auxiliary worker M side portable terminal 88B (step 407). This warning allows auxiliary workers to move to a safe zone. This alarm output stops when a predetermined time elapses (step 410), returns to the tractor autonomous operation when the tractor operation is continued, and ends when the operation is completed (step 411).

  Next, the obstacle G is detected by imaging the monitoring camera group of the left and right cameras 92L and 92R and the front and rear cameras 92f and 92r mounted on the tractor 1 (FIGS. 11A and 11B), and the safety of the autonomously traveling tractor 1 is detected. The travel control will be described with reference to FIGS. The travel route is calculated, and the tractor 1 performs autonomous operation (steps 501 and 502). During operation, the image data is input to each of the above monitoring camera groups (step 503), and at the same time, the distance from the distance sensor 91 that can detect the distance of the obstacle G by irradiating laser light or electromagnetic waves toward the front of the aircraft. Distance data is input (step 504). If it is determined that there is obstacle G data (step 505), the aircraft traveling speed and the obstacle G approach speed are compared (step 506), and if there is a possibility of collision, the traveling direction of the obstacle G is determined (step 506). 507, 508), in the case of the front or rear of the aircraft, the traveling direction danger avoidance judgment and the avoidance output based on this are performed (step 509). In the case where the aircraft is on the left or right side in step 508, a left / right danger avoidance judgment and an avoidance output based on this are performed (step 510).

  An example of the advancing direction danger avoidance judgment and avoidance output of the aircraft in step 509 is shown in FIG. When the obstacle G is confirmed in the traveling direction of the tractor 1, that is, forward or backward (step 601), it is determined whether or not the obstacle G approaches the tractor 1 (step 602). It is determined whether the tractor 1 is moving in the direction of travel or whether it is moving in the opposite direction (step 603). If YES is determined in step 603, that is, if it is determined that the obstacle G moves in the same direction as the tractor 1 but is slow and thus approaches the tractor, the moving speed of the tractor 1 is reduced and the work is performed. Continue (steps 604, 605). If NO is determined in step 603, that is, if the obstacle G moves toward the tractor 1, the tractor 1 is output for emergency stop (step 606), and the detour operation is immediately output. (Step 607), collision is avoided. In the detour operation, a detour route deviating from the travel route in step 501 is set in advance. Whether or not the work can be continued is determined according to the work type or the like during the detour route movement (step 608). If the work is not possible, the work is interrupted (step 609). Even if the work is interrupted, the vehicle avoids the obstacle G and returns to the original travel route (step 610), and resumes the work on the condition that there is no obstacle G in the traveling direction (steps 611 and 612).

  Thus, when the obstacle G is confirmed in the advancing direction of the tractor 1 body, the collision with the obstacle G can be properly prevented while confirming the approaching state.

  On the other hand, FIG. 14 shows an example of the left-right danger avoidance judgment and avoidance output of the aircraft in the step 510. When the obstacle G is confirmed in the left-right direction of the tractor 1 body (step 701), it is determined whether the obstacle G approaches the traveling path of the tractor, and further, it is determined whether the obstacle G approaches the tractor. (Steps 702 and 703). Next, the collision avoidance speed is calculated based on the moving speed of the obstacle G (step 704). It is determined whether or not the work can be continued according to the calculated speed and work type (step 705). If it is determined that the work can be continued, a tractor speed change command is output based on the determination of acceleration, deceleration, or speed maintenance (step 706), and the control is changed to acceleration control, deceleration control, or speed maintenance. (Steps 707 and 708). When the obstacle G passes through the travel route and it is confirmed that there is no obstacle G in the traveling direction including the new obstacle G (steps 709 and 710), the operation is continued by returning the gear to the original position (step 709). 711). If it is determined in step 705 that the work cannot be continued, the work is interrupted (step 712), and the tractor is stopped or detoured and output (step 713).

  Thus, even when the obstacle G exists in the left-right direction and approaches, the work can be continued while avoiding the collision.

