JP2020110158A - Work vehicle automatic traveling system and travel route management device - Google Patents

Abstract

To address the desire for a technique of allowing a work vehicle to flexibly change a route in the middle of automatic work in a work area.SOLUTION: A work vehicle automatic traveling system includes: a satellite positioning module 80 that outputs positioning data representing a vehicle position of a harvester 1; an area setup part for setting up a work object area; a route management part that calculates a travel route element group as an assembly of multiple travel route elements constituting a travel route covering a work object area CA and readably storing it; a route element selection part that selects a next travel route element to travel from a sequential travel route element group; and an automatic travel control part that causes the work vehicle to automatically travel on the basis of the next travel route element and the vehicle position.SELECTED DRAWING: Figure 1

Description

The present invention relates to a work vehicle automatic travel system that manages automatic travel of a work vehicle that travels while working on a work site, and a travel route management device that manages a travel route of the work vehicle.

The field work machine according to Patent Document 1 includes a route calculation unit and a driving support unit in order to perform field work using automatic traveling. The route calculation unit obtains the outer shape of the field from the topographical data, and based on this outer shape and the working width of the field working machine, calculates a traveling path that starts from the set traveling start point and ends at the traveling end point. The driving support unit compares the vehicle position obtained based on the positioning data (latitude/longitude data) obtained from the GPS module with the traveling route calculated by the route calculation unit, and the traveling machine body follows the traveling route. The steering mechanism is controlled so as to drive.

Patent Document 1 discloses a system for automatically controlling the travel of one work vehicle, while Patent Document 2 discloses a system for performing work while two work vehicles travel in parallel. In the travel route setting device used in this system, the travel route is set by selecting the arrangement positions of the first work vehicle and the second work vehicle. When the travel route is set, the position of the own vehicle is measured and the work is performed while traveling along the travel route.

JP, 2015-112071, A JP, 2016-093125, A

In the automatic work traveling of the work vehicle according to Patent Document 1 or Patent Document 2, a travel route for work at the work site is calculated based on the outer shape of the work site and the specifications of the work vehicle, and along the calculated travel route. One or more work vehicles are automatically driven. While traveling in a vast field, due to mechanical factors such as refueling and discharge of harvested products, environmental factors such as weather fluctuations and work site conditions, departure from the preset traveling route, work in progress It is not uncommon to need to change the travel route in the car. However, in a system in which automatic travel control is performed so that the vehicle travels along a preset travel route, there is a problem in that it is not possible to flexibly change the travel route during work.
In view of such circumstances, there is a demand for a work vehicle automatic traveling system capable of flexibly changing a route during work and a traveling route management device used for such a system.

A work vehicle automatic traveling system for managing the automatic traveling of a work vehicle traveling while working on a work site, wherein a satellite positioning module for outputting positioning data indicating the position of the work vehicle and the work vehicle orbits. An area setting unit that sets an area on the outer peripheral side of the work area as an outer peripheral area and sets an inner side of the outer peripheral area as a work target area, and a number of travel route elements that constitute a travel route that covers the work target area. Of the traveling route element group, which is readably stored, a route element selecting unit which sequentially selects a next traveling route element to be traveled from the traveling route element group, and the next traveling An automatic travel control unit that automatically travels the work vehicle based on a route element and the vehicle position is provided.

According to this configuration, the area on the outer peripheral side of the work site on which the work vehicle circulates is set as the outer peripheral area, the inside of the outer peripheral area is set as the work target area, and the work site is set as the outer peripheral area and the work target area. Divide. The outer peripheral region is used as a traveling route for replenishment of chemicals, replenishment of fertilizer, discharge of harvested products, movement and redirection for refueling, and the like. As a travel route that covers a work target region that is a target region of substantially automatic travel, for example, a travel route element that is a large number of vertical lines or horizontal lines is calculated. Here, this aggregate of a large number of travel route elements is referred to as a travel route element group. In the present invention, the travel route generation processing executed before the work is the generation of the travel route element group. In the actual work travel in the work target area, an appropriate travel route element is sequentially selected from the travel route element group, and the work vehicle travels along the selected travel route element. As described above, in the system of the present invention, rather than predetermining the entire travel route required to complete the work, such a travel route is divided into a number of travel route elements. While traveling, a traveling route element that is evaluated to be appropriate is selected on the way, and traveling is continued along the selected traveling route element. As a result, the route to be traveled can be easily changed during the work, and highly flexible travel can be realized.
In addition, the term "working" used in this application has a broad meaning including not only running while actually working, but also running without working to change direction during work. Is used to mean.

A preferable factor used to select a traveling route element to be sequentially traveled with the progress of work traveling is a work environment of the work vehicle. In the present specification, the term work environment of the work vehicle can include the state of the work vehicle, the state of the work site, a command from the administrator, and the like, and the state information is obtained by evaluating this work environment. To be This status information may include mechanical factors such as refueling and discharge of crops, environmental factors such as weather fluctuations and work site conditions, and human demands such as an unexpected work interruption command. Also, when a plurality of work vehicles travel in a coordinated manner, the positional relationship between the work vehicles is also one of the work environment or state information. Therefore, in a preferred embodiment of the present invention, a work state evaluation unit that outputs the state information obtained by evaluating the work environment of the work vehicle is provided, and the route element selection unit is the The next traveling route element is selected from the traveling route element group based on the vehicle position and the state information. In this configuration, the selection of the travel route element is performed based on the state information obtained by evaluating the work traveling state of the work site by the work vehicle.
The work traveling carried out along the travel route elements sequentially selected based on such state information is suitable for the state of the work vehicle, the state of the work place, and the command of the manager.

As a structure of a traveling route element group that is a base of a traveling route for covering a work area with a predetermined width, that is, as an arrangement pattern of a large number of traveling route elements, for example, a grid pattern of orthogonal lines like a grid pattern. It is conceivable that the mesh pattern is a diagonal line or a diagonal line, or a parallel line pattern composed of parallel lines. When the work vehicle travels along such a travel route element group set in the work target area, the work target area is worked throughout. In one of the preferred embodiments of the present invention, the travel route element group is a group of parallel straight lines composed of parallel straight lines that divide the work target area into strips, The transition from one end of one travel route element to one end of another travel route element is performed.

In the present invention, as the travel route elements to be sequentially traveled, the travel route element most suitable for the situation that changes with the progress of traveling of the work vehicle is selected from the travel route element group by the route element selection unit. After traveling along a travel route element based on one straight line, a travel route element based on an adjacent straight line may be selected, or travel at a position distant across one or more travel route elements. A route element may be selected. This enables flexible driving.

