JP2019175254A - Operation support system - Google Patents

Abstract

To provide a technology capable of supporting the operation of a work vehicle such as to travel as intended, even when for example a work vehicle having a tractor is moved backward to a prescribed movement target position.SOLUTION: An operation support system that supports the operation of a work vehicle having a tractor, comprises: a travel control part, provided in the work vehicle, which controls the traveling of a traveled vehicle according to a traveling instruction; a portable communication terminal configured to be capable of wireless communication with the travel control part and having a display capable of touch operation; and a traveling instruction generation part that generates a traveling instruction based on an input operation on a travel operation screen displayed on the display of the portable communication terminal, and outputs the generated traveling instruction to the travel control part. The portable communication terminal displays a current position of the work vehicle measured using a satellite positioning system together with map information on the travel operation screen W3b. The traveling instruction generation part generates the traveling instruction based on the input operation for the current position of the work vehicle displayed on the travel operation screen W3b.SELECTED DRAWING: Figure 10

Description

  The present invention relates to a driving support system that supports driving of a work vehicle having a tow vehicle.

The travel locus of the tow vehicle towed by a work vehicle such as a tractor deviates from the travel locus of the work vehicle. Therefore, advanced driving techniques are required to drive a work vehicle having a tow vehicle. In particular, when a work vehicle having a tow vehicle is moved backward, the leading tow vehicle is pushed out by the rear work vehicle, so that the folding angle at the connection point between the tow vehicle and the work vehicle changes greatly. In some cases, the travel trajectories of the two are greatly deviated and cannot be traveled as intended.
Therefore, in order to support the operation of a work vehicle having such a tow vehicle, a system for steering control of the wheels of the tow vehicle so that the travel locus of the tow vehicle matches the travel locus of the work vehicle has been proposed. (For example, refer to Patent Document 1)

Japanese Patent Publication No. 7-106083

  Even when the system of the above-mentioned Patent Document 1 is used to support the operation of a work vehicle having a tow vehicle, the direction of the position of the tow vehicle relative to the work vehicle is determined by the user on the driver's seat. It is difficult to grasp the state of the work vehicle and the tow vehicle such as whether or not. Therefore, in order to move the work vehicle and move it appropriately to the predetermined movement target position, such as when the work vehicle is moved backward and parked at a predetermined parking position, a very advanced driving technique is required. Become.

  In view of this situation, the main problem of the present invention is that, for example, even when a work vehicle having a tow vehicle is traveled and moved to a predetermined movement target position, the operation of the work vehicle is supported so as to travel as intended. The point is to provide technology that can do.

A first characteristic configuration of the present invention is a driving support system that supports driving of a work vehicle having a tow vehicle,
A traveling control unit that is provided in the work vehicle and controls traveling of the traveling vehicle according to a traveling instruction;
A mobile communication terminal configured to be capable of wireless communication with the travel control unit and having a display unit capable of touch operation;
A travel instruction generating unit that generates the travel instruction based on an input operation on the travel operation screen displayed on the display unit of the mobile communication terminal, and outputs the generated travel instruction to the travel control unit;
The mobile communication terminal displays the current position of the work vehicle measured using a satellite positioning system together with map information on the travel operation screen,
The travel instruction generation unit generates the travel instruction based on a drag operation on the current position of the work vehicle displayed on the travel operation screen.

According to this configuration, for example, a user who gets off the work vehicle and operates the mobile communication terminal allows the work vehicle to travel remotely as intended using the mobile communication terminal while checking the surroundings of the work vehicle. Can do.
That is, a travel operation screen on which the current position of the work vehicle is displayed together with the map information is displayed on the display unit capable of touch operation of the mobile communication terminal. On the travel operation screen of the mobile communication terminal, the user can accurately view the current position of the work vehicle on the map information, and the travel direction and route of the work vehicle with respect to the current position of the work vehicle viewed. It is possible to perform a drag operation (an operation to move in a selected (pressed) state) accurately. Then, a travel instruction is generated by the travel instruction generation unit based on the drag operation, and the travel instruction is input to the travel control unit of the work vehicle. As a result, the traveling control unit can cause the work vehicle to travel in accordance with the traveling instruction generated by the drag operation on the mobile communication terminal side.
Therefore, according to the present invention, for example, even when a work vehicle having a tow vehicle is driven and moved to a predetermined target movement position, driving support that can support the operation of the work vehicle so as to run as intended. A system can be provided.

  According to a second characteristic configuration of the present invention, the travel instruction generation unit generates the travel instruction with the slide direction of the drag operation with respect to the current position of the work vehicle displayed on the travel operation screen as the travel direction of the work vehicle. It is in.

  According to this configuration, the travel instruction generation unit detects the slide direction of the drag operation performed on the current position of the work vehicle displayed on the travel operation screen, and travels using the detected slide direction as the travel direction of the work vehicle. An indication can be generated. Then, the traveling control unit can cause the work vehicle to travel as intended by the user along the traveling direction specified by the sliding direction of the drag operation by the user. That is, the user can easily specify the traveling direction when the work vehicle is traveling by itself on the traveling operation screen displayed on the display unit of the mobile communication terminal by a drag operation.

  According to a third characteristic configuration of the present invention, the travel instruction generation unit can generate a travel instruction for causing the work vehicle to travel along a route from a current position of the work vehicle to a movement target position registered in advance. It is in the point which is comprised.

  According to this configuration, the travel instruction generating unit can generate a travel instruction for causing the work vehicle to travel along a route from the current position to the movement target position registered in advance. Then, the traveling control unit can cause the work vehicle to travel along the route and accurately move the work vehicle to the registered movement target position.

A fourth characteristic configuration of the present invention is provided in the work vehicle, and includes an obstacle detection unit that detects surrounding obstacles,
The mobile communication terminal displays an obstacle arrangement state detected by the obstacle detection unit on the travel operation screen.

  According to this configuration, on the traveling operation screen displayed on the display unit of the mobile communication terminal, the arrangement state of the obstacles around the work vehicle detected by the obstacle detection unit is displayed together with the current position of the work vehicle. Therefore, in addition to the current position of the work vehicle on the travel operation screen, the user can visually recognize the arrangement state of the obstacles around the work vehicle, for example, to avoid the obstacle with respect to the current position of the work vehicle. In the form of performing a drag operation, the work vehicle can be run remotely while avoiding obstacles as much as possible.

According to a fifth feature configuration of the present invention, in addition to the fourth feature configuration, whether or not the work vehicle can travel according to the travel instruction in a state where a collision with an obstacle detected by the obstacle detection unit is avoided. A travel propriety determination unit for determining
The mobile communication terminal is informed of the determination result of the travel propriety determination unit.

According to this configuration, when the work vehicle is assumed to travel according to the travel instruction generated by the user's drag operation, the work vehicle can travel with respect to the obstacle arrangement state detected by the obstacle detection unit. Is determined by the travel propriety determination unit. Then, the user is notified of the determination result of the travel propriety determination unit by the mobile communication terminal.
Therefore, a user operating the mobile communication terminal simply performs a drag operation for instructing the travel direction of the work vehicle on the travel operation screen in order to travel the work vehicle remotely, and the travel instruction based on the drag operation is performed. Whether or not the work vehicle can travel can be clearly grasped at the stage where the obstacle is detected. Then, for example, when it is determined that the vehicle cannot travel due to interference with an obstacle and the fact is notified, the user performs a drag operation on the traveling operation screen so as not to interfere with the obstacle. The vehicle can be driven remotely.

According to a sixth characteristic configuration of the present invention, in addition to the fifth characteristic configuration, the travel instruction generation unit causes the work vehicle to travel along a route passing through a pre-registered entrance from the current position of the work vehicle. Configured to be able to generate driving instructions for
The travel propriety determination unit determines whether the work vehicle can pass through the entrance according to the travel instruction in a state where an obstacle around the entrance detected by the obstacle detection unit is avoided. .

According to this configuration, the travel instruction generating unit can generate a travel instruction for causing the work vehicle to travel along a route passing through an entrance of a barn or the like registered in advance from the current position. Then, the traveling control unit can cause the work vehicle to travel so as to pass through the entrance along the route. Further, the traveling availability determination unit determines whether or not the work vehicle can pass through the entrance of a barn or the like with respect to the arrangement state of the obstacles around the entrance detected by the obstacle detection unit. Then, the user is notified of the determination result of the travel propriety determination unit by the mobile communication terminal.
Therefore, a user operating the mobile communication terminal simply performs a drag operation for instructing the travel direction of the work vehicle on the travel operation screen in order to travel the work vehicle remotely, and the travel instruction based on the drag operation is performed. Thus, it is possible to clearly grasp whether or not the work vehicle can pass through the entrance at the stage where the state around the entrance is detected. Then, for example, when it is determined that the vehicle cannot travel due to interference with obstacles around the entrance and the fact is notified, the user interferes with the obstacle by performing a drag operation again on the traveling operation screen. As a result, the work vehicle can be driven remotely.

