JP2020035111A - Automatic running system for work vehicle - Google Patents

Abstract

To provide an automatic running system for a work vehicle capable of avoiding a false detection of an obstacle outside a farm field while reducing a load on a control device.SOLUTION: An automatic running system for a work vehicle includes: a storing unit 47 that stores region specifying information utilized to specify a running region; an automatic running control unit 46 that causes a work vehicle 1 to automatically run within the running region on the basis of positioning information obtained using a satellite positioning system; and an obstacle detecting unit 50 that detects the presence/absence of an obstacle around the work vehicle 1. The obstacle detecting unit 50 includes: relative position measuring units 101 and 102 which are provided on the work vehicle 1 and which measure the relative position of a measurement object; and an obstacle determining unit 48 which determines whether or not the position of the measurement object is within the running region on the basis of positional information from the relative position measuring units 101 and 102, the positioning information, and the region specifying information, and which eliminates the measurement object located outside the running region from the obstacle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an automatic traveling system for a work vehicle including an automatic traveling control unit for automatically traveling a work vehicle in a traveling area based on positioning information obtained using a satellite positioning system.

  As a work vehicle capable of automatic traveling, an obstacle sensor for detecting the presence or absence of an obstacle around the work vehicle, sensitivity adjustment means for adjusting the detection distance of the obstacle sensor, and an obstacle sensor for detecting the presence of an obstacle By providing a control device that stops running of the work vehicle when detected, in addition to preventing the work vehicle from coming into contact with an obstacle, the control device also controls the set travel set before the start of work. Based on the route and the current position of the work vehicle obtained using the satellite positioning system, a separation distance from the current position of the work vehicle to the field edge in the traveling direction is calculated, and as the work vehicle approaches the field edge, obstacles are generated. By shortening the detection distance of the object sensor, it is possible to prevent the obstacle sensor from erroneously detecting another object existing outside the field as an obstacle when the work vehicle approaches the edge of the field. Inspection Controller there is configured to avoid a decrease in work efficiency due to such stopping traveling working vehicle unnecessarily based on (for example, see Patent Document 1).

International Publication No. WO 2015/147149

  In the work vehicle described in Patent Document 1, in order to prevent the obstacle sensor from erroneously detecting another object existing outside the field as an obstacle, the work vehicle is automatically traveling toward the field edge. The control device calculates a separation distance from the current position of the work vehicle to the field edge in the traveling direction, and a detection limit process that shortens the detection distance of the obstacle sensor as the work vehicle approaches the field edge. Since it is necessary to continue the operation, the load on the control device is increased.

  Also, if the vehicle speed of the work vehicle in the traveling area is set to a relatively high speed in order to improve the work efficiency of the work vehicle, the control device uses the satellite positioning system to determine the current position of the work vehicle. After the acquisition, the separation distance from the current position of the work vehicle to the field end in the traveling direction is calculated based on the current position and the set traveling route, and the detection distance of the obstacle sensor is reduced by a short distance according to the separation distance. At the point in time when the work vehicle is changed to, the work vehicle is further approaching the field end in the traveling direction. Therefore, even if the detection range of the obstacle sensor is shortened in accordance with the above-described separation distance, a part of the detection range may be outside the field, and another object existing outside the field may be erroneously detected as an obstacle. .

  Then, when such erroneous detection occurs, the control device performs unnecessary contact avoidance processing such as stopping the traveling of the work vehicle with respect to an obstacle outside the field where there is no risk of the work vehicle coming into contact. As a result, a reduction in work efficiency or the like is caused in the work by the automatic traveling of the work vehicle.

  Also, in order to prevent the above-described erroneous detection, the detection range of the obstacle sensor shortened according to the separation distance is corrected by adding a correction according to the vehicle speed of the work vehicle, thereby increasing the detection range of the obstacle sensor. It is conceivable to change the range to an appropriate short range according to the separation distance and the vehicle speed. In this case, however, the load on the control device is further increased by performing the above-described correction.

  In view of this situation, the main problem of the present invention is to reduce the load on the control device, avoid the possibility of erroneously detecting another object existing outside the field as an obstacle, and improve the work efficiency caused by the erroneous detection. The point is to prevent a decrease in the quality of the product.

A first characteristic configuration of the present invention is an automatic traveling system for a work vehicle,
A storage unit that stores area identification information used to identify the traveling area,
An automatic driving control unit that automatically drives the work vehicle in the specified driving area based on the positioning information obtained by using the satellite positioning system,
An obstacle detection unit that detects the presence or absence of an obstacle around the work vehicle,
The automatic traveling control unit, when the obstacle detection unit detects the presence of the obstacle, performs a contact avoidance process of avoiding contact of the work vehicle with the obstacle,
The obstacle detection unit is provided in the work vehicle, a relative position measurement unit that measures a relative position of the measurement target, based on position information from the relative position measurement unit, the positioning information, and the area identification information. And an obstacle determining unit that determines whether or not the position of the measurement target is within the travel region and excludes the measurement target located outside the travel region from the obstacles.

  According to this configuration, the obstacle determination unit determines the current position of the work vehicle included in the positioning information acquired using the satellite positioning system, the relative position of the measurement target measured by the relative position measurement unit, and the like. Based on the above, it is determined whether or not the position of the measurement target measured by the relative position measurement unit is within the travel area, and the measurement target located outside the travel area is excluded from the obstacles. The possibility of erroneously detecting the measurement target located outside the traveling area as an obstacle can be avoided.

  Thereby, when the work vehicle is automatically traveling in the traveling area, the automatic traveling control unit performs the contact avoidance processing based on the measurement target outside the traveling area that is erroneously detected as an obstacle. A decrease in work efficiency can be prevented.

  The obstacle detection unit calculates the separation distance from the current position of the work vehicle to the field edge in the traveling direction while the work vehicle is automatically traveling toward the field edge in order to avoid the erroneous detection described above. It is not necessary to continue the arithmetic processing to perform and the distance measurement restriction processing for restricting the measurement distance of the relative position measurement unit as the work vehicle approaches the field edge, so that the load on the obstacle detection unit can be reduced. it can.

  As a result, while reducing the load on the obstacle detection unit, it is possible to avoid the possibility that the obstacle detection unit may erroneously detect another object existing outside the traveling area as an obstacle, and this erroneous detection may be used. A decrease in work efficiency can be prevented.