Further, in another one of the preferred embodiments of the present invention, the traveling route element group is a mesh straight line group composed of mesh straight lines dividing the work target area into meshes, and an intersection of the mesh straight lines is a work line. It is a turning point that allows the vehicle to turn. Also here, as the travel route elements to be sequentially traveled, the travel route element most suitable for the situation that changes with the progress of traveling of the work vehicle is selected from the travel route element group by the route element selection unit. With this configuration, the work vehicle can change direction at the intersections of the mesh straight lines that are the base travel route elements, so that zigzag traveling and spiral traveling are possible, and flexible traveling depending on the situation is possible.

The subject of the present invention also includes a travel route management device used in the above-described work vehicle self-propelled traveling system. This travel route management device manages the travel route of a work vehicle including an automatic travel control unit for automatically traveling while working on a work site. The travel route management device sets an area on the outer peripheral side of the field around which the work vehicle circulates as an outer peripheral area, and an area setting unit that sets the inner side of the outer peripheral area as a work target area, and travels covering the work target area. A route management unit that calculates a traveling route element group, which is an aggregate of a large number of traveling route elements that form a route, and stores it in a readable manner, and a next traveling route element to travel, are sequentially selected from the traveling route element group. And a route element selection unit for performing the operation. The travel route element selected by the route element selection unit is used as the target travel route in the automatic travel control of the work vehicle. The route management unit and the route element selection unit have the above-described operational effects.

It is explanatory drawing which shows typically the work traveling based on a work vehicle automatic traveling system. It is an explanatory view showing a basic flow of automatic travel control using a travel route management device. It is explanatory drawing which shows the driving pattern which repeats U-turn and straight ahead. It is explanatory drawing which shows the traveling pattern along a mesh-shaped path. It is a side view of the harvester which is one of the embodiments of a work vehicle. It is a control function block diagram in a work vehicle automatic travel system. It is explanatory drawing explaining the calculation method of the mesh straight line which is an example of a driving route element group. It is explanatory drawing which shows an example of the traveling route element group calculated by the strip partial element calculation part. It is explanatory drawing which shows a normal U turn and a switch back turn. It is explanatory drawing which shows the example of selection of the driving|running route element in the driving|running route element group by FIG. It is explanatory drawing which shows the spiral traveling pattern in the traveling route element group calculated by the mesh route element calculation part. It is explanatory drawing which shows the linear reciprocating traveling pattern in the traveling route element group calculated by the mesh route element calculation part. It is explanatory drawing explaining the basic generation principle of a U-turn travel route. It is explanatory drawing which shows an example of the U-turn drive route produced|generated based on the production|generation principle of FIG. It is explanatory drawing which shows an example of the U-turn drive route produced|generated based on the production|generation principle of FIG. It is explanatory drawing which shows an example of the U-turn drive route produced|generated based on the production|generation principle of FIG. It is explanatory drawing of the alpha turn traveling route in a mesh-shaped traveling route element group. It is explanatory drawing which shows the case where the work run restarted after leaving|separating from a work target area is not performed from the continuation of the work run before leaving. It is an explanatory view showing work run by a plurality of harvesters controlled cooperatively. It is explanatory drawing which shows the basic traveling pattern of cooperative control traveling using the traveling route element group calculated by the mesh route element calculation part. It is an explanatory view showing leaving run and return run in cooperative control run. It is explanatory drawing which shows the example of cooperative control driving|running|working using the driving|running route|route element group calculated by the strip partial element calculation part. It is explanatory drawing which shows the example of cooperative control driving|running|working using the driving|running route|route element group calculated by the strip partial element calculation part. It is explanatory drawing which shows a dividing process. It is explanatory drawing which shows the example of the cooperative control run in the farm field divided into the middle. It is an explanatory view showing an example of cooperative control run in a field divided into a grid. It is explanatory drawing which shows the structure which can adjust the parameter of a slave harvester from a master harvester. It is an explanatory view explaining automatic running for creating a U-turn running space around a parking position. It is explanatory drawing which shows the specific example of the route selection by two harvesters with different working widths. It is explanatory drawing which shows the specific example of the route selection by two harvesters with different working widths. It is explanatory drawing which shows the flow of the special route selection algorithm at the time of working by linear reciprocating traveling.

[Outline of automated driving]
FIG. 1 schematically shows work traveling by the work vehicle automatic traveling system of the present invention. In this embodiment, the work vehicle is a harvester 1 that performs a harvesting operation (harvesting operation) for harvesting agricultural products while traveling, which is a model generally called a combine harvester. The work place where the harvester 1 works and runs is called a field. In the harvesting work in the field, a region in which the harvester 1 traveled around while performing work along the boundary line of the field called a ridge is set as the outer peripheral region SA. The inside of the outer peripheral area SA is set as a work target area CA. The outer peripheral area SA is used as a moving space, a direction changing space, and the like for the harvester 1 to discharge harvested products and refuel. In order to secure the outer peripheral area SA, the harvester 1 makes three to four round trips along the border line of the field as the first work run. In the round traveling, the field is worked by the working width of the harvester 1 for each round, so the outer peripheral area SA has a width of about 3 to 4 times the working width of the harvester 1. From this, unless otherwise noted, the outer peripheral area SA is treated as the already-cut land (worked land), and the work target area CA is treated as the uncut land (unworked land). In this embodiment, the working width is treated as a value obtained by subtracting the overlap amount from the cutting width. However, the concept of working width differs depending on the type of work vehicle.
The working width in the present invention is defined by the type of work vehicle and the type of work.

The harvester 1 is equipped with a satellite positioning module 80 that outputs positioning data based on a GPS signal from an artificial satellite GS used in GPS (Global Positioning System). It has a function of calculating the own vehicle position, which is the position coordinate of the specific location of the machine 1. The harvester 1 has an automatic traveling function that automates traveling harvesting work by manipulating the calculated vehicle position so as to match the target traveling route. The harvesting machine 1 needs to approach the vicinity of the transport vehicle CV parked at the ridge and park the vehicle in order to discharge the harvested product while traveling. When the parking position of the transport vehicle CV is determined in advance, such approach traveling, that is, temporary departure from the work traveling in the work target area CA and return to the work traveling may be performed by the automatic traveling. It is possible. The travel route for leaving the work target area CA and returning to the work target area CA is generated at the time when the outer peripheral area SA is set. A refueling vehicle and other work support vehicles can be parked instead of the transport vehicle CV.

[Basic flow of work vehicle automatic running system]
In order for the harvesting machine 1 incorporated in the work vehicle automatic traveling system of the present invention to perform harvesting work automatically, a traveling route management device that generates a traveling route that is a target of traveling and manages the traveling route is provided. Will be required. The basic configuration of this travel route management device and the basic flow of automatic travel control using this travel route management device will be described with reference to FIG.