In addition to the fourth to sixth feature configurations, a seventh feature configuration of the present invention includes a positioning availability determination unit that determines whether positioning of the current position of the work vehicle using the satellite positioning system is possible,
The travel control unit confirms the current position of the work vehicle that has been positioned using the satellite positioning system when the current position of the work vehicle can be measured by the positioning availability determination unit. The obstacle is detected by the obstacle detection unit when the positioning of the current position of the work vehicle is impossible by the positioning availability determination unit while the work vehicle is driven according to the traveling instruction. The work vehicle is caused to travel according to the travel instruction while confirming the arrangement state.

According to this configuration, in a positioning enabled state where the current position of the work vehicle can be measured using the satellite positioning system, for example, when the work vehicle is outdoors, the traveling instruction generated by the user's drag operation is followed. During traveling by the traveling control unit of the work vehicle, a relatively accurate current position of the work vehicle, which is measured using the satellite positioning system, is confirmed. Therefore, in this positioning enabled state, the work vehicle can be accurately driven while following the user's remote operation.
On the other hand, when the work vehicle is indoors such as a barn and the positioning of the current position of the work vehicle using the satellite positioning system is impossible, the operation according to the travel instruction generated by the user's drag operation is not possible. During travel by the travel control unit of the vehicle, the disposition state of the obstacle detected by the obstacle detection unit is confirmed. Therefore, in this positioning disabled state, the work vehicle can be driven so as not to interfere with at least an obstacle while following the user's remote operation.

An eighth characteristic configuration of the present invention includes a tow vehicle state detection unit that detects a state of the tow vehicle with respect to the work vehicle,
The mobile communication terminal displays the work vehicle and the tow vehicle at the current position of the work vehicle displayed on the traveling operation screen in a state detected by the tow vehicle state detection unit.

  According to this configuration, the work vehicle and the towing vehicle are displayed on the traveling operation screen displayed on the display unit of the mobile communication terminal in the state of the towing vehicle with respect to the working vehicle detected by the towing vehicle state detecting unit. . Therefore, in addition to the current position of the work vehicle, the user performs a drag operation on the current position of the work vehicle in that state while accurately viewing the state of the work vehicle and the towing vehicle on the travel operation screen. In this form, the work vehicle can be remotely operated as intended.

The figure which shows schematic structure of an automatic traveling system Block diagram showing schematic configuration of automatic driving system Diagram showing the target travel route The figure which shows the upper part part of the tractor in front view The figure which shows the upper part part of a tractor in a rear view The figure which shows the measurement range of the front rider sensor and the rear rider sensor in the side view The figure which shows the measurement range of the front rider sensor, the rear rider sensor, and the sonar unit in plan view The figure which shows the example of a screen display in a portable communication terminal The figure which shows the example of a screen display in a portable communication terminal The figure which shows the example of a screen display in a portable communication terminal The figure which shows the processing flow with the portable communication terminal The figure which shows the processing flow in in-vehicle electronic control unit

An embodiment in which a driving support system according to the present invention is applied to an automatic travel system will be described with reference to the drawings.
In this automatic traveling system, as shown in FIG. 1, the tractor 1 is applied as a work vehicle according to the present invention, but a work vehicle other than the tractor can be applied.

First, the basic configuration of the automatic traveling system of this embodiment will be described.
As shown in FIGS. 1 and 2, the automatic traveling system includes an automatic traveling unit 2 mounted on the tractor 1 and a mobile communication terminal 3 that is set to communicate with the automatic traveling unit 2. The mobile communication terminal 3 can employ a tablet personal computer, a smartphone, or the like having a display unit 51 (for example, a liquid crystal panel) that can be touch-operated.

  The tractor 1 includes a traveling machine body 7 having left and right front wheels 5 that function as drivable steering wheels, and drivable left and right rear wheels 6. A bonnet 8 is disposed on the front side of the traveling machine body 7, and an electronically controlled diesel engine (hereinafter referred to as an engine) 9 having a common rail system is provided in the bonnet 8. A cabin 10 that forms a boarding type driving unit is provided behind the hood 8 of the traveling machine body 7.

  A towing vehicle 12 is connected to the rear portion of the traveling machine body 7 via a link mechanism 11. It is to be noted that the tractor 1 can be configured to have a rotary tillage specification by connecting a rotary tiller that is an example of a working device instead of the towing vehicle 12 to the link mechanism 11 so as to be movable up and down and to be able to roll. Moreover, it can replace with a rotary tillage apparatus and can connect working apparatuses, such as a plow, a sowing apparatus, and a spraying apparatus.

  As shown in FIG. 2, the tractor 1 includes an electronically controlled transmission 13 that shifts the power from the engine 9, an all-hydraulic power steering mechanism 14 that steers the left and right front wheels 5, and the left and right rear wheels 6. Left and right side brakes (not shown) for braking, an electronically controlled brake operating mechanism 15 that enables hydraulic operation of the left and right side brakes, and a work clutch (not shown) that intermittently transmits power to work devices such as a rotary tiller. 1), an electronically controlled clutch operating mechanism 16 that enables hydraulic operation of the working clutch, an electrohydraulic controlled lifting drive mechanism 17 that drives the working device to move up and down, various control programs related to automatic traveling of the tractor 1, etc. The vehicle-mounted electronic control unit 18, the vehicle speed sensor 19 that detects the vehicle speed of the tractor 1, the steering angle sensor 20 that detects the steering angle of the front wheels 5, and the current state of the tractor 1 Position and the positioning unit 21 and the like to measure the current heading is provided.

  The engine 9 may be an electronically controlled gasoline engine equipped with an electronic governor. As the transmission 13, a hydraulic mechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), a belt-type continuously variable transmission, or the like can be employed. The power steering mechanism 14 may be an electric power steering mechanism 14 provided with an electric motor.

  As shown in FIGS. 4 and 5, the cabin 10 includes a cabin frame 31 that forms a framework of the cabin 10, a front glass 32 that covers the front side, a rear glass 33 that covers the rear side, and an axis around the vertical direction. And a pair of left and right doors 34 (see FIG. 1) that can swing open and close and a roof 35 on the ceiling side. The cabin frame 31 includes a pair of left and right front columns 36 disposed at the front end and a pair of left and right rear columns 37 disposed at the rear end. In a plan view, front struts 36 are disposed at the left and right corners on the front side, and rear struts 37 are disposed at the left and right corners on the rear side. The cabin frame 31 is supported on the traveling machine body 7 via an anti-vibration member such as an elastic body, and anti-vibration measures are taken to prevent vibration from the traveling machine body 7 and the like from being transmitted to the cabin 10. In the state, a cabin 10 is provided.

  Inside the cabin 10, as shown in FIG. 1, a steering wheel 38 that enables manual steering of the left and right front wheels 5 via a power steering mechanism 14 (see FIG. 2), a driver's seat 39 for passengers, a touch panel An expression display unit and various operation tools are provided. On both lateral sides of the front portion of the cabin 10, a boarding / alighting step 41 serving as a boarding / alighting unit for the cabin 10 (driver's seat 39) is provided.

  As shown in FIG. 2, the on-vehicle electronic control unit 18 includes a shift control unit 181 that controls the operation of the transmission 13, a brake control unit 182 that controls the operation of the left and right side brakes, and a work device that controls the operation of the work device. The control unit 183, a steering angle setting unit 184 that sets the target steering angle of the left and right front wheels 5 during automatic traveling and outputs the target steering angle to the power steering mechanism 14, and a preset target traveling route P for automatic traveling (for example, FIG. 3) and the like.

  As shown in FIG. 2, the positioning unit 21 includes a satellite that measures the current position and the current direction of the tractor 1 using a GPS (Global Positioning System), which is an example of a satellite positioning system (NSS). A navigation device 22, an inertial measurement unit (IMU) 23 having a triaxial gyroscope, a three-direction acceleration sensor, and the like to measure the attitude, orientation, and the like of the tractor 1 are provided. Positioning methods using GPS include DGPS (Differential GPS) and RTK-GPS (Real Time Kinetic GPS). In the present embodiment, RTK-GPS suitable for positioning of a moving body is employed. Therefore, a reference station 4 that enables positioning by RTK-GPS is installed at a known position around the field as shown in FIGS.