A second characteristic configuration of the present invention is:
The area identification information includes a plurality of area identification points including a corner point and an inflection point of a work place where the traveling area is identified, and an area identification that identifies the traveling area by connecting the plurality of area identification points. Line and contains
In the obstacle determination unit, the positioning target position of the satellite positioning system in the work vehicle is registered as a reference position used for position determination of the measurement target,
The obstacle determination unit is an object position specifying process for specifying the position of the measurement target based on the position information and the positioning information from the relative position measurement unit, and the specified position of the measurement target and A determination reference line generation process for generating a determination reference line extending over a reference position, an intersection determination process for determining whether or not there is an intersection between the region specifying line and the determination reference line, and determining that there is an intersection in the intersection determination process Obstacle determination processing for excluding the measured object from the obstacle.

  According to this configuration, the obstacle determination unit performs the above-described object position specifying process, the determination reference line generation process, the intersection determination process, and the obstacle determination process, so that the measurement target located outside the traveling area is obstructed. In addition to being able to be excluded from the object, for example, when the shape of the traveling region is a U-shape or the like in which a part outside the traveling region (hereinafter, referred to as a non-traveling portion) enters toward the center side of the traveling region. In the above, when the work vehicle is automatically traveling toward the non-traveling part in one of the partial areas adjacent to the non-traveling part, the relative position measuring unit is located in the partial area on the opposite side of the non-traveling part. Even if the measurement target is measured, the measurement target, that is, the measurement target located in a partial area different from the partial area in which the work vehicle is automatically traveling can be excluded from the obstacle.

  Accordingly, when the work vehicle is automatically traveling in the above-described traveling region such as a U-shape, the obstacle detection unit is configured to automatically move the object to be measured located outside the traveling region or the portion where the traveling vehicle is traveling. The possibility of erroneously detecting a measurement target located in a partial area different from the area as an obstacle can be avoided, and a decrease in work efficiency due to the erroneous detection can be prevented.

A third characteristic configuration of the present invention is:
The area identification information includes a plurality of area identification points including a corner point and an inflection point of a work place where the traveling area is identified, and an area identification that identifies the traveling area by connecting the plurality of area identification points. Line and contains
In the obstacle determination unit, a reference position set in the travel region or outside the travel region to be used for position determination of the measurement target is registered,
The obstacle determination unit is an object position specifying process for specifying the position of the measurement target based on the position information and the positioning information from the relative position measurement unit, and the specified position of the measurement target and A determination reference line generation process for generating a determination reference line extending over a reference position, an intersection number calculation process for calculating the number of intersections between the region specifying line and the determination reference line, and an intersection obtained by the intersection number calculation process An inside / outside determination process for determining whether or not the position of the measurement target is within the travel region based on the quantity of the measurement object, and the measurement target object determined to be outside the travel region in the inside / outside determination process is excluded from the obstacle. And an obstacle determination process.

  According to this configuration, the obstacle determination unit performs the above-described object position identification processing, determination reference line generation processing, intersection number calculation processing, inside / outside determination processing, and obstacle determination processing, so that the shape of the traveling area is simple. Not only in the case of a simple rectangular shape, but also in the case of a complicated shape such as the aforementioned U-shape, for example, it is easy to determine whether the position of the measurement object measured by the relative position measurement unit is outside the traveling area. The measurement object located outside the traveling area can be excluded from the obstacle.

Specifically, when the reference position registered in the obstacle determination unit is set in the traveling area, it is determined that the measurement object whose intersection number is zero or even is located in the traveling area, and the obstacle is determined. The object to be measured, which is determined as an object and whose number of intersections is an odd number, is determined to be located outside the traveling area and is excluded from the obstacle.
If the reference position registered in the obstacle determination unit is set outside the traveling area, it is determined that the measuring object whose intersection number is zero or even is located outside the traveling area and is excluded from the obstacle. In addition, it is determined that the measurement object having an odd number of intersections is located in the traveling area and is determined as an obstacle.

  That is, regardless of the case where the shape of the traveling region is a simple shape such as a rectangular shape or the case where the shape of the traveling region is a complicated shape such as the above-described U-shape, the obstacle determination unit determines whether the measurement target located outside the traveling region Objects can be easily and reliably excluded from obstacles.

  As a result, regardless of the shape of the traveling area, when the work vehicle is automatically traveling in the traveling area, the obstacle detection unit may erroneously detect a measurement target located outside the traveling area as an obstacle. Thus, it is possible to prevent a decrease in work efficiency due to the erroneous detection.

Diagram showing a schematic configuration of an automatic traveling system for a work vehicle FIG. 2 is a block diagram showing a schematic configuration of an automatic traveling system for a work vehicle. Diagram showing an example of a target route generated by a target route generation unit Diagram showing measurement range of each rider sensor in side view Diagram showing the measurement range of each rider sensor in plan view Diagram showing the position (coordinates) of the measurement object in the vehicle body coordinate system The figure which shows the position (coordinate) in the field coordinate system of the measuring object The figure which shows the obstacle determination with respect to the measuring object in a rectangular driving area The figure which shows the obstacle determination with respect to the measuring object in a U-shaped running area. Flowchart of obstacle determination control The figure which shows the obstacle determination with respect to the measurement object in another embodiment in which the reference position used for the position determination of the measurement object is set in the travel area. Flowchart of obstacle determination control in another embodiment The figure which shows the obstacle determination with respect to the measurement object in another embodiment in which the reference position used for the position determination of the measurement object is set outside the travel area.

Hereinafter, as an example of an embodiment for carrying out the present invention, an embodiment in which an automatic traveling system for a work vehicle according to the present invention is applied to a tractor as an example of a work vehicle will be described with reference to the drawings.
The automatic traveling system for a work vehicle according to the present invention includes a work vehicle other than a tractor, such as a riding mower, a riding rice transplanter, a combine, a wheel loader, a snowplow, and an unmanned mowing machine. It can be applied to work vehicles.

  As shown in FIG. 3, the tractor 1 exemplified in this embodiment is configured to be able to automatically travel in a field A or the like, which is an example of a work place, by an automatic travel system for a work vehicle. As shown in FIGS. 1 and 2, an automatic traveling system is a portable communication terminal that is an example of an automatic traveling unit 2 mounted on a tractor 1 and a wireless communication device that is set to be able to perform wireless communication with the automatic traveling unit 2. 3, etc. As the mobile communication terminal 3, a tablet-type personal computer, a smartphone, or the like having a multi-touch display unit (for example, a liquid crystal panel) 4 that enables various kinds of information display and input operation related to automatic driving can be employed. it can.

As shown in FIG. 1, the tractor 1 has a rotary tilling device 6, which is an example of a working device, connected to a rear portion of the tractor 1 via a three-point link mechanism 5 so as to be able to move up and down and roll. Thus, the tractor 1 is configured for a rotary tilling specification.
In addition, various working devices such as a plow, a disk harrow, a cultivator, a subsoiler, a sowing device, a spraying device, and a mowing device can be connected to the rear portion of the tractor 1 in place of the rotary tilling device 6.