The harvesting machine 1, which has arrived at the field, harvests while circling along the inside of the boundary line of the field. This work is called surrounding mowing and is a well-known work in harvesting work. At that time, in the corner area, traveling is repeated such that the uncut grain culm does not remain and forward and backward movements are repeated. In the present embodiment, at least one round of the outermost circumference is performed by manual running so that there is no uncut residue and no bumps hit. The remaining several laps on the inner peripheral side may be automatically traveled by an automatic traveling program dedicated to the peripheral cutting, or may be manually run following the outermost peripheral cutting. As the shape of the work target area CA left inside the traveling locus of such a circular traveling, a polygon as simple as possible, preferably a quadrangle, is adopted so as to be convenient for the automatic traveling traveling.

Further, the traveling locus of the round traveling can be obtained based on the vehicle position calculated by the vehicle position calculation unit 53 from the positioning data of the satellite positioning module 80. Further, the contour data of the field, particularly the contour data of the work target area CA which is the uncut land located inside the traveling locus of the circular traveling is generated from the traveling locus by the outer shape data generation unit 43. The farm field is managed by the area setting unit 44 by being divided into an outer peripheral area SA and a work target area CA.

The work traveling to the work target area CA is performed by automatic traveling. Therefore, the route management unit 60 manages a traveling route element group that is a traveling route for traveling (a traveling that fills the working width) that covers the work target area CA. This traveling route element group is an aggregate of a large number of traveling route elements. The route management unit 60 calculates the traveling route element group based on the outer shape data of the work target area CA, and stores it in the memory in a readable manner.

In this work vehicle automatic travel system, the entire travel route is not determined in advance before the work travel in the work target area CA, but the travel route is determined according to the circumstances such as the work environment of the work vehicle during the travel. Can be changed. The minimum unit (link) between points (nodes) where the travel route can be changed is the travel route element. When the automatic traveling is started from the designated place, the next traveling route element to be traveled next is sequentially selected by the route element selecting unit 63 from the traveling route element group. The automatic traveling control unit 511 generates automatic traveling data based on the selected traveling route element and the vehicle position so that the vehicle body follows the traveling route element, and executes the automatic traveling.

In FIG. 2, the outer shape data generation unit 43, the area setting unit 44, and the route management unit 60 constitute a traveling route generation device that generates a traveling route for the harvester 1. In addition, the vehicle position calculation unit 53, the area setting unit 44, the route management unit 60, and the route element selection unit 63 constitute a traveling route determination device that determines the traveling route for the harvester 1. Such a travel route generation device and a travel route determination device can be incorporated in the control system of the conventional harvester 1 capable of automatic travel. Alternatively, it is also possible to build a travel route generation device and a travel route determination device in a computer terminal and connect the computer terminal and the control system of the harvester 1 so that data can be exchanged to realize automatic travel.

[Overview of travel route element group]
As an example of the traveling route element group, FIG. 3 shows a traveling route element group having a large number of parallel dividing straight lines that divide the work target area CA into strips as the traveling route elements. This travel route element group is formed by arranging linear travel route elements in parallel, each of which is formed by connecting two nodes (at both ends, which can be turned here) with one link. The travel route elements are set to be arranged at equal intervals by adjusting the overlap amount of the working width. U-turn traveling (for example, 180° direction change) is performed for transition from the end point of the travel route element indicated by one straight line to the end point of the travel route element indicated by another straight line. Hereinafter, automatic traveling while connecting such parallel traveling route elements by U-turn traveling is referred to as linear reciprocating traveling. This U-turn traveling includes normal U-turn traveling and switchback-turn traveling. The normal U-turn travel is performed only by the forward movement of the harvester 1, and the travel locus becomes a U-shape. The switchback turn traveling is performed by using the forward and backward movements of the harvester 1, and the traveling locus does not have a U-shape, but as a result, the harvester 1 makes the same direction change as the normal U-turn traveling. can get. In order to perform normal U-turn travel, a distance between two or more travel route elements is required between the directional route point before the direction change and the walking route point after the direction change. For shorter distances, switchback turn travel is used. That is, since the switch back turn performs the reverse drive unlike the normal U-turn run, there is no influence of the turning radius of the harvester 1, and there are many options of the travel route element to be transferred. However, since switching between forward and backward is performed in the switchback turn traveling, the switchback turn traveling basically takes longer time than the normal U-turn traveling.

As another example of the traveling route element group, FIG. 4 shows a traveling route element group formed by a large number of mesh straight lines extending in the vertical and horizontal directions, which divides the work target area CA into meshes. A turning turn is possible at the intersection of the mesh lines. In other words, this travel route element group constructs a route network in which the intersections of the mesh straight lines are used as nodes, and the sides of each mesh partitioned by the mesh straight lines function as links, enabling highly flexible travel. In addition to the straight line reciprocating traveling described above, for example, spiral traveling from the outside to the inside as shown in FIG. 4 and zigzag traveling are also possible, and further, during the work, the spiral traveling can be changed to the straight reciprocating traveling. It is possible.

[Thoughts when selecting travel route elements]
The selection rule when the route element selection unit 63 sequentially selects the next traveling route element which is the traveling route element to be traveled next is the static rule preset before the work traveling and the It can be divided into dynamic rules used in real time. The static rule is to select a travel route element based on a predetermined basic travel pattern, for example, a travel route that realizes a straight round trip while performing a U-turn travel as shown in FIG. It includes a rule for selecting an element and a rule for selecting a traveling route element so as to realize counterclockwise spiral traveling from the outside to the inside as shown in FIG. The dynamic rule includes the state of the harvester 1 in real time, the state of the work place, the instruction of the manager, and the like. In principle, dynamic rules are used in preference to static rules. For this purpose, a work state evaluation unit 55 is provided that outputs the state information obtained by evaluating the state of the harvester 1, the state of the work site, the instructions of the manager, and the like. Various primary information (work environment) is input to the work state evaluation unit 55 as input parameters required for such evaluation. This primary information includes not only signals from various sensors and switches provided in the harvester 1, but also weather information, time information, external facility information such as a drying facility, and the like. Furthermore, in the case of performing cooperative work with a plurality of harvesters 1, the primary information also includes status information of other harvesters 1.

[Overview of harvester]
FIG. 5 is a side view of the harvester 1 as a work vehicle adopted in the description of this embodiment. The harvester 1 is equipped with a crawler-type traveling machine body 11. A driving unit 12 is provided at the front of the traveling machine body 11. Behind the operation unit 12, a threshing device 13 and a harvested product tank 14 for storing harvested products are arranged side by side in the left-right direction. Further, in front of the traveling machine body 11, a harvesting section 15 is provided so that its height can be adjusted. Above the harvesting section 15, a reel 17 for raising grain culms is provided so that its height can be adjusted. Between the harvesting section 15 and the threshing device 13, there are provided a transporting device 16 for transporting the cut culm and a discharging device 18 for discharging the harvested product from the harvested product tank 14. A load sensor that detects the weight of the harvest (a storage state of the harvest) is provided below the harvest tank 14, and a yield meter and a taste meter are provided inside and around the harvest tank 14. The taste meter outputs the measurement data of the water content and protein content of the harvest as quality data. The harvester 1 is provided with a satellite positioning module 80 configured as a GNSS module, a GPS module, or the like. As a component of the satellite positioning module 80, a satellite antenna for receiving GPS signals and GNSS signals is attached to the upper part of the traveling body 11. The satellite positioning module 80 can include an inertial navigation module incorporating a gyro acceleration sensor and a magnetic bearing sensor in order to complement satellite navigation.