  Each of the tractor 1 and the reference station 4 includes, as shown in FIG. 2, GPS antennas 24 and 61 that receive radio waves transmitted from the GPS satellite 71 (see FIG. 1), and between the tractor 1 and the reference station 4. Communication modules 25, 62 and the like that enable wireless communication of various data including positioning data in are provided. Thereby, the satellite navigation device 22 receives the positioning data obtained by the GPS antenna 24 on the tractor side receiving the radio wave from the GPS satellite 71, and the GPS antenna 61 on the base station side receives the radio wave from the GPS satellite 71. Based on the obtained positioning data, the current position and the current direction of the tractor 1 can be measured with high accuracy. In addition, the positioning unit 21 includes the satellite navigation device 22 and the inertial measurement device 23, thereby measuring the current position, current azimuth, and attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy. Can do.

  As shown in FIG. 1, the GPS antenna 24, the communication module 25, and the inertial measurement device 23 provided in the tractor 1 are housed in an antenna unit 80. The antenna unit 80 is disposed at an upper position on the front side of the cabin 10.

  As shown in FIG. 2, the mobile communication terminal 3 includes positioning data between the terminal electronic control unit 52 having various control programs for controlling the operation of the display unit 51 and the like, and the communication module 25 on the tractor side. And a communication module 55 that enables wireless communication of various data including the. The terminal electronic control unit 52 includes a travel route generation unit 53 that generates a target travel route P for travel guidance for automatically traveling the tractor 1 (see, for example, FIG. 3), and various input data input by a user or the like. And a non-volatile terminal storage unit 54 that stores the target travel route P and the like generated by the travel route generation unit 53.

  When the travel route generation unit 53 generates the target travel route P, a driver or a user such as a driver or the like follows the input information for setting the target travel route displayed on the display unit 51 of the mobile communication terminal 3. Vehicle body data such as the type and model of the towing vehicle 12 and the working device is input, and the input vehicle body data is stored in the terminal storage unit 54. A travel region S (see FIG. 3) that is a target for generating the target travel route P is used as a field, and the terminal electronic control unit 52 of the mobile communication terminal 3 acquires field data including the shape and position of the field to obtain a terminal storage unit. 54.

  The acquisition of the field data will be described. When the user or the like drives and actually travels the tractor 1, the terminal electronic control unit 52 determines the shape and position of the field from the current position of the tractor 1 acquired by the positioning unit 21. It is possible to acquire position information for specifying the like. The terminal electronic control unit 52 specifies the shape and position of the field from the acquired position information, and acquires field data including the travel region S specified from the specified shape and position of the field. FIG. 3 shows an example in which a rectangular traveling area S is specified.

  When the field data including the specified shape and position of the field is stored in the terminal storage unit 54, the travel route generation unit 53 uses the field data and the vehicle body data stored in the terminal storage unit 54, A travel route P is generated.

  As shown in FIG. 3, the travel route generating unit 53 sets the travel region S into a central region R1 and an outer peripheral region R2. The central area R1 is set at the center of the traveling area S, and is a reciprocating work area in which a predetermined operation (for example, work such as tillage) is performed by automatically traveling the tractor 1 in the reciprocating direction in advance. . The outer peripheral region R2 is set around the central region R1, and is a circular work region in which the tractor 1 automatically travels in the circular direction following the central region R1 and performs a predetermined operation. For example, the travel route generating unit 53 uses a turning radius necessary for making the tractor 1 turn on the shore of the field, based on the turning radius included in the vehicle body data, the front-rear width and the left-right width of the tractor 1, and the like. Seeking. The traveling route generation unit 53 divides the traveling region S into a central region R1 and an outer peripheral region R2 so as to ensure the space obtained on the outer periphery of the central region R1.

  As illustrated in FIG. 3, the travel route generation unit 53 generates a target travel route P using vehicle body data, farm field data, and the like. For example, the target travel route P includes a plurality of work routes P1 that are arranged in parallel at a constant distance corresponding to the work width and have the same straight traveling distance in the central region R1, and the start ends of the adjacent work routes P1. It has the connection path | route P2 which connects a termination | terminus, and the circulation path | route P3 (it shows with the dotted line in the figure) which circulates in outer periphery area | region R2. The plurality of work paths P1 are paths for performing predetermined work while causing the tractor 1 to travel straight ahead. The connection path P2 is a U-turn path for changing the traveling direction of the tractor 1 by 180 degrees without performing a predetermined work, and connects the end of the work path P1 and the start end of the next adjacent work path P1. ing. The circulation path P3 is a path for performing a predetermined operation while the tractor 1 travels around in the outer peripheral region R2. The circulatory path P3 switches the traveling direction of the tractor 1 90 degrees by switching the tractor 1 between forward traveling and backward traveling at positions corresponding to the four corners of the traveling region S. Incidentally, the target travel route P shown in FIG. 3 is merely an example, and what target travel route is set can be appropriately changed.

  The target travel route P generated by the travel route generation unit 53 can be displayed on the display unit 51, and is stored in the terminal storage unit 54 as route data associated with vehicle body data, field data, and the like. The route data includes the azimuth angle of the target travel route P, the set engine rotation speed and the target travel speed set according to the travel mode of the tractor 1 on the target travel route P, and the like.

  In this way, when the travel route generation unit 53 generates the target travel route P, the terminal electronic control unit 52 transfers the route data from the mobile communication terminal 3 to the tractor 1, whereby the in-vehicle electronic control unit 18 of the tractor 1. However, route data can be acquired. The in-vehicle electronic control unit 18 automatically causes the tractor 1 to travel along the target travel route P while acquiring its current position (current position of the tractor 1) by the positioning unit 21 based on the acquired route data. Can do. The current position of the tractor 1 acquired by the positioning unit 21 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, every several seconds), and the mobile communication terminal 3 grasps the current position of the tractor 1. ing.

  Regarding the transfer of the route data, the entire route data can be transferred from the terminal electronic control unit 52 to the in-vehicle electronic control unit 18 at a time before the tractor 1 starts the automatic travel. Further, for example, the route data including the target travel route P can be divided into a plurality of route portions for each predetermined distance with a small amount of data. In this case, only the initial route portion of the route data is transferred from the terminal electronic control unit 52 to the in-vehicle electronic control unit 18 before the tractor 1 starts automatic traveling. After the start of automatic driving, every time the tractor 1 reaches a route acquisition point set according to the data amount or the like, route data of only the subsequent route portion corresponding to the point is transmitted from the terminal electronic control unit 52 to the on-vehicle electronic control. It may be transferred to the unit 18.

  When starting automatic traveling of the tractor 1, for example, when the user or the like moves the tractor 1 to the start point and various automatic traveling start conditions are satisfied, the user or the like is displayed on the mobile communication terminal 3. The mobile communication terminal 3 transmits an instruction to start automatic traveling to the tractor 1 by operating 51 to instruct the start of automatic traveling. As a result, in the tractor 1, the in-vehicle electronic control unit 18 receives an instruction to start automatic traveling, and the positioning unit 21 obtains its current position (current position of the tractor 1) while obtaining the target traveling route P. The automatic traveling control for automatically traveling the tractor 1 is started. The in-vehicle electronic control unit 18 automatically causes the tractor 1 to automatically travel along the target travel route P in the travel region S based on the positioning information of the tractor 1 acquired by the positioning unit 21 (corresponding to a satellite positioning system). It is comprised as an automatic traveling control part (an example of a traveling control part) which performs traveling control.

  The automatic travel control includes automatic shift control for automatically controlling the operation of the transmission 13, automatic braking control for automatically controlling the operation of the brake operating mechanism 15, automatic steering control for automatically steering the left and right front wheels 5, and a rotary tillage device. The automatic operation control for automatically controlling the operation of the operation device, etc. is included.

  In the automatic shift control, the shift control unit 181 determines whether the tractor 1 on the target travel route P is based on the route data of the target travel route P including the target travel speed, the output of the positioning unit 21, and the output of the vehicle speed sensor 19. The operation of the transmission 13 is automatically controlled so that the target travel speed set according to the travel mode and the like is obtained as the vehicle speed of the tractor 1.

  In the automatic braking control, the braking control unit 182 causes the left and right side brakes to move rearward in the braking area included in the route data of the target traveling route P based on the target traveling route P and the output of the positioning unit 21. The operation of the brake operation mechanism 15 is automatically controlled so as to properly brake the wheel 6.

  In the automatic steering control, the steering angle setting unit 184 determines the target of the left and right front wheels 5 based on the route data of the target travel route P and the output of the positioning unit 21 so that the tractor 1 automatically travels on the target travel route P. The steering angle is obtained and set, and the set target steering angle is output to the power steering mechanism 14. Based on the target steering angle and the output of the steering angle sensor 20, the power steering mechanism 14 automatically steers the left and right front wheels 5 so that the target steering angle is obtained as the steering angle of the left and right front wheels 5.