As shown in FIGS. 1 and 2, the tractor 1 has drivable left and right front wheels 10 that can be steered, drivable left and right rear wheels 11, a cabin 13 that forms a riding type driving unit 12, and a common rail system. Electronically controlled diesel engine (hereinafter referred to as engine) 14, transmission unit 15 for shifting power from engine 14, fully hydraulic power steering unit 16 for steering left and right front wheels 10, and braking for left and right rear wheels 11 Brake unit 17, an electro-hydraulic control type work clutch unit 19 for intermittently transmitting power to the rotary tilling device 6, an electro-hydraulic control type lifting / lowering drive unit 20 for raising and lowering the rotary tilling device 6, Rolling drive unit 21 of the electro-hydraulic control type that drives the tractor 1 A vehicle state detection device 23 including various sensors and switches for detecting the operation state and the like; a positioning unit 24 for measuring the current position and current direction of the tractor 1; and a vehicle-mounted control unit 40 having various control units, and the like. Is provided.
The engine 14 may be an electronically controlled gasoline engine having an electronic governor. The power steering unit 16 may be an electric type provided with an electric motor.

  The operating unit 12 includes operating levers such as an accelerator lever and a shift lever, and operating pedals such as an accelerator pedal and a clutch pedal, and a steering wheel 30 for manual steering shown in FIG. A seat 31 and a multi-touch type liquid crystal monitor 32 that enables various information displays and input operations are provided.

Although not shown, the transmission unit 15 includes an electronically controlled continuously variable transmission that shifts the power from the engine 14 and an electronic device that switches the power after shifting by the continuously variable transmission between forward and reverse. It includes a hydraulically controlled forward / reverse switching device, and the like. As the continuously variable transmission, an I-HMT (Integrated Hydro-static Mechanical Transmission), which is an example of a hydraulic mechanical continuously variable transmission having higher transmission efficiency than a hydrostatic continuously variable transmission (HST), is used. Has been adopted. The forward / reverse switching device includes a hydraulic clutch for connecting / disconnecting forward power, a hydraulic clutch for connecting / disconnecting reverse power, and an electromagnetic valve for controlling the flow of oil to the hydraulic clutch.
In addition, in place of the I-HMT, the continuously variable transmission is not limited to the I-HMT, but may be an HMT (Hydraulic Mechanical Transmission), which is an example of a hydraulic mechanical continuously variable transmission, a hydrostatic continuously variable transmission, or a belt-type continuously variable transmission. , Etc. may be adopted. The transmission unit 15 includes, instead of the continuously variable transmission, an electro-hydraulic control type stepped transmission having a plurality of shift hydraulic clutches and a plurality of electromagnetic valves for controlling the flow of oil to them. It may be.

  Although not shown, the brake unit 17 operates the left and right brakes for individually braking the left and right rear wheels 11 and the left and right brakes in conjunction with the depression of the left and right brake pedals provided in the driving unit 12. A foot brake system, a parking brake system for actuating left and right brakes in conjunction with the operation of a parking lever provided in the driving unit 12, and a brake inside the turn in conjunction with steering of the left and right front wheels 10 at a set angle or more. A swing brake system to be activated is included.

  As shown in FIG. 2, the on-vehicle control unit 40 includes an engine control unit 41 for controlling the engine 14, a vehicle speed control unit 42 for controlling the vehicle speed of the tractor 1 and switching between forward and backward, and a steering control for controlling the steering. Unit 43, a working device control unit 44 that controls a working device such as the rotary tillage device 6, a display control unit 45 that controls display and notification by the liquid crystal monitor 32 and the like, an automatic traveling control unit 46 that performs control related to automatic traveling, And a non-volatile in-vehicle storage unit 47 that stores a target route for automatic traveling generated in accordance with the traveling area divided in the work place, and the like. Each of the control units 41 to 46 is configured by an electronic control unit in which a microcontroller or the like is integrated, various control programs, and the like. Each of the control units 41 to 46 is connected to be communicable with each other via a CAN (Controller Area Network).

  The vehicle state detecting device 23 is a general term for various sensors, switches, and the like provided in each part of the tractor 1. The vehicle state detecting device 23 includes an accelerator sensor for detecting an operating position of an accelerator lever, a first position sensor for shifting for detecting an operating position of a shift lever, and a forward / backward movement for detecting an operating position of a reversing lever for forward / backward switching. A second position sensor for switching, a rotation sensor for detecting the output rotation speed of the engine 14, a vehicle speed sensor for detecting the vehicle speed of the tractor 1, a steering angle sensor for detecting the steering angle of the front wheels 10, and the like are included. .

  The engine control unit 41 executes an engine speed maintenance control that maintains the engine speed at a speed corresponding to the operation position of the accelerator lever based on the detection information from the accelerator sensor and the detection information from the rotation sensor. I do.

  The vehicle speed control unit 42 controls the continuously variable transmission so that the vehicle speed of the tractor 1 is changed to a speed corresponding to the operation position of the shift lever based on detection information from the first position sensor, detection information from the vehicle speed sensor, and the like. , And forward / reverse switching control for switching the transmission state of the forward / reverse switching device based on the detection information from the second position sensor. The vehicle speed control includes a deceleration stop process for stopping the traveling of the tractor 1 by decelerating the continuously variable transmission to the zero speed state when the shift lever is operated to the zero speed position.

  The positioning unit 24 uses a GPS (Global Positioning System), which is an example of a satellite positioning system (NSS), to measure the current position and current direction of the tractor 1 using a GPS (Global Positioning System), and a three-axis system. And an inertial measurement unit (IMU) 26 that measures the attitude and orientation of the tractor 1 by using a gyroscope and a three-direction acceleration sensor. Positioning methods using GPS include DGPS (Differential GPS: relative positioning method) and RTK-GPS (Real Time Kinetic GPS: interference positioning method). In the present embodiment, RTK-GPS suitable for positioning of a moving object is employed. Therefore, as shown in FIG. 1, a reference station 73 that enables positioning by RTK-GPS is installed at a known position around the field.

  As shown in FIGS. 1 and 2, each of the tractor 1 and the reference station 73 has a GPS antenna 75, 76 for receiving a radio wave transmitted from a GPS satellite 74 (see FIG. 1), and the tractor 1 and the reference station 73. And communication modules 77 and 78 that enable wireless communication of each piece of information including positioning information between the two. As a result, the satellite navigation device 25 of the positioning unit 24 uses the positioning information obtained by the GPS antenna 75 on the tractor side receiving the radio waves from the GPS satellites 74 and the GPS antenna 76 on the base station side to transmit the radio waves from the GPS satellites 74. , The current position and current direction of the tractor 1 can be measured with high accuracy. In addition, the positioning unit 24 has a satellite navigation device 25 and an inertial measurement device 26 to measure the current position, current azimuth, and attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy. Can be.