In FIG. 5, an observer who monitors the movement of the harvester 1 boards the harvester 1 and a communication terminal 4 operated by the observer is brought into the harvester 1. However, the communication terminal 4 may be attached to the harvester 1. Furthermore, the supervisor and the communication terminal 4 may exist outside the harvester 1.

The harvester 1 is capable of automatic traveling by automatic steering and manual traveling by manual steering. Further, as the automatic traveling, it is possible to perform automatic traveling in which the entire traveling route is determined in advance as in the prior art and automatic traveling in which the next traveling route is determined in real time based on the state information. In the present invention, the former, in which the entire travel route is determined in advance, is referred to as the conventional travel, and the latter, in which the next travel route is determined in real time, is referred to as the automatic travel, and both are treated as different things. The route of the customary traveling is configured, for example, so that some patterns are registered in advance, or the observer can arbitrarily set it in the communication terminal 4 or the like.

[Function control block for automatic driving]
FIG. 6 shows the control system built in the harvester 1 and the control system of the communication terminal 4. In this embodiment, the travel route management device that manages the travel route for the harvester 1 includes a first travel route management module CM1 built in the communication terminal 4 and a first travel route management module CM1 built in the control unit 5 of the harvester 1. It is composed of two travel route management modules CM2.

The communication terminal 4 includes a communication control unit 40, a touch panel 41, and the like, and has a function of a computer system and a function as a user interface for inputting conditions required for automatic traveling realized by the control unit 5. By using the communication control unit 40, the communication terminal 4 can exchange data with the management computer 100 via a wireless line or the Internet, and the control unit 5 of the harvester 1 by a wireless LAN, a wired LAN, or another communication method. Data can be exchanged with. The management computer 100 is a computer system installed in a remote management center KS, and functions as a cloud computer. The management computer 100 can store information sent from each farmer, an agricultural association, or an agricultural enterprise, and send it out in response to a request. In FIG. 6, a work site information storage unit 101 and a work plan management unit 102 are shown as those that realize such a server function. In the communication terminal 4, the external data acquired from the management computer 100 or the control unit 5 of the harvester 1 through the communication control unit 40, and the input data such as the user instruction (conditions required for automatic traveling) input through the touch panel 41. Based on the data processing, the processing result is displayed on the display panel of the touch panel 41 and can be transmitted to the management computer 100 and the control unit 5 of the harvester 1 through the communication control unit 40.

The work site information storage unit 101 stores field information including a topographic map around the field and attribute information of the field (field entrance/exit, row direction, etc.). The work plan management unit 102 of the management computer 100 manages a work plan describing the work content in the designated field. The field information and the work plan can be downloaded to the communication terminal 4 or the control unit 5 of the harvester 1 through the operation of the monitor or the program automatically executed. The work plan includes various kinds of information (work conditions) regarding work in the field to be worked. Examples of this information (working conditions) include the following.
(A) Travel pattern (straight line reciprocating travel, swirl travel, zigzag travel, etc.) (b) Parking position of support vehicle of carrier CV and parking position of harvester for discharging harvested products (c) Work form (one unit) With the harvester 1 of (1), work with multiple harvesters 1) (d) so-called split line (e) crop species to be harvested (rice (Japonica rice, indica rice), wheat, soybean, rapeseed, buckwheat, etc.) ) Depending on the vehicle speed and the rotation speed of the threshing device 13, etc.

The position at which the harvester 1 is parked to discharge the harvest to the transport vehicle CV is the harvest discharge parking position, and the position at which the harvester 1 is parked to be refueled from the refueling vehicle is the fuel. It is a supplementary parking position, and is set to substantially the same position in this embodiment.

The above information (a)-(e) may be input by the monitor through the communication terminal 4 as a user interface. The communication terminal 4 has an input function for instructing start or stop of automatic traveling, an input function for performing work traveling as either automatic traveling or conventional traveling as described above, and vehicle traveling devices such as traveling transmissions. An input function and the like for finely adjusting the values of the parameters for the working device group 72 (see FIG. 6) such as the group 71 and the harvesting section 15 are also built. Among the parameters of the working apparatus device group 72, the height of the reel 17 and the height of the harvesting section 15 are listed as those whose values can be finely adjusted.

The communication terminal 4 can switch to an animation display state of the automatic traveling route or the customary traveling route, the parameter display/fine adjustment state, or the like by an artificial switching operation.

The work site data input unit 42 inputs the field information downloaded from the management computer 100, the work plan, and the information acquired from the communication terminal 4. The outline of the field and the position of the field entrance/exit included in the field information are displayed on the touch panel 41, and given to the driver who assists the orbital traveling for forming the outer peripheral area SA. When data such as the field entrance and exit is not included in the field information, the user can input through the touch panel 41. The outer shape data generation unit 43 uses the traveling locus data (time-series data of the own vehicle position) of the harvester 1 during the round traveling received from the control unit 5 to accurately determine the outer shape and outer dimension of the field and the work target area CA. Calculate the external shape and external dimensions of. The area setting unit 44 sets the outer peripheral area SA and the work target area CA from the traveling locus data of the circular traveling of the harvester 1. The set position coordinates of the outer peripheral area SA and the work target area CA, that is, the outer shape data of the outer peripheral area SA and the work target area CA are used to generate a travel route for automatic travel. In this embodiment, since the travel route is generated by the second travel route management module CM2 built in the control unit 5 of the harvester 1, the position coordinates of the set outer peripheral area SA and work target area CA are: It is sent to the second travel route management module CM2.

When the field is large, a work called middle-splitting is performed to create a middle-split region that divides the field into a plurality of sections along a traveling route that breaks through the center. The middle position can also be specified by touching the outline drawing of the work site displayed on the screen of the touch panel 41. Of course, the position setting of middle division also affects the generation of the traveling route element group for automatic traveling, and therefore may be automatically performed when the traveling route element group is generated. At that time, when the parking position of the harvester 1 for receiving the support of the work support vehicle such as the transport vehicle CV is arranged on the extension line of the middle-divided area, the harvest discharge from all the sections can be efficiently performed. Be seen.