  In the automatic work control, the work device control unit 183 operates the tractor 1 at the start of the work route P1 (for example, see FIG. 3) based on the route data of the target travel route P and the output of the positioning unit 21. A predetermined work (for example, tillage work) is started as the start point is reached, and a predetermined work is performed as the tractor 1 reaches a work end point such as the end of the work path P1 (for example, see FIG. 3). The operation of the clutch operating mechanism 16 and the lift drive mechanism 17 is automatically controlled so that the work is stopped.

  Thus, in the tractor 1, the transmission 13, the power steering mechanism 14, the brake operation mechanism 15, the clutch operation mechanism 16, the lift drive mechanism 17, the on-vehicle electronic control unit 18, the vehicle speed sensor 19, the steering angle sensor 20, positioning. The automatic traveling unit 2 is configured by the unit 21, the communication module 25, and the like.

  In this embodiment, not only the user or the like does not get on the cabin 10 but also the tractor 1 automatically runs, and the tractor 1 can also automatically run while the user or the like gets on the cabin 10. Accordingly, not only the user or the like does not board the cabin 10 but also the tractor 1 can automatically travel along the target travel route P by the automatic traveling control by the in-vehicle electronic control unit 18, and the user or the like can board the cabin 10. Even in this case, the tractor 1 can be automatically driven along the target travel route P by the automatic travel control by the in-vehicle electronic control unit 18.

  When a user or the like is in the cabin 10, the vehicle-mounted electronic control unit 18 switches between an automatic running state in which the tractor 1 is automatically run and a manual running state in which the tractor 1 is run based on the operation of the user or the like. be able to. Therefore, the automatic travel state can be switched from the automatic travel state to the manual travel state during the automatic travel on the target travel route P, and conversely, the manual travel can be performed while the manual travel state is traveling. The state can be switched to the automatic running state. For switching between the manual driving state and the automatic driving state, for example, a switching operation unit for switching between the automatic driving state and the manual driving state can be provided in the vicinity of the driver's seat 39, and the switching operation unit is carried around. It can also be displayed on the display unit 51 of the communication terminal 3. Further, when the user or the like operates the steering wheel 38 during the automatic traveling control by the in-vehicle electronic control unit 18, the automatic traveling state can be switched to the manual traveling state.

  As shown in FIGS. 1 and 2, the tractor 1 detects an obstacle around the tractor 1 (running vehicle body 7) and avoids an obstacle collision system 100 (obstacle). An example of a detection unit) is provided. The obstacle detection system 100 includes a plurality of rider sensors (corresponding to distance sensors) 101 and 102 that can measure a distance to a measurement object in three dimensions using a laser, and an ultrasonic wave to the measurement object. Sonar units 103 and 104 having a plurality of sonars capable of measuring distances and an obstacle control unit 107 are provided. Here, the measurement object to be measured by the rider sensors 101 and 102 and the sonar units 103 and 104 is an object or a person.

  The obstacle control unit 107 performs obstacle detection processing for detecting an object to be measured such as an object or a person within a predetermined distance as an obstacle based on the measurement information of the rider sensors 101 and 102 and the sonar units 103 and 104. In the obstacle detection process, when an obstacle is detected, collision avoidance control is performed. The obstacle control unit 107 repeatedly performs obstacle detection processing based on the measurement information of the rider sensors 101 and 102 and the sonar units 103 and 104 in real time, appropriately detects obstacles such as objects and people, and detects the obstacles. Collision avoidance control is performed to avoid collision with objects.

  The obstacle control unit 107 is provided in the in-vehicle electronic control unit 18. The in-vehicle electronic control unit 18 is connected to an engine electronic control unit included in the common rail system, the rider sensors 101 and 102, the sonar units 103 and 104, and the like so as to be communicable via a CAN (Controller Area Network). ing.

  The rider sensors 101 and 102 measure the distance from the round trip time until the laser beam (for example, pulsed near-infrared laser beam) bounces off the measurement object to the measurement object (Time Of Flight). . The rider sensors 101 and 102 scan the laser beam at high speed in the vertical and horizontal directions at a high speed, and sequentially measure the distance to the measurement object at each scanning angle, so that the distance to the measurement object is three-dimensionally. Measuring. The rider sensors 101 and 102 repeatedly measure the distance to the measurement object within the measurement range in real time. The rider sensors 101 and 102 are configured to be able to generate a three-dimensional image from the measurement result and output it to the outside. The three-dimensional image generated from the measurement results of the rider sensors 101 and 102 is displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3 so that the user or the like can visually recognize the presence or absence of an obstacle. be able to. By the way, in the three-dimensional image, for example, the distance in the perspective direction can be shown using color or the like.

  As the rider sensors 101 and 102, as shown in FIG. 7, the front side of the tractor 1 (traveling vehicle body 7) is set as the measurement range C, and the front rider sensor 101 used for detecting an obstacle on the front side of the tractor 1 The rear side of the tractor 1 (traveling vehicle body 7) is set as a measurement range D, and a rear rider sensor 102 used for detecting an obstacle on the rear side of the tractor 1 is provided.

  The front rider sensor 101 and the rear rider sensor 102 will be described below. The support structure of the front rider sensor 101, the support structure of the rear rider sensor 102, the measurement range C of the front rider sensor 101, and the measurement range D of the rear rider sensor 102 are described below. This will be explained in order.

A support structure for the front rider sensor 101 will be described.
As shown in FIG. 1, the front rider sensor 101 is attached to the bottom of the antenna unit 80 disposed at the upper position on the front side of the cabin 10. First, the support structure of the antenna unit 80 will be described. Next, a structure for attaching the front rider sensor 101 to the bottom of the antenna unit 80 will be described.

  As shown in FIGS. 1 and 4, the antenna unit 80 is attached to a pipe-shaped antenna unit support stay 81 that extends over the entire length of the cabin 10 in the left-right direction of the traveling machine body 7. The antenna unit 80 is disposed at a position corresponding to the central portion of the cabin 10 in the left-right direction of the traveling machine body 7. The antenna unit support stay 81 is fixedly connected in a state extending over the left and right mirror mounting portions 45 located on the left and right oblique front sides of the cabin 10. The mirror mounting portion 45 includes a mirror mounting base material 46 fixed to the front support column 36, a mirror mounting bracket 47 fixed to the mirror mounting base material 46, and a hinge portion 49 provided on the mirror mounting bracket 47. , And a mirror mounting arm 48 that is rotatable. Since the antenna unit 80 is supported by the front column 36 constituting the cabin frame 31 via the antenna unit support stay 81 and the mirror mounting portion 45, the antenna unit 80 is prevented from transmitting vibration to the antenna unit 80 and the like. The unit 80 is firmly supported.

  As shown in FIG. 4, in addition to the front rider sensor 101, a front camera 108 whose imaging range is the front side of the traveling machine body 7 is attached to the upper position on the front side of the cabin 10. The front camera 108 is disposed above the front rider sensor 101. Similar to the front rider sensor 101, the front camera 108 is attached in a front-down posture that is located on the lower side as the front side portion is located. The front camera 108 is provided so as to take an image in a state where the front side of the traveling machine body 7 is looked down obliquely from above. A captured image captured by the front camera 108 can be output to the outside. The captured image of the front camera 108 can be displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3 so that a user or the like can visually recognize the situation around the tractor 1.

Next, a support structure for the rear rider sensor 102 will be described.
As shown in FIGS. 1 and 5, the rear rider sensor 102 is attached to a pipe-shaped sensor support stay 301 over the entire length of the cabin 10 in the left-right direction of the traveling machine body 7. The rear rider sensor 102 is disposed at a position corresponding to the central portion of the cabin 10 in the left-right direction of the traveling machine body 7. The sensor support stay 301 is fixedly connected so as to extend over the left and right rear columns 37 located at the left and right ends of the cabin 10. The sensor support stay 301 is formed in a bridge shape in a plan view in which the left and right ends are curved obliquely forward.

  As shown in FIG. 5, in addition to the rear rider sensor 102, a rear camera 109 whose imaging range is the rear side of the traveling machine body 7 is attached by a connector or the like. The rear camera 109 is disposed above the rear rider sensor 102. Similar to the rear rider sensor 102, the rear camera 109 is attached in a rear-lowering posture that is located on the lower side as the rear part is located. The rear camera 109 is provided so as to take an image in a state where the rear side of the traveling machine body 7 is looked down obliquely from above. A captured image captured by the rear camera 109 can be output to the outside. The captured image of the rear camera 109 can be displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3 so that a user or the like can visually recognize the situation around the tractor 1.