  It should be noted that the obstacle G candidate can be detected and the approaching state can be detected by the combination of the front camera 92f and the distance sensor 91 shown in FIGS. 15A and 15B. That is, first, the obstacle G candidate is detected by far-field imaging of the front camera 92f, the detection of the distance sensor 91 is started based on the detection result (for example, 10 m) within the predetermined distance of the obstacle G candidate, and the detection of the distance sensor 91 The state of movement such as the approach of the obstacle G is accurately detected.

  Further, by receiving the detection distance data of the distance sensor 91 on the camera 92 side, the imaging detection accuracy of the obstacle G can be improved (FIGS. 16A and 16B). In short, imaging accuracy can be improved by a combination of a camera that recognizes an image in a wide range, not limited to an object, and a distance sensor 91 that detects a distance from the object by reflection. Here, as the distance sensor 91, various configurations such as a millimeter wave sensor and an ultrasonic sensor can be employed.

  Although the front camera 92f is taken as an example of the imaging means, it may be configured such that the entire field can be imaged by hanging the imaging camera on an unmanned airplane. The obstacle G can be imaged in any of the front, rear, left and right directions of the tractor 1 and the obstacle G can be found efficiently. As the obstacle G, there are moving obstacles such as workers M and animals A, as well as fixed obstacles G such as standing trees, telephone poles, shores and the like.

  Of these, when the shore is detected, it automatically moves to the turning operation, but it can move forward and reach the beginning of the adjacent work route, but the distance from the shore is narrow and one time. In the case of turning forward, if the start of the adjacent work travel route cannot be reached, the start of the route can be reached while repeating forward and backward (FIG. 8D).

89 Left / right tilt angle detection means (gyro sensor)
89 Front / rear inclination angle detection means (gyro sensor)
C Controller Lt Climbing Path Ls Ideal Climbing Path Pe Farm Road Exit Position S1 Field Side Climbing Position Sp Climbing Exit Return Point Sn Ideal Climbing Position γ1 Left / Right Inclination γ0 Safety Limit Left / Right Inclination δ Front / Rear Inclination δ0 Safe Front / Rear Inclination ε Deviation ε0 standard deviation

Claims (6)

  In an agricultural working machine having a control device C that autonomously travels along the uphill path Lt from the farm-side climbing position S1 through the slope to the exit road Pe to the farm road, the horizontal inclination angle γ1 of the machine during the climbing A right and left inclination angle detecting means 89 for detecting the aircraft, and the control device C is configured to stop and control the aircraft when the horizontal inclination angle γ1 of the aircraft exceeds a preset safety limit lateral inclination angle γ0. .   A configuration in which an ideal climbing position Sn with respect to the exit position Pe to the farm road is calculated and set, and the control device C performs a backward running control in the direction of the ideal climbing position Sn after the body stop control, and returns to the field. The agricultural work machine according to claim 1.   The point returning to the field is defined as the climbing point return point Sp, and a deviation amount ε between the climbing point return point Sp and the ideal climbing point position Sn is calculated. The control device C sets the deviation amount ε in advance. The agricultural use according to claim 2, wherein an ideal climbing path Ls toward the exit position Pe to the farm road is set as the reference deviation amount ε0 or less, and the aircraft is controlled to travel forward along the ideal climbing path Ls. Work machine.   When the deviation amount ε is equal to or larger than the reference deviation amount ε0, the control device C newly sets an uphill route Lt from the uphill return point Sp to the exit position Pe to the farm road, and the new uphill The agricultural working machine according to claim 3, wherein the forward traveling along the route Lt and the backward traveling from the middle of the inclined surface are repeated to perform autonomous traveling control so that the body approaches the ideal climbing position Sn.   A front / rear inclination angle detecting means 89 for detecting the front / rear inclination angle δ of the airframe is provided, and the control device C allows forward travel control when the front / rear inclination angle δ is less than a preset safety front / rear inclination angle δ0, and The agricultural work machine according to any one of claims 1 to 4, wherein when the inclination angle δ detects a substantially horizontal state, the climbing end of the airframe is determined. The agricultural work according to claim 5, wherein the control device C is configured to interrupt forward and backward traveling control of the aircraft and stop the aircraft when the longitudinal inclination angle δ of the aircraft exceeds the safe longitudinal tilt angle δ0. Machine.

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