  In the tractor 1, the inertial measurement device 26 of the positioning unit 24, the GPS antenna 75, and the communication module 77 are included in the antenna unit 79 shown in FIG. The antenna unit 79 is disposed at the center on the left and right in the upper part on the front side of the cabin 13. The mounting position of the GPS antenna 75 on the tractor 1 is a positioning target position p0 when measuring the current position of the tractor 1 using GPS (see FIG. 3).

  As shown in FIG. 2, the portable communication terminal 3 has a position control between an electronic control unit in which a microcontroller and the like are integrated, a terminal control unit 80 having various control programs, and a communication module 77 on the tractor side. A communication module 90 that enables wireless communication of each piece of information including information is provided. The terminal control unit 80 includes a display control unit 81 that controls the operation of the display unit 4, a target route generation unit 82 that generates a target route P for automatic traveling, and a target route P generated by the target route generation unit 82. And a non-volatile terminal storage unit 83 for storing the information. The terminal storage unit 83 stores, as various types of information used for generating the target route P, vehicle body information such as a turning radius and a working width of the tractor 1 and field information obtained from the positioning information described above. I have. As shown in FIG. 3, the field information includes a field obtained by using the GPS when the tractor 1 is driven along the outer peripheral edge of the field A in order to specify the shape and size of the field A. Four corner points Ap1 to Ap4, which are a plurality of shape specific points (shape specific coordinates) in A, and a rectangular shape that connects the corner points Ap1 to Ap4 to specify the shape and size of the field A For example, a shape specifying line AL is included.

As illustrated in FIG. 3, the target route generation unit 82 determines the turning radius and the working width of the tractor 1 included in the vehicle body information, and the shape and size of the field A included in the field information. Generate a target route P.
Specifically, as shown in FIG. 3, for example, in a rectangular field A, a start point p1 and an end point p2 of automatic traveling are set, and the work traveling direction of the tractor 1 is a direction along a short side of the field A. In the case where is set to, the target route generation unit 82 first places the field A on the outer peripheral edge of the field A based on the above-described four corner points Ap1 to Ap4 and the rectangular shape specifying line AL. It is divided into an adjacent margin area A1 and a traveling area A2 located inside the margin area A1.
That is, in the rectangular field A shown in FIG. 3, the four corner points Ap1 to Ap4 also serve as area specifying points used to specify the traveling area A2, and the rectangular shape specifying line AL is Also serves as an area specifying line for specifying A2.
Next, based on the turning radius, the working width, and the like of the tractor 1, the target route generating unit 82 arranges the running area A2 in parallel in the traveling area A2 at a constant interval corresponding to the working width in a direction along the long side of the field A. A plurality of parallel paths P1 to be generated are generated, and a plurality of turning paths P2 arranged at the outer edges of the long sides in the traveling area A2 and connecting the plurality of parallel paths P1 in the traveling order are generated.
Then, the traveling area A2 is divided into a pair of non-working areas A2a set at the outer edges on the long sides of the traveling area A2 and a work area A2b set between the pair of non-working areas A2a. Each of the parallel paths P1 is divided into a non-work path P1a included in the pair of non-work areas A2a and a work path P1b included in the work area A2b.
Thus, the target route generation unit 82 can generate a target route P suitable for automatically driving the tractor 1 in the field A shown in FIG.

  In the field A shown in FIG. 3, the margin area A1 indicates that the rotary tilling device 6 or the like comes into contact with another object such as a ridge adjacent to the field A when the tractor 1 automatically travels on the outer periphery of the traveling area A2. This is an area secured between the outer peripheral edge of the field A and the traveling area A2 to prevent it. Each non-work area A2a is a ridge turning area for the tractor 1 to turn from the current work path P1b to the next work path P1b on the ridge of the field A.

  In the target path P shown in FIG. 3, each of the non-work paths P1a and each of the turning paths P2 are paths on which the tractor 1 automatically travels without performing the tillage work. This is a route that automatically travels while performing. The start point p3 of each work path P1b is a work start point at which the tractor 1 starts tillage work, and the end point p4 of each work path P1b is a work stop point at which the tractor 1 stops tillage work. Each of the non-work paths P1a includes a work stop point p4 before the tractor 1 turns on the turn path P2 and a work start point p3 after the tractor 1 turns on the turn path P2. This is an alignment path for aligning in the traveling direction. Of the connection points p5 and p6 between each parallel path P1 and each turning path P2, the connection point p5 on the end side in each parallel path P1 is the turning start point of the tractor 1 and the connection on the starting end side in each parallel path P1. The point p6 is the turning end point of the tractor 1.

  It should be noted that the target route P shown in FIG. 3 is merely an example, and the target route generation unit 82 performs different vehicle body information depending on the model of the tractor 1 and the type of work, and different shapes of the field A according to the field A. Various target routes P suitable for them can be generated based on field information such as the size and size of the field.

  The target route P is stored in the terminal storage unit 83 in a state where the target route P is associated with vehicle body information, field information, and the like, and can be displayed on the display unit 4 of the mobile communication terminal 3. The target route P includes a target vehicle speed of the tractor 1 on each parallel route P3, a target vehicle speed of the tractor 1 on each turning route P2b, a front wheel steering angle on each parallel route P1, and a front wheel steering angle on each turning route P2b. include.

  The terminal control unit 80 transmits the vehicle body information, the field information, the target route P, and the like stored in the terminal storage unit 83 to the vehicle-mounted control unit 40 in response to the transmission request command from the vehicle-mounted control unit 40. The vehicle-mounted control unit 40 stores the received vehicle body information, field information, the target route P, and the like in the vehicle-mounted storage unit 47. Regarding the transmission of the target route P, for example, the terminal control unit 80 transmits all of the target route P from the terminal storage unit 83 to the on-vehicle control unit 40 at a time before the tractor 1 starts the automatic traveling. It may be. Further, for example, the terminal control unit 80 divides the target route P into a plurality of pieces of divided route information for each predetermined distance, and the traveling distance of the tractor 1 reaches the predetermined distance from a stage before the tractor 1 starts automatic traveling. Each time, a predetermined number of divided route information according to the traveling order of the tractor 1 may be sequentially transmitted from the terminal storage unit 83 to the on-vehicle control unit 40.