The measurement range C of the front rider sensor 101 will be described.
The front rider sensor 101 has a left-right measurement range C1 in the left-right direction as shown in FIG. 7, and a vertical measurement range C2 in the up-down direction as shown in FIG. As a result, the front rider sensor 101 has a quadrangular pyramid that is included in the horizontal measurement range C1 and the vertical measurement range C2 in the range from the self to the position separated by the first set distance X1 (see FIG. 7). A shape measurement range C is set.

  As shown in FIG. 7, the left-right measurement range C <b> 1 in the front rider sensor 101 is a left-right symmetric range with the left-right center line of the traveling aircraft body 7 as the symmetry axis in the left-right direction of the traveling aircraft body 7. The left / right measurement range C1 is set to a range of a first set angle α1 between a first boundary line E1 and a second boundary line E2 extending from the front rider sensor 101. The lateral measurement range C <b> 1 is set to a range larger than the lateral width of the tractor 1 and the lateral width of the towing vehicle 12 in the lateral width direction of the traveling machine body 7. The size of the left and right measurement range C1 can be changed as appropriate.

  As shown in FIG. 6, the vertical measurement range C2 in the front rider sensor 101 is set to a range of a second set angle α2 between the third boundary line E3 and the fourth boundary line E4 extending from the front rider sensor 101. Yes. The third boundary line E3 is set as a horizontal line extending in the horizontal direction forward from the front rider sensor 101, and the fourth boundary line E4 is based on a first tangent line G1 from the front rider sensor 101 to the front upper portion of the front wheel 5. Is also set to a straight line located on the lower side. The vertical measurement range C2 is set so that the first center line F1 between the third boundary line E3 and the fourth boundary line E4 is located above the bonnet 8. A sufficiently large measuring range is secured. By setting the fourth boundary line E4 below the first tangent line G1, a measurement object such as an object or a person is positioned near the front end of the traveling machine body 7 (the front end of the bonnet 8). Even if exists, the measurement object can be measured.

  As shown in FIG. 6, a part of the bonnet 8 and a part of the front wheel 5 enter the vertical measurement range C <b> 2 in the front rider sensor 101. If the obstacle detection process is performed based on the measurement information, a part of the hood 8 or a part of the front wheel 5 may be erroneously detected as an obstacle. Therefore, a first masking process for preventing the erroneous detection is performed. In the first masking process, a range in which a part of the hood 8 and a part of the front wheel 5 are present in the measurement range C of the front rider sensor 101 is set in advance as a masking range in which detection as an obstacle is not performed. .

  In this way, the obstacle control unit 107 performs the obstacle detection process based on the measurement information of the front rider sensor 101, so that it is included in the left-right measurement range C1 (see FIG. 7) in the left-right direction, and In the range included in the vertical measurement range C2 (see FIG. 6) in the vertical direction, the presence or absence of an obstacle is detected in a range excluding the masking range.

The measurement range D of the rear rider sensor 102 will be described.
Like the front rider sensor 101, the rear rider sensor 102 has a left / right measurement range D1 in the left / right direction, as shown in FIG. 7, and an up / down measurement range D2 in the up / down direction, as shown in FIG. Have. As a result, the rear rider sensor 102 has a quadrangular pyramid that is included in the left / right measurement range D1 and the vertical measurement range D2 in the range up to a position separated from itself by a third set distance X3 (see FIG. 7). A shape measurement range D is set. Incidentally, X1 and X3 can be set to the same distance or different distances.

  As shown in FIG. 7, the left and right measurement range D1 of the rear rider sensor 102 is set to a third setting between the fifth boundary line E5 and the sixth boundary line E6 extending from the rear rider sensor 102, as in the front rider sensor 101. The angle α3 is set in a range. Similar to the front rider sensor 101, the left / right measurement range D <b> 1 is set to a range larger than the lateral width of the tractor 1 and the lateral width of the towing vehicle 12 in the lateral width direction of the traveling machine body 7.

  As shown in FIG. 6, the vertical measurement range D2 of the rear rider sensor 102 is set to a range of a fourth set angle α4 between the seventh boundary line E7 and the eighth boundary line E8 extending from the rear rider sensor 102. Yes. The seventh boundary line E7 is set as a horizontal line extending in the horizontal direction rearward from the rear rider sensor 102, and the eighth boundary line E8 is a second tangent line G2 extending from the rear rider sensor 102 to the rear upper part of the towing vehicle 12. It is set to a straight line located on the lower side. The vertical measurement range D2 is set so that the second center line F2 between the seventh boundary line E7 and the eighth boundary line E8 is positioned above the towing vehicle 12, and above the towing vehicle 12 A sufficiently large measuring range is secured on the side. By setting the eighth boundary line E8 below the second tangent line G2, even if there is a measurement object such as an object or a person near the rear end of the towing vehicle 12, the measurement is performed. The object can be measured.

  Since a part of the towing vehicle 12 enters the vertical measurement range D2 in the rear rider sensor 102, when the obstacle control unit 107 performs the obstacle detection process based on the measurement information of the rear rider sensor 102, There is a possibility that a part of the tow vehicle 12 is erroneously detected as an obstacle. Therefore, a second masking process for preventing the erroneous detection is performed. In the second masking process, in the measurement range D of the rear rider sensor 102, a range in which a part of the towing vehicle 12 exists is set in advance as a masking range in which detection as an obstacle is not performed.

  In this way, the obstacle control unit 107 performs the obstacle detection process based on the measurement information of the rear rider sensor 102, so that it is included in the left-right measurement range D1 (see FIG. 7) in the left-right direction, and In the range included in the vertical measurement range D2 (see FIG. 6) in the vertical direction, the presence or absence of an obstacle is detected in a range excluding the masking range.

  Hereinafter, collision avoidance control by the obstacle control unit 107 will be described. First, collision avoidance control when an obstacle is detected in the obstacle detection process based on the measurement information of the rider sensors 101 and 102 will be described. Next, collision avoidance control when an obstacle is detected in the obstacle detection process based on the measurement information of the sonar units 103 and 104 will be described.

  Two rider sensors, a front rider sensor 101 and a rear rider sensor 102, are provided as rider sensors. The obstacle control unit 107 performs forward / reverse travel at a forward / reverse switching point included in the target travel route P. The obstacle detection state is switched based on switching or forward / backward switching by a reverser lever for forward / backward switching provided in the cabin 10. When the tractor 1 travels forward, measurement is performed by the front rider sensor 101, and the obstacle control unit 107 switches to a forward detection state in which obstacle detection processing based on measurement information of the front rider sensor 101 is performed. When the vehicle travels backward, measurement is performed by the rear rider sensor 102, and the obstacle control unit 107 is switched to a reverse detection state in which obstacle detection processing based on measurement information of the rear rider sensor 102 is performed. In this way, depending on whether the tractor 1 is traveling forward or backward, switching between using the rider sensor of the front rider sensor 101 and the rear rider sensor 102 to detect obstacles, the processing burden is increased. Obstacles are detected while mitigating the problem.

  In the forward detection state, the obstacle control unit 107 performs an obstacle detection process based on the measurement information of the front rider sensor 101, and whether there is an obstacle in a range included in the detection range C (see FIG. 7) in the left-right direction. Is detected. In the reverse detection state, the obstacle control unit 107 performs an obstacle detection process based on the measurement information of the rear rider sensor 102, and whether there is an obstacle in a range included in the detection range D (see FIG. 7) in the left-right direction. Is detected.

  When an obstacle is detected using the front rider sensor 101 or the rear rider sensor 102, as shown in FIG. 7, the obstacle is detected in any of the detection ranges for detecting obstacles that are measurement ranges C and D. Depending on whether an object is detected, the control content of the collision avoidance control by the obstacle control unit 107 is set differently. The measurement ranges C and D (detection ranges) have three ranges of the first detection range J1, the second detection range J2, and the third detection range J3 according to the distance from the front rider sensor 101 or the rear rider sensor 102. Is set. The first detection range J1 is set such that the distance from the front rider sensor 101 or the rear rider sensor 102 ranges from the fourth set distance X4 to the first set distance X1 or from the fourth set distance X4 to the third set distance X3. Has been. In the second detection range J2, the distance from the front rider sensor 101 or the rear rider sensor 102 is set to a range from the fifth set distance X5 to the fourth set distance X4. The third detection range J3 is set such that the distance from the front rider sensor 101 or the rear rider sensor 102 is a range up to the fifth set distance X5. Therefore, for the tractor 1 including the front rider sensor 101, the rear rider sensor 102, and the towing vehicle 12, the first detection range J1, the second detection range J2, and the third detection range J3 are set to be closer to each other in that order. Has been.