The second travel route management module CM2 includes a route management unit 60, a route element selection unit 63, and a route setting unit 64. The route management unit 60 calculates a traveling route element group, which is a group of a large number of traveling route elements that constitute a traveling route covering the work target area CA, and stores it in a readable manner. The route management unit 60 includes a mesh route element calculation unit 601, a strip route element calculation unit 602, and a U-turn route calculation unit 603 as functional units that calculate the traveling route element group. The route element selecting unit 63 sequentially selects a next traveling route element to be traveled next from the traveling route element group based on various selection rules described in detail later. The route setting unit 64 sets the selected next traveling route element as a target traveling route for automatic traveling.

The mesh route element calculation unit 601 calculates, as the traveling route element, a traveling route element group that is a mesh straight line group including mesh straight lines that mesh-divides the work target area CA, and also calculates the position coordinates of the intersections of the mesh straight lines. be able to. Since this traveling route element becomes the target traveling route when the harvesting machine 1 is automatically traveling, the harvesting machine 1 can change the direction from one traveling route element to the other traveling route element at the intersection of the mesh straight lines. is there. That is, the intersection of the mesh straight lines functions as a direction changeable point that allows the direction of the harvester 1 to change.

FIG. 7 shows an outline of the arrangement of the mesh straight line group, which is an example of the traveling route element group, in the work target area CA. The mesh route element calculation unit 601 calculates the traveling route element group so that the work area of the harvester 1 is set as a mesh interval and the work target area CA is filled with mesh straight lines. As described above, the work target area CA is an area inside the outer peripheral area SA formed by the round traveling of the work width from the boundary of the field toward the inside by 3 to 4 laps. The outer shape of the target area CA will be similar to the outer shape of the field. However, in order to facilitate calculation of the mesh straight line, the outer peripheral area SA may be created such that the work target area CA is substantially polygonal, preferably quadrangular. In FIG. 7, the shape of the work target area CA is a modified quadrangle including the first side S1, the second side S2, the third side S3, and the fourth side S4.

As shown in FIG. 7, the mesh route element calculation unit 601 is parallel to the first side S1 from a position separated by a distance of half the working width of the harvester 1 from the first side S1 of the work target area CA. In addition, the first straight line group arranged on the work target area CA is calculated at intervals of the work width of the harvester 1. Similarly, the work target area CA is parallel to the second side S2 from a position spaced from the second side S2 by a half of the working width of the harvester 1 and at an interval corresponding to the working width of the harvester 1. From the position of the second straight line group lined up on the above, a distance of half the working width of the harvester 1 from the third side S3, parallel to the third side S3 and at the same distance as the working width of the harvester 1. The third straight line group which is opened and arranged on the work target area CA is parallel to the fourth side S4 from the position where a distance of half the working width of the harvester 1 is opened from the fourth side S4 and the work of the harvester 1 A fourth straight line group arranged on the work target area CA at intervals of the width is calculated. In this way, the first side S1 to the fourth side S4 serve as a reference line for generating a straight line group as a travel route element group. If there are position coordinates of two points on the straight line, the straight line can be defined. Therefore, each straight line that is a travel route element is converted into data as a straight line defined by the position coordinates of the two points on each straight line, and the straight line is determined in advance. Stored in the memory in the specified data format. In this data format, in addition to the route number as a route identifier for identifying each traveling route element, as the attribute value of each traveling route element, the route type, the side of the reference outer quadrangle, the untraveled/already traveled Etc. are included.

Of course, the above-described calculation of the straight line group can be applied to the polygonal work target area CA other than the quadrangle. That is, when the work target area CA is an N polygon when N is an integer of 3 or more, the travel route element group includes N straight line groups from the first straight line group to the Nth straight line group. Each straight line group includes straight lines arranged at a predetermined interval (working width) parallel to any side of the N-sided polygon.

The route management unit 60 also sets a traveling route element group in the outer peripheral region SA, and the traveling route elements set in the outer peripheral region SA are used when the harvester 1 travels in the outer peripheral region SA. Attribute values such as a leaving route, a returning route, and a U-turn traveling intermediate straight traveling route are given to the traveling route elements set in the outer peripheral area SA. The leaving route means a traveling route element group used for the harvester 1 to leave the work target area CA and enter the outer peripheral area SA. The return route means a traveling route element group used for the harvester 1 to return to work traveling in the work target area CA from the outer peripheral area SA. The intermediate straight traveling route for U-turn traveling (hereinafter simply referred to as intermediate straight traveling route) is a linear route that constitutes a part of the U-turn traveling route used for U-turn traveling in the outer peripheral area SA. That is, the intermediate straight traveling route is a linear traveling route element group that forms a straight line portion that connects the turning route on the starting side of the U-turn traveling and the turning route on the ending side of the U-turn traveling, and in the outer peripheral area SA. It is a path provided in parallel to each side of the work target area CA. In addition, when performing swirl traveling at this place and switching to straight line reciprocating traveling on the way to perform work traveling, the swirl traveling causes the uncut land to become smaller than the work target area CA on all sides, so that work traveling can be performed efficiently. In order to do so, it is more efficient to make a U-turn travel in the work target area CA because there is no need to move to the outer peripheral area SA, and there is no wasteful travel. Therefore, when the U-turn traveling is executed in the work target area CA, the intermediate straight-ahead travel route is moved in parallel to the inner peripheral side according to the position of the outer peripheral line of the uncut land.

In FIG. 7, since the shape of the work target area CA is a modified quadrangle, there are four sides that are the reference for generating the mesh route element group, but if the work target area CA has a rectangular shape or a square shape, The number of sides that serve as a reference for generating the mesh route element group becomes two, and the structure of the mesh route element group becomes simpler.

As shown in FIG. 3, the travel route element group calculated by the strip route element calculation unit 602 extends parallel to a reference side selected from the sides forming the outer shape of the work target area CA, for example, the longest side. In addition, it is a group of parallel straight lines that covers the work target area CA with the work width (fills with the work width). The travel route element group calculated by the strip route element calculation unit 602 divides the work target area CA into strips. Furthermore, the traveling route element group is an assembly of parallel straight lines that are sequentially connected by a U-turn traveling route for the harvester 1 to travel in a U-turn. That is, when the traveling of one traveling route element which is a parallel straight line is completed, the U-turn traveling route for shifting to the next selected traveling route element is determined by the U-turn route calculating unit 603.

The U-turn route calculating unit 603 calculates a U-turn traveling route for connecting two traveling route elements selected from the traveling route element group calculated by the strip route element calculating unit 602 in U-turn traveling. When the outer peripheral area SA and the like are set, the U-turn path calculation unit 603, based on the outer shape and outer dimension of the outer peripheral area SA, the outer shape and outer diameter dimension of the work target area CA, the turning radius of the harvester 1, and the like, Of the outer peripheral area SA, each area corresponding to each side of the outer periphery of the work target area CA is calculated as one intermediate straight path that is parallel to the outer periphery of the work target area CA, and normal U-turn traveling and switchback are performed. When the turn traveling is performed, a turning path on the start side that connects the currently traveling traveling path element and the corresponding intermediate straight traveling path, and an ending side traveling path that connects the corresponding intermediate straight traveling path and the traveling traveling path element And are calculated. The principle of generating the U-turn travel route will be described later.