  In the in-vehicle control unit 40, detection information from various sensors and switches included in the vehicle state detection device 23 is input to the automatic traveling control unit 46 via the vehicle speed control unit 42, the steering control unit 43, and the like. ing. Thereby, the automatic traveling control unit 46 can monitor various setting states in the tractor 1 and operation states of the respective units.

  In a state where the traveling mode of the tractor 1 is switched to the automatic traveling mode, the automatic traveling control unit 46 starts the automatic traveling by operating the display unit 4 of the mobile communication terminal 3 by a user such as a passenger or a manager outside the vehicle. Is started, the positioning unit 24 starts the automatic traveling control for automatically traveling the tractor 1 according to the target route P while acquiring the current position, the current direction, and the like of the tractor 1.

  The automatic driving control by the automatic driving control unit 46 includes an automatic control process for the engine that transmits a control command for the automatic driving relating to the engine 14 to the engine control unit 41, and a control for the automatic driving relating to the switching of the vehicle speed of the tractor 1 and the forward / backward movement. Automatic control processing for vehicle speed transmitting a command to the vehicle speed control unit 42, automatic control processing for steering transmitting a control command for automatic driving related to steering to the steering control unit 43, and automatic driving related to a working device such as the rotary plow 6 And a work automatic control process for transmitting a work control command to the work device control unit 44.

  In the automatic control process for the engine, the automatic traveling control unit 46 sends an engine speed change command to instruct the engine control unit 41 to change the engine speed based on the set speed included in the target route P, and the like. Send. The engine control unit 41 executes an engine speed change control for automatically changing the engine speed in response to various control commands for the engine 14 transmitted from the automatic traveling control unit 46.

  In the vehicle speed automatic control process, the automatic traveling control unit 46 includes a shift operation command for instructing a shift operation of the continuously variable transmission based on the target vehicle speed included in the target route P, and a shift operation command included in the target route P. A forward / reverse switching command for instructing a forward / backward switching operation of the forward / backward switching device based on the traveling direction of the tractor 1 or the like is transmitted to the vehicle speed control unit 42. The vehicle speed control unit 42 automatically controls the operation of the continuously variable transmission according to various control commands related to the continuously variable transmission, the forward / reverse switching device, and the like transmitted from the automatic traveling control unit 46, and And automatic forward / reverse switching control for automatically controlling the operation of the forward / reverse switching device. In the vehicle speed control, for example, when the target vehicle speed included in the target route P is zero speed, an automatic deceleration stop process for stopping the running of the tractor 1 by decelerating the continuously variable transmission to a zero speed state and the like. It is included.

  In the steering automatic control process, the automatic traveling control unit 46 transmits to the steering control unit 43 a steering command for instructing steering of the left and right front wheels 10 based on the front wheel steering angle and the like included in the target path P. . The steering control unit 43 controls the operation of the power steering unit 16 to steer the left and right front wheels 10 according to the steering command transmitted from the automatic traveling control unit 46, and sets the left and right front wheels 10 When the steering is performed at an angle or more, an automatic brake turning control for operating the brake unit 17 to operate the brake inside the turning is executed.

  In the work automatic control process, the automatic traveling control unit 46 performs a work start command for instructing the rotary tilling apparatus 6 to switch to the work state based on the work start point p3 included in the target path P, and a target path. A work stop command for instructing switching of the rotary tillage device 6 to the non-working state based on the work stop point p4 included in P is transmitted to the work device control unit 44. The work device control unit 44 controls the operation of the lifting drive unit 20 and the work clutch unit 19 according to various control commands related to the rotary till device 6 transmitted from the automatic traveling control unit 46, and controls the rotary till device 6 to operate. The automatic work start control that lowers the working height to the operation and the automatic work stop control that stops the rotary tilling device 6 and raises the height to the non-working height are executed. In the working state in which the rotary tilling device 6 is lowered to the working height and operated, the working device control unit 44 raises and lowers the rotary tilling device 6 based on the detection of the tilling depth sensor that detects the tilling depth by the rotary tilling device 6. Automatic tillage depth maintenance control for controlling the operation of the unit 20 to maintain the tillage depth of the rotary tillage device 6 at the set depth, and an inclination sensor for detecting the roll angle of the tractor 1 and an acceleration sensor for the inertial measurement device 26. Based on the detection, an automatic roll angle maintaining control for controlling the operation of the rolling drive unit 21 to maintain the inclined posture in the roll direction of the rotary tilling device 6 at a set posture (for example, a horizontal posture) is executed.

  That is, the automatic traveling unit 2 includes the power steering unit 16, the brake unit 17, the work clutch unit 19, the lifting / lowering drive unit 20, the rolling drive unit 21, the vehicle state detection device 23, the positioning unit 24, the on-vehicle control unit 40, And a communication module 77. When these components operate properly, the tractor 1 can be automatically driven with high accuracy in accordance with the target route P, and the rotary tilling device 6 can properly perform tilling.

  As shown in FIG. 2, the tractor 1 is provided with an obstacle detection unit 50 that detects the presence or absence of an obstacle 200 (see FIGS. 8 to 9) around the tractor 1. The obstacle 200 detected by the obstacle detection unit 50 includes a person such as a worker working in the traveling area A2 of the field A and other work vehicles, and existing poles and trees in the traveling area A2 of the field A. Such objects are included.

  When the obstacle detection unit 50 detects the presence of the obstacle 200, the automatic traveling control unit 46 performs a contact avoidance process of avoiding contact of the tractor 1 with the obstacle 200. The contact avoidance process includes a notification process for operating a notification device provided in the tractor 1 and the portable communication terminal 3, an automatic deceleration process for automatically reducing the vehicle speed of the tractor 1, and a tractor for reducing the vehicle speed of the tractor 1 to zero speed. 1 includes an automatic deceleration stop process for stopping the vehicle 1 and an automatic steering process for automatically steering the left and right front wheels 10 to bypass the tractor 1 so as to avoid the obstacle 200. Then, these processes are appropriately performed by the automatic traveling control unit 46 according to the vehicle speed of the tractor 1, the distance from the tractor 1 to the obstacle 200, the positional relationship between the tractor 1 and the obstacle 200, and the like. Is configured.

  As shown in FIGS. 1 and 2 and FIGS. 4 and 5, the obstacle detection unit 50 is a relative position measuring unit that measures the relative position of the measurement target 201 (see FIGS. 6 to 9) located before and after the tractor 1. An example of two front and rear rider sensors (LiDAR Sensor: Light Detection and Ranging Sensor) 101, 102, and two sets of sonar units 103, left and right for measuring the distance from the tractor 1 to the measurement object 201 located on the left and right thereof. 104.