  The control content of the collision avoidance control when an obstacle is detected using the front rider sensor 101 or the rear rider sensor 102 is the same whether the tractor 1 is traveling forward or backward. The case where the tractor 1 is traveling forward will be described.

  When the tractor 1 is traveling forward, as shown in FIG. 7, when an obstacle is detected within the first detection range J1 in the obstacle detection processing, the obstacle control unit 107 performs collision avoidance control. As such, first notification control for controlling the notification device 26 such as a notification buzzer or a notification lamp to notify that an obstacle exists in the first detection range J1 is performed. In the first notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is lit in a predetermined color.

  When an obstacle is detected in the second detection range J2 in the obstacle detection process, the obstacle control unit 107 controls the notification device 26 such as a notification buzzer or a notification lamp as the collision avoidance control, and 2 The second notification control for notifying that an obstacle is present in the detection range J2 is performed, and the first deceleration control for decelerating the vehicle speed of the tractor 1 is performed. In the second notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is lit in a predetermined color. In the first deceleration control, for example, the obstacle control unit 107 obtains the predicted collision time until the tractor 1 collides with the obstacle based on the current vehicle speed of the tractor 1, the distance to the obstacle, and the like. . The obstacle control unit 107 is configured to reduce the vehicle speed of the tractor 1 while maintaining the calculated predicted collision time at a set time (for example, 3 seconds), the engine 9, the transmission 13, the brake operation mechanism 15, and the like. Is controlling.

  In the obstacle detection process, when an obstacle is detected within the third detection range J3, the obstacle control unit 107 controls the notification device 26 such as a notification buzzer or a notification lamp as the collision avoidance control. In addition to performing third notification control for notifying that an obstacle exists in the three detection range J3, stop control for stopping the tractor 1 is performed. In the third notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is continuously operated and the notification lamp is lit in a predetermined color. In the stop control, for example, the obstacle control unit 107 controls the brake operation mechanism 15 and the like so as to stop the tractor 1.

  Incidentally, the predetermined frequency for intermittently generating the notification buzzer in the first notification control and the second notification control may be the same frequency or different frequencies. In addition, the predetermined color for lighting the notification lamp in the first to third notification control may be the same color or different colors. In the first to third notification control, the obstacle control unit 107 determines that an obstacle exists in any of the first to third detection ranges J1 to J3 in addition to the control of the notification device 26 of the tractor 1. The terminal electronic control unit 52 can also be controlled so that the display content to be displayed is displayed on the display unit 51 of the mobile communication terminal 3.

  For example, when an obstacle is detected in the first detection range J1, the user is notified that the obstacle exists in the first detection range J1 by the obstacle control unit 107 performing the first notification control. Etc. can be notified. When the tractor 1 continues to travel and the obstacle detection range approaches the second detection range J2 from the first detection range J1, the obstacle control unit 107 performs the first deceleration in addition to the second notification control. By performing the control, the vehicle speed of the tractor 1 can be reduced in order to avoid collision between the tractor 1 and the obstacle. Even if the tractor 1 is decelerated, when the obstacle detection range approaches the third detection range J3 from the second detection range J2, the obstacle control unit 107 performs stop control in addition to the third notification control. Thus, the tractor 1 can be stopped, and the collision between the tractor 1 and the obstacle can be appropriately avoided.

  When the rider sensors 101 and 102 are used, a moving measurement object such as a person is also detected as an obstacle. Therefore, even if an obstacle is detected in the detection ranges C and D, the obstacle may move out of the detection ranges C and D due to the movement of the obstacle itself. Therefore, when the obstacle is out of the first detection range J1, the obstacle control unit 107 ends the first notification control. When the obstacle is out of the second detection range J2, the obstacle control unit 107 finishes the second notification control, and at the same time, increases the speed of the engine 9 and the speed change so that the vehicle speed of the tractor 1 is increased to the set vehicle speed. Vehicle speed recovery control is performed to control the device 13 and the like. When the obstacle is out of the third detection range J3, the obstacle control unit 107 ends the third notification control while maintaining the tractor 1 in the travel stop state. In this case, the automatic traveling of the tractor 1 can be resumed by instructing the user to resume the automatic traveling of the tractor 1 or the like.

Next, collision avoidance control when an obstacle is detected in the obstacle detection process based on the measurement information of the sonar units 103 and 104 will be described.
Although the sonar units 103 and 104 are provided on the left and right, the obstacle control unit 107 is configured so that all of the sonar units 103 and 104 on both the left and right sides are used regardless of whether the tractor 1 travels forward or backward. Obstacle detection processing is performed based on the measurement information.

  When an obstacle is detected in the obstacle detection process based on the measurement information of the sonar units 103 and 104, the obstacle control unit 107 controls the notification device 26 such as a notification buzzer and a notification lamp as collision avoidance control. Then, the fourth notification control for notifying that an obstacle is present in the measurement range N of any one of the sonar units 103 and 104 is performed, and the second deceleration control for decreasing the vehicle speed of the tractor 1 is performed. In the fourth notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is lit in a predetermined color. In the second deceleration control, for example, the obstacle control unit 107 controls the engine 9, the transmission 13, the brake operation mechanism 15, and the like so as to decelerate the vehicle speed of the tractor 1 to the set vehicle speed.

  In this way, the obstacle detection system 100 detects the presence or absence of an obstacle on the front side and the rear side of the traveling body 7 using the front rider sensor 101 and the rear rider sensor 102, and uses the sonar units 103 and 104. Thus, the presence or absence of an obstacle on the left and right of the traveling machine body 7 can be detected. When the obstacle detection system 100 detects the presence of an obstacle, the obstacle control unit 107 performs collision avoidance control, thereby notifying the user or the like of the presence of the obstacle and causing the user or the like to collide with the obstacle. If the possibility of collision between the tractor 1 and the obstacle occurs, the tractor 1 is decelerated or stopped to appropriately avoid the collision between the tractor 1 and the obstacle. be able to.

  In the automatic travel state, the on-vehicle electronic control unit 18 performs automatic travel control. Therefore, the tractor 1 is automatically traveled while the tractor 1 is decelerated or stopped by the obstacle detection system 100 to avoid collision with the obstacle. Can be made. Even in a manual driving state, to the user who is driving, the obstacle detection system 100 notifies the presence of an obstacle, and supports driving for avoiding a collision between the tractor 1 and the obstacle. Can do.

As shown in FIG. 1, the automatic traveling system according to the present embodiment configured as described above appropriately moves to a predetermined parking position (an example of a movement target position) by retracting the tractor 1 having the towing vehicle 12, for example. Even if it is made to perform, it functions also as a driving assistance system which can support the driving | operation of the tractor 1 with the form which makes the tractor 1 drive | work remotely as intended using the portable communication terminal 3. FIG.
Below, description is added about the detailed structure as the driving assistance system.

  The mobile communication terminal 3 includes a display unit 51 and the like that can be touch-operated, and the terminal electronic control unit 52 included in the mobile communication terminal 3 controls the operation of the display unit 51, so that FIGS. As shown in FIG. 10, a mode selection screen W1, a remote operation travel mode confirmation screen W2, a remote operation travel mode operation screen W3, and the like for functioning as a driving support system are configured to be displayed on the display unit 51.

As shown in FIG. 8, the mode selection screen W1 displayed on the display unit 51 displays a remote operation travel mode selection unit W1a indicated as “remote operation travel mode”.
When the remote operation travel mode selection unit W1a is selected (tap operation), the screen display of the display unit 51 transitions to the following remote operation travel mode confirmation screen W2.

As shown in FIG. 9, the remote operation travel mode confirmation screen W2 displayed on the display unit 51 includes a state display window W2a for displaying the vehicle speed and the like of the tractor 1, and the front camera 108 of the tractor 1 (see FIG. 4). A pre-camera image display window W2b for displaying the captured image of the camera, a post-camera image display window W2c for displaying the captured image of the rear camera 109 (see FIG. 5) of the tractor 1, and the positioning unit 21 on the tractor 1 side (see FIG. 2). A map display window W2d for displaying the measured current position of the tractor 1 together with the map information is displayed.
For example, when the remote operation travel mode confirmation screen W2 moves left and right or up and down (swipe operation) or a map display window W2d or a separately displayed button or the like is selected (tap operation), the screen display of the display unit 51 is as follows. Transition to the remote operation travel mode operation screen W3. When a return button (not shown) is operated on this screen W2, the screen display of the display unit 51 transitions to the mode selection screen W1.