As shown in FIG. 6, in the control unit 5 of the harvester 1 that constructs the second traveling route management module CM2, various functions are constructed in order to perform work traveling. The control unit 5 is configured as a computer system, and includes an output processing unit 7, an input processing unit 8, and a communication processing unit 70 as input/output interfaces. The output processing unit 7 is connected to the vehicle traveling device group 71, the working device device group 72, the notification device 73, and the like that are installed in the harvester 1. The vehicle traveling device group 71 includes steering devices that adjust the speed of the left and right crawlers of the traveling machine body 11 to perform steering, and devices (not shown) such as a speed change mechanism and an engine unit that are controlled for vehicle traveling. include. The working device device group 72 includes devices that configure the harvesting unit 15, the threshing device 13, the discharging device 18, and the like. The notification device 73 includes a display, a lamp, and a speaker. In particular, on the display, various notification information such as the travel route (travel locus) that has been traveled and the travel route to be traveled, is displayed along with the outer shape of the field. The lamps and speakers are used to notify passengers (drivers and supervisors) of caution information and warning information such as traveling precautions and deviation from the target traveling route in automatic steering traveling.

The communication processing unit 70 has a function of receiving the data processed by the communication terminal 4 and transmitting the data processed by the control unit 5. Thereby, the communication terminal 4 can function as a user interface of the control unit 5. The communication processing unit 70 is also used for exchanging data with the management computer 100, and thus has a function of handling various communication formats.

The input processing unit 8 is connected to the satellite positioning module 80, the traveling system detection sensor group 81, the work system detection sensor group 82, the automatic/manual switching operation tool 83, and the like. The traveling system detection sensor group 81 includes sensors that detect traveling states such as engine speed and gear shift state. The working system detection sensor group 82 includes a sensor that detects the height position of the harvesting section 15, a sensor that detects the storage amount of the harvested tank 14, and the like. The automatic/manual switching operation tool 83 is a switch for selecting either an automatic traveling mode in which the vehicle travels by automatic steering or a manual traveling mode in which the vehicle travels by manual steering. In addition, a switch for switching between automatic traveling and conventional traveling is provided in the driving unit 12 or built in the communication terminal 4.

Further, the control unit 5 is provided with a traveling control unit 51, a work control unit 52, a vehicle position calculation unit 53, and an informing unit 54. The vehicle position calculation unit 53 calculates the vehicle position based on the positioning data output from the satellite positioning module 80. Since the harvesting machine 1 is configured to be capable of traveling by both automatic traveling (automatic steering) and manual traveling (manual steering), the automatic traveling control unit 511 is included in the traveling control unit 51 that controls the vehicle traveling device group 71. And a manual travel control unit 512 are included. The manual traveling control unit 512 controls the vehicle traveling device group 71 based on the operation by the driver. The automatic traveling control unit 511 calculates the azimuth deviation and the positional deviation between the traveling route set by the route setting unit 64 and the own vehicle position, generates an automatic steering instruction, and outputs the steering device via the output processing unit 7. Output to. The work control unit 52 gives a control signal to the work device unit group 72 in order to control the movement of the operating devices provided in the harvesting unit 15, the threshing device 13, the discharging device 18, and the like that configure the harvester 1. The notification unit 54 generates a notification signal (display data or audio data) for notifying a driver or a monitor of necessary information through a notification device 73 such as a display.

The automatic traveling control unit 511 can perform not only steering control but also vehicle speed control. As described above, the vehicle speed is set by the passenger through the communication terminal 4 before starting the work, as described above. The vehicle speeds that can be set include the vehicle speed during harvest traveling, the vehicle speed during non-working turns (U-turn traveling, etc.), and the case where the vehicle travels in the outer peripheral area SA while leaving the work target area CA during discharge of harvested material and refueling. Vehicle speed etc. are included. The automatic traveling control unit 511 calculates the actual vehicle speed based on the positioning data obtained by the satellite positioning module 80. The output processing unit 7 sends a shift operation command for traveling to the vehicle traveling device group 71 so that the actual vehicle speed matches the set vehicle speed.

[About automatic driving route]
An example of automatic traveling in the work vehicle automatic traveling system will be described separately for an example of performing straight line reciprocating traveling and an example of performing spiral traveling.

First, an example will be described in which straight travel is performed using the travel route element group calculated by the strip route element calculation unit 602. FIG. 8 schematically shows a travel route element group consisting of 21 travel route elements represented by a strip having a short straight line length, and a route number is given to the upper side of each travel route element. ing. The harvester 1 at the time of starting the work traveling is located at the 14th traveling route element. The degree of separation between the travel route element on which the harvester 1 is located and the other travel route elements is a signed integer and is given to the lower side of each route. The priority for the harvester 1 located on the 14th travel route element to move to the next travel route element is shown by an integer value below the travel route element in FIG. The smaller the value, the higher the priority, and the priority is selected. This harvester 1 is a normal U-turn that shifts to the next traveling route element with at least two traveling route elements sandwiched between the traveling route element that has completed traveling and the next traveling route element, as shown in FIG. It is possible to travel and switchback-turn travel in which two or less travel route elements are sandwiched, that is, a transition to an adjacent travel route element is possible. In the normal U-turn traveling, when entering the outer peripheral area SA from the traveling source traveling route element, the vehicle makes a direction change of about 180° and enters the traveling destination traveling route element. If the distance between the source travel route element and the destination travel route element is large, a straight line is appropriately entered during a turn of about 90°. That is, the normal U-turn traveling is executed only by the forward traveling. On the other hand, in the switchback turn traveling, once the travel route element of the transition source enters the outer peripheral area SA, it makes a turn of about 90° and then turns to about 90° to a position where the travel route element of the transition destination can be smoothly entered. After traveling backward, the vehicle travels toward the destination travel route element. This complicates the steering control, but it is also possible to shift to a travel route element having a short distance from each other.