  As shown in FIGS. 4 and 5, each of the rider sensors 101 and 102 three-dimensionally measures a distance to the measurement target 201 using a laser to generate a three-dimensional image. Each of the rider sensors 101 and 102 measures TOF (Time Of) which measures a distance from a reciprocating time until a laser beam (for example, a pulsed near-infrared laser beam) hits and bounces off the measurement target 201 to the measurement target 201. The distance to the measurement target 201 is measured by a (Flight) method. Each of the rider sensors 101 and 102 scans the laser beam at high speed in the vertical and horizontal directions and sequentially measures the distance to the measurement target 201 at each scanning angle, thereby three-dimensionally measuring the distance to the measurement target 201. Measure with Each of the rider sensors 101 and 102 repeatedly measures the distance to the measurement target 201 in the measurement ranges C and D in real time. Each of the rider sensors 101 and 102 acquires the relative position of the measurement target 201 from the linear distance to the measurement target 201 and the irradiation angle with respect to the measurement target 201 included in each measurement result, and obtains a three-dimensional image. Is generated and output to the on-vehicle control unit 40. The three-dimensional images from each of the rider sensors 101 and 102 can be displayed on the liquid crystal monitor 32 of the tractor 1, the display unit 4 of the mobile communication terminal 3, or the like. The situation on the rear side can be visually recognized. Incidentally, in the three-dimensional image, the distance in the perspective direction can be indicated by using, for example, color.

  As shown in FIGS. 1 and 4 and 5, of the front and rear rider sensors 101 and 102, the front rider sensor 101 is located at the upper left and right center positions on the front side of the cabin 13 where the above-described antenna unit 79 is disposed. The tractor 1 is disposed in a forward-downward posture in which the front side of the tractor 1 is looked down obliquely from above. Thereby, the front rider sensor 101 is set so that the front side of the tractor 1 is the measurement range C. The rear rider sensor 102 is disposed at the center of the rear end of the cabin 13 in the upper right and left sides, with the rear side of the tractor 1 looking down diagonally from the upper side in a rearward downward posture. Thus, the rear rider sensor 102 is set so that the measurement range D is on the rear side of the tractor 1.

  In the measurement ranges C and D of the respective rider sensors 101 and 102, in a region where a part of the tractor 1 or a part of the rotary tilling device 6 enters, a part of the tractor 1 or the rotary tilling device 6 that enters the region. Masking processing is performed to cover a part of the area so that each of the rider sensors 101 and 102 does not serve as the measurement target 201.

  In addition, regarding the measurement ranges C and D of the rider sensors 101 and 102, a cut process may be performed to limit the range in the left-right direction to a set range according to the working width of the rotary tiller 6.

  When the tractor 1 moves forward when the forward / reverse switching device of the transmission unit 15 is switched to the forward transmission state, the front and rear rider sensors 101 and 102 are in the measurement state, and the rear rider sensor 102 is in the measurement stop state. become. When the tractor 1 is traveling backward when the forward / reverse switching device of the transmission unit 15 is switched to the reverse transmission state, the front rider sensor 101 is in the measurement stop state, and the rear rider sensor 102 is in the measurement state. When a plurality of measurement objects 201 exist in the measurement ranges C and D, the front and rear rider sensors 101 and 102 individually measure the distance to each measurement object 201 and the like.

  As shown in FIG. 1 and FIGS. 4 and 5, each of the sonar units 103 and 104 measures the distance to the measurement object 201 using ultrasonic waves. Each of the sonar units 103 and 104 has a TOF (Time Of Flight) method for measuring a distance from the reciprocating time until the transmitted ultrasonic wave hits and bounces off the measurement object 201 and measures the distance to the measurement object 201. Measure the distance. Of the right and left sonar units 103 and 104, the right sonar unit 103 is attached to a right getting on / off step 13A arranged below the right side of the cabin 13 with a small depression angle and a downward right posture. Thereby, the right sonar unit 103 is disposed at a relatively high position between the right front wheel 10 and the right rear wheel 11 in a state where the right outer side of the tractor 1 is set to be the measurement range N. I have. The left sonar unit 104 is attached to a left getting on / off step 13A arranged on the lower left side of the cabin 13 in a left downward attitude having a small depression angle. Thereby, the left sonar unit 104 is disposed at a relatively high position between the left front wheel 10 and the left rear wheel 11 in a state where the left outer side of the tractor 1 is set to be the measurement range N. I have.

  As shown in FIG. 2, the obstacle detection unit 50 includes an obstacle determination unit 48 that determines whether the measurement target 201 measured by the front and rear rider sensors 101 and 102 is the obstacle 200. The obstacle determination unit 48 is included in the on-vehicle control unit 40, and is configured by an electronic control unit in which a microcontroller and the like are integrated, various control programs, and the like. The on-vehicle control unit 40 is connected to each of the rider sensors 101 and 102 and each of the sonar units 103 and 104 via a CAN so as to be able to communicate with each other.

  The obstacle determining unit 48 determines whether or not the measurement target 201 measured by the front and rear rider sensors 101 and 102 is the obstacle 200 based on position information from the front and rear rider sensors 101 and 102 and the like. Execute judgment control. In executing the obstacle determination control, the mounting position of the GPS antenna 75, which is the GPS positioning target position p0, in the tractor 1 is registered as a reference position used for determining the position of the measurement target 201 in the obstacle determination unit 48. ing.

Hereinafter, the processing procedure of the obstacle determination unit 48 in the obstacle determination control will be described based on the flowchart shown in FIG.
Note that the processing procedure of the obstacle determination unit 48 in the obstacle determination control is the same when the tractor 1 is traveling forward and when the vehicle is traveling backward, except for the rider sensors 101 and 102 that are in the measurement state. 6 to 8, a description will be given by exemplifying a case where the tractor 1 moves forward when the front rider sensor 101 is in the measurement state and the rear rider sensor 102 is in the measurement stop state.

In the obstacle determination control, first, the obstacle determination unit 48 performs an object position specifying process for specifying the position of the measurement target 201 with respect to the traveling area A2 based on position information from the front rider sensor 101 (step # 1). ). In the object position specifying process, the GPS positioning target position on the tractor 1 is determined from the relative position of the measurement target 201 measured by the front rider sensor 101 and the mounting position of the GPS antenna 75 on the tractor 1 included in the vehicle body information. The coordinates (x, y) of the measurement object 201 in the vehicle body coordinate system with p0 as the origin (0, 0) are obtained (see FIG. 6). Then, the coordinates (x, y) of the measurement target 201 in the vehicle body coordinate system are converted into a field coordinate system (NED coordinate system) that specifies the coordinates of each of the area specific points Ap1 to Ap4, and the field coordinate system Specify the coordinates (X, Y) of the measurement target 201 at step (see FIG. 7).
Next, as shown in FIG. 8, a determination reference line L extending between the reference position (GPS positioning target position p0 in the tractor 1) registered in the obstacle determination unit 48 and the specified position of the measurement target 201 is generated. A determination reference line generation process is performed (step # 2).
Then, intersection determination processing is performed to determine whether or not there is an intersection between the rectangular area identification line AL connecting the area identification points Ap1 to Ap4 and the above-described determination reference line L (step # 3). An obstacle determination process of excluding the measurement target 201 determined to have an intersection from the obstacles 200 is performed (step # 4).