  In the map display window W2d shown in FIG. 9, a tractor mark M1 indicating the current position of the tractor 1 is displayed in a substantially central portion. Around the tractor mark M1, a parking position A3 in the barn A1 where the tractor 1 is parked, an entrance A2 for entering the barn A1, and the like are displayed. The movement target position such as the parking position A3 and the state of the entrance A2 of the barn A1 can be acquired from the map information within a possible range. However, the mobile communication terminal 3 is displayed on the map display window W2d by the user, for example. It can be registered in advance by a touch operation or the like.

As shown in FIG. 10, the remote view travel mode operation screen W3 displayed on the display unit 51 displays an around view image display window for displaying an around view image of the tractor 1 (an image as if seen from directly above). W3a and a travel operation window W3b that displays the current position of the tractor 1 together with map information in a state of being larger than the map display window W2d are displayed.
For example, when the remote operation travel mode operation screen W3 moves left and right or up and down (swipe operation) or the around view image display window W3a or a separately displayed button or the like is selected (tap operation), the screen display of the display unit 51 is displayed. Transitions to the above-described remote operation traveling mode confirmation screen W2. When a return button (not shown) is operated on the screen W3, the screen display of the display unit 51 transitions to the mode selection screen W1.

  The around view image of the tractor 1 displayed in the around view image display window W3a shown in FIG. 10 includes a captured image of the front camera 108 (see FIG. 4) and a captured image of the rear camera 109 (see FIG. 5) on the tractor 1 side. Generated by compositing. In the around view image display window W3a and the travel operation window W3b, the arrangement state such as the position and shape of the obstacle O around the tractor 1 detected by the obstacle detection system 100 of the tractor 1 is displayed. In the traveling operation window W3b shown in FIG. 10, a side wall portion A2a sandwiching the entrance A2 of the barn A1 is displayed as an obstacle O.

  The traveling operation window W3b shown in FIG. 10 functions as a traveling operation screen for the user U to perform an operation for traveling the tractor 1 remotely. In the traveling operation window W3b, a tractor mark M1 indicating the current position of the tractor 1 and a tow vehicle mark M12 indicating the tow vehicle 12 to be pulled by the tractor 1 are displayed in a substantially central portion. Further, the connection state of the tow vehicle mark M12 with respect to the tractor mark M1 in the travel operation window W3b is displayed as matching the state of the tow vehicle 12 with respect to the actual tractor 1 detected by the tow vehicle state detection unit 58 described later. Has been. Around the tractor mark M1, a barn A1 in which the tractor 1 is parked, its entrance A2, and the like are displayed in the same manner as the map display window W2d (see FIG. 9).

  When the user U performs a predetermined input operation on the tractor mark M1 indicating the current position of the tractor 1 in the travel operation window W3b, a route indicated by an arrow extending along the travel route identified by the input operation A mark Mr is displayed. Although details will be described later, the travel instruction generation unit 56 provided in the mobile communication terminal 3 refers to the information of the tractor 1 and the tow vehicle 12 and uses the route indicated by the route mark Mr as a target travel route. Is generated and output to the in-vehicle electronic control unit 18 on the tractor 1 side.

  As shown in FIG. 2, the terminal electronic control unit 52 of the mobile communication terminal 3 is provided with a travel instruction generation unit 56, a travel propriety determination unit 57, and a tow vehicle state detection unit 58.

As shown in FIGS. 2 and 10, the travel instruction generation unit 56 generates a predetermined travel instruction based on an input operation by the user U with respect to the travel operation window W3b displayed on the display unit 51, and the generated travel instruction Is output to the in-vehicle electronic control unit 18 on the tractor 1 side by wireless communication.
And the terminal electronic control unit 52 of the mobile communication terminal 3 can generate | occur | produce the driving | running | working instruction | command for making the tractor 1 drive | work based on the input operation by the user 1 by performing the processing flow shown in FIG. it can. The details will be described below.

  In the travel operation window W3b, the user U can accurately view the current position of the tractor 1, the posture of the tow vehicle 12, the arrangement state of the shape and position of the obstacle O around the tractor 1 and the like on the map information. A drag operation is performed on the tractor mark M1 indicating the current position of the tractor in a direction in which the tractor 1 is desired to travel. Then, as described above, the route mark Mr indicated by the arrow extending along the travel route identified by the drag operation is displayed in the travel operation window W3b. Then, the travel instruction generation unit 56 included in the mobile communication terminal 3 accepts an input operation by the user U in a form in which the route indicated by the route mark Mr is recognized as a target travel route that the tractor 1 should travel along. (Step # 01 in FIG. 11).

Next, the travel permission determination unit 57 determines whether or not the tractor 1 can travel according to the travel instruction generated by the travel route generation unit 53 (step # 02 in FIG. 11).
In the determination processing by the traveling propriety determination unit 57, the collision with the obstacle O detected by the obstacle detection system 100 functioning as the obstacle detection unit that detects the obstacle O around the tractor 1 is avoided. Thus, it is determined whether or not the tractor 1 can travel in accordance with the travel instruction generated by the travel route generation unit 53.
Furthermore, when the state of the entrance A2 of the barn A1 is registered in advance, in the determination process by the traveling availability determination unit 57, the obstacle O such as the side wall portion A2a sandwiching the entrance A2 is avoided, and Whether or not the tractor 1 can pass through the entrance A2 is determined according to the travel instruction generated by the travel route generation unit 53.
And when it determines with driving | running | working propriety determination part 57 that driving | running | working is impossible (No of step # 02 of FIG. 11), the terminal electronic control unit 52 of the portable communication terminal 3 shows the determination result of this driving | running | working propriety determination part 57. The user U (see FIG. 10) is notified by voice or display on the display unit 51 (step # 04 in FIG. 11).
Therefore, the user U clearly recognizes whether or not the tractor 1 can be driven according to the driving instruction generated by the input operation by the notification of the determination result of the driving propriety determination unit 57. be able to. If it is recognized that the vehicle cannot travel, the input operation in the travel operation window W3b can be performed again to generate a new travel instruction.

Furthermore, when it is determined that the vehicle can be driven by the driving enable / disable determining unit 57 (Ya in Step # 02 in FIG. 11), the driving instruction generating unit 56 is a driving instruction for driving the tractor 1 along the target driving route. Is output to the in-vehicle electronic control unit 18 on the tractor 1 side together with the target travel route (step # 03 in FIG. 11).
Specifically, the travel instruction generation unit 56 determines the shape and size of the tractor 1 and the tow vehicle 12, the range in which the steering angle of the tractor 1 can be changed, the range in which the state of the connection angle of the tow vehicle 12 to the tractor 1, etc. With reference to the information on the tractor 1 and the tow vehicle 12, a travel instruction including travel control information such as a change state of a steering angle with respect to a travel distance or a travel time for traveling the tractor 1 along the target travel route is generated.

  Then, the vehicle-mounted electronic control unit 18 on the tractor 1 side confirms that the current position of the tractor 1 measured by the positioning unit 21 is on the target travel route, and according to the travel control information included in the travel instruction, the tractor 1 Can be run.

Note that the input operation by the user U in the travel operation window W3b is not limited to the drag operation, but may be any operation that indicates the travel direction and route of the tractor 1. For example, a tap operation is performed on a movement target position such as the parking position A3 (see FIG. 9) based on the display position of the tractor mark M1, and a route from the tractor mark M1 to the position where the tap operation is performed is a target travel route. A travel instruction can be generated.
In addition, when the state of the entrance A2 of the barn A1 is registered in advance, the travel instruction generation unit 56 travels using the route on which the tractor 1 passes through the entrance A2 and reaches the movement target position or the like as the target travel route. An indication can be generated.

The tow vehicle state detection unit 58 is configured to detect a state such as the posture of the tow vehicle 12 with respect to the tractor 1. For example, the tow vehicle state detection unit 58 analyzes the captured image of the camera 109 after the tow vehicle 12 is imaged, and detects the connection angle of the tow vehicle 12 to the tractor 1. Then, the terminal electronic control unit 52 of the mobile communication terminal 3 detects the connection state of the tow vehicle mark M12 to the tractor mark M1 in the traveling operation window W3b, and the tow vehicle 12 to the tractor 1 detected by the tow vehicle state detection unit 58. The tractor mark M1 and the tow vehicle mark M12 are displayed at the current position of the tractor 1 so as to match the actual state.
Then, the user U can appropriately perform an input operation for causing the tractor 1 to travel remotely while always accurately confirming the state of the tow vehicle 12 with respect to the tractor 1 in the travel operation window W3b.