The selection of the travel route element to be traveled next is performed by the route element selection unit 63. In this embodiment, the basic priority of the selection is that the travel route element is a predetermined distance away from the original travel route element. The properly separated travel route element is set to have the highest priority, and the priority is set to be lower as the distance from the travel route element that is the order origin is higher than that of the properly separated travel route element. For example, regarding the transition to the next travel route element, the normal U-turn travel with a short travel distance requires a short travel time and is efficient. Therefore, the priority of the two left and right adjacent travel route elements is set to be the highest (priority=“1”). The farther from the harvester 1, the longer the normal U-turn travel time is, so the priority becomes lower (priority=“2”, “3”,... ). That is, the numerical value of the priority indicates the priority. However, the traveling time of the normal U-turn traveling becomes longer, and the efficiency of the normal U-turn traveling becomes worse than that of the switchback turning traveling. In the switchback turn traveling, the priority of shifting to the adjacent traveling route element is higher than the priority of shifting to the adjacent traveling route element. This is because the switchback turn travel to the adjacent travel route element requires a sharp turn, which is likely to damage the field. It should be noted that the transition to the next travel route element can be in either the left or right direction, but in accordance with the convention of conventional work, the transition to the left travel route element has priority over the transition to the right travel route element. The rule is adopted. Therefore, in the example of FIG. 8, the harvester 1 located at the route number: 14 selects the traveling route element of the route number: 17 as the traveling route element to travel next. Such priority setting is performed every time the harvester 1 enters a new travel route element.

In principle, selection of travel route elements for which work has already been completed is prohibited. Therefore, as shown in FIG. 10, for example, if the route number: 11 or the route number: 17 having the priority “1” is the already-worked land (already-cut land), the harvester located at the route number: 14 1 selects the traveling route element of the route number: 18 having the priority “2” as the traveling route element to be traveled next.

FIG. 11 shows an example in which the traveling route element calculated by the mesh route element calculation unit 601 is used for spiral traveling. The outer peripheral area SA of the farm field and the work target area CA shown in FIG. 11 are the same as those in FIG. 7, and the travel route element groups set in the work target area CA are also the same. Here, for the sake of explanation, the traveling route elements having the first side S1 as the reference line are shown by L11, L12,..., and the traveling route elements having the second side S2 as the reference line are shown as L21, L22. , L3, L32... Denote the traveling route elements having the third side S3 as the reference line, and L41, L42... Denote the traveling route elements having the fourth side S4 as the reference line.

The thick line in FIG. 11 indicates a traveling route that spirally travels from the outside to the inside of the harvester 1. The travel route element L11 outside the work target area CA is selected as the first travel route. At the intersection of the traveling route element L11 and the traveling route element L21, the direction is changed by approximately 90°, and the vehicle travels on the traveling route element L21. Further, a direction change of about 110° is performed at the intersection of the traveling route element L21 and the traveling route element L31, and the traveling route element L31 is traveled. At the intersection of the travel route element L31 and the travel route element L41, a direction change of approximately 70° is performed, and the travel route element L41 is traveled. Next, the process moves to the travel route element L12 at the intersection of the travel route element L12 and the travel route element L41 inside the travel route element L11. By repeating such selection of the travel route elements, the harvester 1 travels in the work target area CA of the field in a spiral shape from the outside to the inside. in this way. When the spiral traveling pattern is set, the direction is changed at the intersection of the traveling route elements which have the attribute of not traveling and are located on the outermost periphery of the work target area CA.

FIG. 12 shows a U-turn traveling example using the same traveling route element group shown in FIG. 11. First, the travel route element L11 outside the work target area CA is selected as the first travel route. The harvester 1 goes beyond the end of the travel route element L11, enters the outer peripheral area SA, makes a 90° turn along the second side S2, and further becomes a travel route element L14 extending in parallel with the travel route element L11. Perform 90 turns again to enter. As a result, after the normal U-turn travel of 180°, the travel route element L11 is shifted to the travel route element L14 with two travel route elements open. Further, when the vehicle travels on the travel route element L14 and enters the outer peripheral area SA, the normal U-turn travel of 180° is performed, and then the travel route element L17 extending in parallel with the travel route element L14 is performed. In this way, the harvester 1 shifts from the traveling route element L17 to the traveling route element L110, further from the traveling route element L110 to the traveling route element L16, and finally, the working traveling of the entire work target area CA of the field. To complete.

In this way, the straight line reciprocating traveling can be realized even with a traveling route element group that divides the work target area CA into strips and also with a traveling route element group that divides the work target area CA into a mesh shape. In other words, a travel route element group that divides the work target area CA into a mesh shape can be used for straight line reciprocating travel, swirl travel, and zigzag travel. It is also possible to change to straight line reciprocating traveling.

[U-turn travel route generation principle]
The basic principle of the U-turn route calculation unit 603 generating a U-turn travel route will be described with reference to FIG. FIG. 13 shows a U-turn travel route that shifts from the travel route element of the turning source indicated by LS0 to the travel route element of the turn destination indicated by LS1. In normal traveling, if LS0 is a traveling route element in the work target area CA, LS1 becomes a traveling route element in the outer peripheral area SA (=intermediate straight travel route), and conversely, LS1 is a traveling route element in the work target area CA. In this case, LS0 is generally a traveling route element (=intermediate straight route) in the outer peripheral area SA. Linear expressions (or two points on the straight line) of the travel route elements LS0 and LS1 are recorded in the memory, and the intersections (indicated by PX in FIG. 13) and the crossing angles (in FIG. 13) are recorded from these linear expressions. (denoted by θ) is calculated. Next, a tangent circle that is in contact with the traveling route element LS0 and the traveling route element LS1 and has a radius equal to the minimum turning radius of the harvester 1 (indicated by r in FIG. 13) is calculated. An arc (a part of the tangent circle) connecting the contact points (indicated by PS0 and PS1 in FIG. 13) between the tangent circle and the travel route elements LS0 and LS1 becomes the turning route. Therefore, the distance Y from the intersection of the travel route elements LS0 and LS1 to the contact point with the circle is calculated by Y=r/(tan(θ/2)). Since the minimum turning radius is substantially determined by the specifications of the harvester 1, r is a specified value. It should be noted that r does not have to be the same value as the minimum turning radius, and it is only necessary that a reasonable turning radius is set in advance by the communication terminal 4 or the like and the turning operation to achieve that turning radius is programmed. In terms of traveling control, when traveling to the traveling route element LS0 of the turning source and reaching the position coordinate (PS0) where the distance to the intersection is Y, the turning traveling is started, and then the harvesting machine 1 is operated during the turning traveling. If the difference between the azimuth and the azimuth of the traveling route element LS1 at the turning destination falls within the allowable value, the turning traveling is ended. At that time, the turning radius of the harvester 1 may not exactly match the radius r. Steering control is performed based on the distance and heading difference from the turning destination traveling route element LS1, and the harvester 1 can shift to the turning destination traveling route element LS1.