  Accordingly, the obstacle determination unit 48 determines that the specific position of the measurement target 201 by the object position specifying process is the first specific position sp1 with respect to the region specifying line AL, as shown in FIG. Since there is no intersection between the AL and the determination reference line L, the measurement target 201 is determined as the obstacle 200 located in the traveling area A2. If the specific position of the measurement target 201 by the object position specifying process is the second specific position sp2 with respect to the region specifying line AL, there is an intersection between the region specifying line AL and the determination reference line L. It is determined that the object 201 is located outside the traveling area A2, and the measurement target 201 is excluded from the obstacle 200.

In addition to this, for example, as shown in FIG. 9, the shape of the traveling area A2 is such that a part outside the traveling area A2 (hereinafter, referred to as a non-traveling part) is located at the center of the traveling area A2. If the specific position of the measurement target 201 by the object position specifying process is the first specific position sp1 with respect to the region specifying line AL in the case of a U-shape or the like entering toward the side, the region specifying line AL and the determination reference line are used. Since there is no intersection with L, the measurement target 201 is determined as the obstacle 200 located in the same partial area A2c as the partial area A2c in which the tractor 1 is automatically traveling. If the specific position of the measurement target 201 by the object position specifying process is the second specific position sp2 or the third specific position sp3 with respect to the region specifying line AL, there is an intersection between the region specifying line AL and the determination reference line L. Therefore, it is determined that the measurement target 201 is located outside the traveling area A2 or in a partial area A2d different from the partial area A2c in which the tractor 1 is automatically traveling, and the measurement target 201 is obstructed. It is excluded from the object 200.
Incidentally, the U-shaped running area A2 shown in FIG. 9 is specified by an area specifying line AL whose shape, size, and the like are connected to eight area specifying points Ap1 to Ap8.

  That is, the obstacle determination unit 48 performs the above-described object position identification processing, determination reference line generation processing, intersection determination processing, and obstacle determination processing, and thereby moves the measurement target 201 located outside the traveling area A2 to the obstacle. Not only can the tractor 1 be excluded from the partial area A2d, which is different from the partial area A2c in which the tractor 1 is automatically traveling, for example, when the shape of the traveling area A2 is a complicated shape such as the aforementioned U-shape. The measurement object 201 located can also be excluded from the obstacle 200.

  Thus, regardless of the shape of the traveling area A2, when the tractor 1 is automatically traveling in the traveling area A2, the obstacle detection unit 50 automatically moves the measurement target 201 or the tractor 1 located outside the traveling area A2. It is possible to avoid the possibility of erroneously detecting the measurement target 201 located in the partial area A2d different from the partial area A2c that is performing the detection as the obstacle 200, and the automatic traveling control unit 46 is unnecessary due to the erroneous detection. It is possible to prevent a decrease in work efficiency due to the execution of the contact avoidance processing.

  The automatic cruise control unit 46 sets the tractor when the one of the front and rear rider sensors 101 and 102 measures the plurality of measurement objects 201 and the obstacle determination unit 48 determines the plurality of measurement objects 201 as the obstacle 200. The contact avoidance processing is performed based on the obstacle 200 closest to 1. Thus, the possibility that the tractor 1 comes into contact with the obstacle 200 can be more preferably avoided.

  As shown in FIGS. 1 and 2 and FIG. 4, the tractor 1 is provided with two front and rear cameras 108 and 109 whose front and rear sides have an imaging range. Like the front rider sensor 101, the front camera 108 is disposed at a central position on the front side of the cabin 13 in the upper left and right sides in a front lowering posture in which the front side of the tractor 1 is viewed obliquely from above. The rear camera 109, like the rear rider sensor 102, is disposed at the center of the rear end on the rear end side of the cabin 13 in the left and right direction, with the rear side of the tractor 1 looking down obliquely from above and in a rearwardly lowered posture. The images captured by the cameras 108 and 109 can be displayed on the liquid crystal monitor 32 of the tractor 1, the display unit 4 of the mobile communication terminal 3, or the like, so that a user or the like can visually recognize the situation around the tractor 1. it can.

[Another embodiment]
Another embodiment of the present invention will be described.
The configuration of each of the different embodiments described below is not limited to being applied independently, and can be applied in combination with the configuration of another alternative embodiment.

(1) Another representative embodiment relating to the configuration of the work vehicle 1 is as follows.
For example, the work vehicle 1 may be configured to have a semi-crawler specification including left and right crawlers instead of the left and right rear wheels 11.
For example, the work vehicle 1 may be configured as a full crawler specification including left and right crawlers in place of the left and right front wheels 10 and the left and right rear wheels 11.
For example, the work vehicle 1 may be configured to have an electric specification including an electric motor instead of the engine 14.
For example, the work vehicle 1 may be configured to have a hybrid specification including the engine 14 and the electric motor.

(2) For example, two sets of left and right sonar units 103 and 104 for measuring the distance from the work vehicle 1 to the measurement target 201 located on the left and right thereof are used as relative position measurement units, and the two sets of obstacle determination units 48 are used for left and right Is determined based on the ranging information from the sonar units 103 and 104 and the positioning information acquired by using the satellite positioning system to determine whether or not the position of the measurement target 201 is within the traveling area A2. The configuration may be such that the measurement object 201 located outside is excluded from the obstacle 200.

(3) For example, a stereo camera or the like may be employed as the relative position measuring units 101 to 104.