  On the other hand, the vehicle-mounted electronic control unit 18 on the tractor 1 side functions as a travel control unit that can receive a travel instruction from the mobile communication terminal 3 through wireless communication and can travel the tractor 1 in accordance with the input travel instruction. The traveling of the tractor 1 in accordance with the traveling instruction by the in-vehicle electronic control unit 18 is input from the mobile communication terminal 3 while acquiring the current position of the tractor 1 by the positioning unit 21 as in the above-described automatic traveling control. The tractor 1 is automatically driven along the target travel route included in the travel instruction. That is, the vehicle-mounted electronic control unit 18 can drive the tractor 1 in accordance with a driving instruction generated by an input operation by the user U on the mobile communication terminal 3 side.

And the vehicle-mounted electronic control unit 18 by the side of the tractor 1 can drive the tractor 1 appropriately according to the driving | running | working instruction | indication input by radio | wireless communication from the portable communication terminal 3 by performing the processing flow shown in FIG. The details will be described below.
The in-vehicle electronic control unit 18 on the tractor 1 side is provided with a positioning availability determination unit 110. When the traveling in which a traveling instruction is input by wireless communication from the mobile communication terminal 3 is started (step # 11 in FIG. 12), the positioning availability determination unit 110 presents the current state of the tractor 1 by the positioning unit 21 using the satellite positioning system. Whether or not position measurement is possible is determined (step # 12 in FIG. 12). Specifically, the presence or absence of radio wave reception from the GPS satellite 71 (see FIG. 1) in the GPS antenna 24 provided in the tractor 1 is monitored, and when the tractor 1 is outdoors and the radio wave reception is present, If it is determined that the current position of the tractor 1 can be measured, and the tractor 1 is indoors such as a barn and does not receive the radio wave, the current position of the tractor 1 cannot be determined. The state is determined.

  When the vehicle-mounted electronic control unit 18 causes the tractor 1 to travel according to the travel instruction input from the mobile communication terminal 3, when the positioning availability determination unit 110 determines that the positioning is possible (step in FIG. 12). (Yes in # 12), while confirming that the current position of the tractor 1 measured by the positioning unit 21 is on the target travel route, the tractor 1 continues to travel according to the travel instruction (FIG. 12). Step # 13), the tractor 1 is stopped when the vehicle arrives at the parking position (Yes in Step # 14 in FIG. 12). When the obstacle detection system 100 detects an obstacle O that cannot be avoided while the tractor 1 is continuously running in step # 13, the tractor 1 is stopped and the fact is displayed. The user or the like can be notified as appropriate.

  On the other hand, when the in-vehicle electronic control unit 18 causes the tractor 1 to travel according to the travel instruction input from the mobile communication terminal 3, when the positioning availability determination unit 110 determines that the positioning is impossible (step in FIG. 12). No. 12) includes travel control information such as a change state of the steering angle with respect to the travel distance or travel time included in the travel instruction while confirming the arrangement state of the obstacle O detected by the obstacle detection system 100. The traveling of the tractor 1 is continued. At this time, if it is determined that the vehicle can avoid the obstacle O (Yes in step # 16 in FIG. 16), the tractor 1 continues to travel in accordance with the travel instruction (step in FIG. 12). # 13). However, if it is determined that the vehicle cannot travel while avoiding the obstacle O (No in step # 16 in FIG. 16), the user is notified accordingly and the tractor 1 is forcibly stopped. (Step # 15 in FIG. 12).

  In addition, the vehicle-mounted electronic control unit 18 uses the obstacle detection system 100 when the tractor 1 is in a barn or the like and the positioning determination unit 110 determines that the positioning is impossible. The arrangement state of the indoor inner wall or the like can be measured, and the current position of the tractor 1 can be grasped from the measurement result. Then, the tractor 1 can be caused to travel in accordance with the travel instruction while confirming that the current position of the indoor tractor 1 thus grasped is on the target travel route.

[Another embodiment]
Another embodiment of the present invention will be described.
Note that the configuration of each embodiment described below is not limited to being applied alone, but may be applied in combination with the configuration of another embodiment.

(1) Various changes can be made to the configuration of the work vehicle and the towing vehicle towed by it.
For example, the work vehicle may be configured in a hybrid specification including an engine 9 and an electric motor for traveling, or may be configured in an electric specification including an electric motor for traveling instead of the engine 9. .
For example, the work vehicle may be configured as a semi-crawler specification including left and right crawlers instead of the left and right rear wheels 6 as a traveling unit.
For example, the work vehicle may be configured to have a rear wheel steering specification in which the left and right rear wheels 6 function as steering wheels.

(2) In the above embodiment, as an input operation by the user U in the travel operation window W3b for causing the tractor 1 to travel remotely, a drag operation for designating the travel direction of the tractor 1 or a target position of the tractor 1 is designated. The example of performing the tap operation for performing the above has been described, but the form of the input operation can be changed as appropriate.

(3) In the above embodiment, the tow vehicle state detector 58 detects the state of the tow vehicle 12 with respect to the tractor 1 by analyzing the captured image of the camera 109 after the tow vehicle 12 is imaged. However, the state of the tow vehicle 12 with respect to the tractor 1 may be detected by another method. For example, the connection angle of the tow vehicle 12 with respect to the tractor 1 can be detected as a state of the tow vehicle 12 with respect to the tractor 1 by a sensor or the like at the connecting portion between the tractor 1 and the tow vehicle 12. Moreover, about the installation location of this tow vehicle state detection part 58, not only the mobile communication terminal 3 side but the tractor 1 side may be sufficient.

1 Tractor (work vehicle)
3 Mobile communication terminal 18 On-vehicle electronic control unit (running control unit)
51 Display Unit 56 Traveling Instruction Generating Unit 57 Traveling Availability Determination Unit 58 Tractor State Detection Unit 110 Positioning Availability Determination Unit O Obstacle U User W3b Traveling operation window (traveling operation screen)

Claims (8)

A driving support system that supports driving of a work vehicle having a tow vehicle,
A traveling control unit that is provided in the work vehicle and controls traveling of the traveling vehicle according to a traveling instruction;
A mobile communication terminal configured to be capable of wireless communication with the travel control unit and having a display unit capable of touch operation;
A travel instruction generating unit that generates the travel instruction based on an input operation on the travel operation screen displayed on the display unit of the mobile communication terminal, and outputs the generated travel instruction to the travel control unit;
The mobile communication terminal displays the current position of the work vehicle measured using a satellite positioning system together with map information on the travel operation screen,
The driving support system in which the travel instruction generating unit generates the travel instruction based on a drag operation on the current position of the work vehicle displayed on the travel operation screen.   2. The driving support system according to claim 1, wherein the travel instruction generation unit generates the travel instruction using a slide direction of a drag operation with respect to a current position of the work vehicle displayed on the travel operation screen as a travel direction of the work vehicle.   3. The travel instruction generation unit is configured to generate a travel instruction for causing the work vehicle to travel along a route from a current position of the work vehicle to a movement target position registered in advance. The driving support system described in 1. Provided in the work vehicle, comprising an obstacle detection unit for detecting surrounding obstacles,
The driving assistance system according to any one of claims 1 to 3, wherein the mobile communication terminal displays an obstacle arrangement state detected by the obstacle detection unit on the travel operation screen. A travel propriety determination unit that determines whether the work vehicle can travel according to the travel instruction in a state where a collision with an obstacle detected by the obstacle detection unit is avoided;
The driving support system according to claim 4, wherein the mobile communication terminal notifies a determination result of the travel propriety determination unit. The travel instruction generation unit is configured to be capable of generating a travel instruction for causing the work vehicle to travel along a route passing through a pre-registered entrance from the current position of the work vehicle,
6. The travel propriety determination unit determines whether the work vehicle can pass through the entrance according to the travel instruction in a state where an obstacle around the entrance detected by the obstacle detection unit is avoided. The driving support system described in 1. A positioning availability determination unit that determines whether positioning of the current position of the work vehicle using the satellite positioning system is possible;
The travel control unit confirms the current position of the work vehicle that has been positioned using the satellite positioning system when the current position of the work vehicle can be measured by the positioning availability determination unit. The obstacle is detected by the obstacle detection unit when the positioning of the current position of the work vehicle is impossible by the positioning availability determination unit while the work vehicle is driven according to the traveling instruction. The driving support system according to claim 4, wherein the work vehicle is caused to travel according to the travel instruction while confirming the arrangement state of the vehicle. A tow vehicle state detector for detecting the state of the tow vehicle relative to the work vehicle;
The mobile communication terminal displays the work vehicle and the tow vehicle in a state detected by the tow vehicle state detection unit at a current position of the work vehicle displayed on the travel operation screen. The driving support system according to any one of the preceding claims.

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