(4) As shown in FIG. 11, a reference position p0i set in the traveling area A2 for use in determining the position of the measurement target 201 is registered in the obstacle determination unit 48, and the obstacle determination unit 48 However, in the obstacle determination control, as shown in the flowchart of FIG. 12, based on the position information from the relative position measurement units (front and rear rider sensors) 101 and 102 and the positioning information acquired by using the satellite positioning system. Object position specifying processing (Step # 1) for specifying the position of the measurement target 201 by using the determination reference line generation processing (Step # 1) that generates a determination reference line L extending between the specified position of the measurement target 201 and the reference position p0i. # 2), an intersection number calculation process for calculating the number of intersections between the area specifying line AL and the determination reference line L (step # 3), and the number of intersections obtained in the intersection number calculation process. An inside / outside determination process (step # 4) for determining whether or not the position of the measurement target 201 is within the travel region A2, and the measurement target 201 determined to be outside the travel region A2 in the inside / outside determination process are excluded from the obstacle 200. It may be configured to perform an obstacle determination process (Step # 5).
In this configuration, for example, as shown in FIG. 11, if the specific position of the measurement target 201 by the object position specifying process is the first specific position sp1 with respect to the region specifying line AL, the region specifying line AL and the determination reference line L Since the number of intersections with zero becomes zero, the obstacle determination unit 48 determines the measurement target 201 as the obstacle 200 located in the traveling area A2. Further, if the specific position of the measurement target 201 by the object position specifying process is the second specific position sp2 with respect to the region specifying line AL, the number of intersections between the region specifying line AL and the determination reference line L becomes an odd number. The obstacle determination unit 48 determines that the measurement target 201 is located outside the traveling area A2, and excludes the measurement target 201 from the obstacle 200.
For example, when the shape of the traveling area A2 is a U-shape or the like shown in FIG. 9, the obstacle determination unit 48 determines that the number of intersections between the area identification line AL and the determination reference line L is zero or an even number. The object 201 is determined as the obstacle 200 located in the traveling area A2. Further, the obstacle determination unit 48 determines that the measurement target 201 having an odd number of intersections between the area specifying line AL and the determination reference line L is located outside the traveling area A2, The measurement target 201 is excluded from the obstacle 200.

(5) As shown in FIG. 13, a reference position p0o set outside the traveling area A2 for use in determining the position of the measurement target 201 is registered in the obstacle determination unit 48, and the obstacle determination unit 48 However, in the obstacle determination control, the position of the measurement target 201 is specified based on the position information from the relative position measurement units (front and rear lidar sensors) 101 and 102 and the positioning information obtained by using the satellite positioning system. Object position specification processing, a determination reference line generation processing for generating a determination reference line L extending between the specified position of the measurement target 201 and the reference position p0o, and the number of intersections between the area identification line AL and the determination reference line L , An inside / outside determination process for determining whether or not the position of the measurement object 201 is within the traveling area A2 based on the number of intersections obtained in the intersection number calculation process, and an inside / outside determination process. May be configured to perform the exclusion obstacle determination process running region A2 measuring object 201 is determined out of the obstacle 200.
In this configuration, for example, as shown in FIG. 13, if the specific position of the measurement target 201 by the object position specifying process is the first specific position sp1 with respect to the region specifying line AL, the region specifying line AL and the determination reference line L Since the number of intersections with zero becomes zero, the obstacle determination unit 48 determines that the measurement target 201 is located outside the traveling area A2, and excludes the measurement target 201 from the obstacle 200. I do. Further, if the specific position of the measurement target 201 by the object position specifying process is the second specific position sp2 with respect to the region specifying line AL, the number of intersections between the region specifying line AL and the determination reference line L becomes an odd number. The obstacle determination unit 48 determines the measurement target 201 as the obstacle 200 located in the traveling area A2.
For example, when the shape of the traveling area A2 is a U-shape or the like shown in FIG. 9, the obstacle determination unit 48 determines that the number of intersections between the area identification line AL and the determination reference line L is zero or an even number. It is determined that the object 201 is located outside the traveling area A2, and the measurement object 201 is excluded from the obstacle 200. In addition, the obstacle determination unit 48 determines the measurement target 201 having an odd number of intersections between the area specifying line AL and the determination reference line L as the obstacle 200 located in the traveling area A2.

1 work vehicle 46 automatic traveling control unit 47 storage unit (vehicle storage unit)
48 Obstacle determination unit 50 Obstacle detection unit 101 Relative position measurement unit (front rider sensor)
102 Relative position measurement unit (rear rider sensor)
103 Relative position measurement unit (right sonar unit)
104 relative position measurement unit (left sonar unit)
200 Obstacle 201 Measurement target Ap1 Area specific point Ap2 Area specific point Ap3 Area specific point Ap4 Area specific point A2 Running area AL Area specific line L Judgment reference line p0 Positioning target position

Claims (3)

A storage unit that stores area identification information used to identify the traveling area,
An automatic driving control unit that automatically drives the work vehicle in the specified driving area based on the positioning information obtained by using the satellite positioning system,
An obstacle detection unit that detects the presence or absence of an obstacle around the work vehicle,
The automatic traveling control unit, when the obstacle detection unit detects the presence of the obstacle, performs a contact avoidance process of avoiding contact of the work vehicle with the obstacle,
The obstacle detection unit is provided in the work vehicle, a relative position measurement unit that measures a relative position of the measurement target, based on position information from the relative position measurement unit, the positioning information, and the area identification information. An obstacle determination unit that determines whether the position of the measurement target is within the travel region and excludes the measurement target located outside the travel region from the obstacles. Automatic driving system. The area identification information includes a plurality of area identification points including a corner point and an inflection point of a work place where the traveling area is identified, and an area identification that identifies the traveling area by connecting the plurality of area identification points. Line and contains
In the obstacle determination unit, the positioning target position of the satellite positioning system in the work vehicle is registered as a reference position used for position determination of the measurement target,
The obstacle determination unit is an object position specifying process for specifying the position of the measurement target based on the position information and the positioning information from the relative position measurement unit, and the specified position of the measurement target and A determination reference line generation process for generating a determination reference line extending over a reference position, an intersection determination process for determining whether or not there is an intersection between the region specifying line and the determination reference line, and determining that there is an intersection in the intersection determination process The automatic traveling system for a work vehicle according to claim 1, further comprising performing an obstacle determination process of excluding the measured object from the obstacle. The area identification information includes a plurality of area identification points including a corner point and an inflection point of a work place where the traveling area is identified, and an area identification that identifies the traveling area by connecting the plurality of area identification points. Line and contains
In the obstacle determination unit, a reference position set in the travel region or outside the travel region to be used for position determination of the measurement target is registered,
The obstacle determination unit is an object position specifying process for specifying the position of the measurement target based on the position information and the positioning information from the relative position measurement unit, and the specified position of the measurement target and A determination reference line generation process for generating a determination reference line extending over a reference position, an intersection number calculation process for calculating the number of intersections between the region specifying line and the determination reference line, and an intersection obtained by the intersection number calculation process An inside / outside determination process for determining whether or not the position of the measurement target is within the travel region based on the quantity of the measurement object, and the measurement target object determined to be outside the travel region in the inside / outside determination process is excluded from the obstacle. The automatic traveling system for a work vehicle according to claim 1, wherein the automatic traveling system performs an obstacle determination process.

Images