14, 15 and 16 show three concrete U-turn runs. In FIG. 14, the traveling route element LS0 of the turning source and the traveling route element LS1 of the turning destination extend in an inclined state from the outer side of the work target area CA, but the same applies even if they extend vertically. Here, the U-turn traveling route in the outer peripheral area SA is an extension line of the traveling route element LS0 and the traveling route element LS1 to the outer peripheral area SA, and an intermediate straight traveling route that is a part (line segment) of the traveling route element in the outer peripheral area SA. And two arcuate turning paths. This U-turn travel route can also be generated according to the basic principle described with reference to FIG. An intersection angle θ1 and an intersection point PX1 between the intermediate straight traveling route and the traveling route element LS0 of the turning source, and an intersection angle θ2 between the traveling route element LS1 of the intermediate straight traveling route and the turning destination and an intersection point PX2 are calculated. Furthermore, the position coordinates of the contact points PS10 and PS11 of the tangent circle of the radius r (=the turning radius of the harvester 1) contacting the traveling route element LS0 of the turning source and the intermediate straight traveling route, and the traveling of the intermediate straight traveling route and the turning destination. The position coordinates of the contact points PS20 and PS21 of the tangent circle having a radius r and contacting with the route element LS1 are calculated. The harvester 1 starts turning at these contact points PS10 and PS20. Similarly, for the work target area CA having the triangular protrusions shown in FIG. 15, it is possible to similarly generate a U-turn travel route that bypasses the triangular protrusions. The intersections between the travel route elements LS0 and LS1 and the two intermediate straight traveling routes that are part (line segments) of the travel route elements in the outer peripheral area SA are obtained. The basic principle described with reference to FIG. 13 is applied to the calculation of each intersection.

FIG. 16 shows the turning traveling by the switch back turn traveling, and the traveling route element LS0 of the turning source is changed to the traveling route element LS1 of the turning destination. In this switchback turn traveling, a tangent circle having a radius r in contact with the intermediate straight traveling route parallel to the side of the work target area CA which is a part (line segment) of the traveling route element of the outer peripheral area SA and the traveling route element LS0. , A tangent circle having a radius r that is in contact with the intermediate straight traveling route and the traveling route element LS1 is calculated. According to the basic principle described with reference to FIG. 13, the position coordinates of the contact points between the two tangent circles and the intermediate straight path, the position coordinates of the contact points between the turning source travel route element LS0 and the tangent circle, and the turning destination The position coordinates of the contact point between the travel route element LS1 and the tangent circle are calculated. As a result, the U-turn travel route in the switchback turn travel is generated. It should be noted that, in the switchback turn traveling, the intermediate straight traveling route travels backward.

[About turning turns in spiral running]
FIG. 17 shows an example of the direction change turn used at the intersection of the traveling route elements in the above-described spiral traveling. Hereinafter, this turn is referred to as an α turn. This α-turn traveling route is a kind of so-called turning traveling route, and is a traveling route element (indicated by LS0 in FIG. 17) and a traveling destination route element (indicated by LS1 in FIG. 18). ) From the intersection point (indicated by LS1 in FIG. 17) through the forward turning path and the reverse turning path that is in contact with the travel destination route element. Since the α-turn traveling route is standardized, the α-turn traveling route generated according to the intersection angle between the traveling-source traveling route element and the turning-destination traveling route element is registered in advance. There is. Therefore, the route management unit 60 reads out an appropriate α-turn travel route based on the calculated intersection angle and gives it to the route setting unit 64. Instead of this configuration, an automatic control program for each intersection angle is registered in the automatic travel control unit 511, and based on the intersection angle calculated by the route management unit 60, the automatic travel control unit 511 selects an appropriate automatic control program. A configuration for reading may be adopted.

[Rules for route selection]
The route element selection unit 63 receives a work plan received from the management center KS and a travel pattern (for example, a straight line reciprocating travel pattern or a spiral travel pattern) manually input from the communication terminal 4, the own vehicle position, and a work state. Travel route elements are sequentially selected based on the state information output from the evaluation unit 55. That is, unlike the case where the entire travel route is formed based only on the set travel pattern, a suitable travel route that corresponds to a situation that cannot be predicted before the work is formed. In addition to the basic rules described above, the following route selection rules are registered in advance in the route element selection unit 63, and a suitable route selection rule is adapted according to the traveling pattern and the state information. To be done.

(A1) When the shift from the automatic traveling to the manual traveling is requested by the operation by the observer (passenger), the selection of the traveling route element by the route element selecting unit 63 is stopped after the preparation for the manual traveling is completed. .. Such operations include an operation of the automatic/manual switching operation tool 83, an operation of a braking operation tool (especially a sudden stop operation), an operation of a steering operation tool (steering lever or the like) at a predetermined steering angle or more. Further, the traveling system detection sensor group 81 includes a sensor for detecting the absence of an observer who is required to board during automatic traveling, for example, a seating detection sensor provided in a seat or a seat belt wearing detection sensor. If so, the automatic travel control can be stopped based on the signal from the sensor. That is, when the absence of the supervisor is detected, the automatic traveling control is started or stopped, or the traveling of the harvester 1 itself is stopped.

(A2) The automatic traveling control unit 511 monitors the relationship (distance) between the contour line position of the field and the position of the vehicle based on the positioning data, and avoids contact between the ridge and the machine body when turning in the outer peripheral area SA. Control the automatic driving so that Specifically, stop the automatic traveling and stop the harvester 1, change the form of the turn (change from normal U-turn to switchback turn or α-turn), or set a traveling route that does not pass through the area. To go. Also, "The turning area is narrow. Please be careful. ] Or the like may be provided.

(A3) When the storage amount of the harvested product in the harvested product tank 14 becomes full or nearly full and discharge of the harvested product is required, the work state evaluation unit 55 sends the route element selection unit 63 as one of the state information. A discharge request (a type of request to leave work traveling in the work target area CA) is issued. In this case, based on the parking position for discharging work to the transport vehicle CV at the edge of the vehicle and the own vehicle position, the vehicle departs from the work traveling in the work target area CA and travels in the outer peripheral area SA to the parking position. A proper traveling route element (for example, a traveling route element that is the shortest route) that is directed to the one where the attribute value of the leaving route is given among the traveling route element groups set in the outer peripheral area SA, and the work target area CA. And the traveling route element group set to.

(A4) When the impending fuel shortage is evaluated, a refueling request (a kind of withdrawal request) is issued. In this case as well, similar to (A2), an appropriate travel route element to the fuel supply position (for example, travel that is the shortest route) is set based on the parking position and the vehicle position that are preset fuel supply positions. (Route element) is selected.

(A5) When leaving the work traveling in the work target area CA and entering the outer peripheral area SA, it is necessary to return to the work target area CA again. The travel route element closest to the departure point or the travel route element closest to the current position in the outer peripheral area SA is set in the outer peripheral area SA as the travel route element serving as the starting point of the return to the work target area CA. The travel route element group is selected from the travel route element group to which the attribute value of the return route is given and the travel route element group set in the work target area CA.

(A6) When deciding a travel route for returning from the work traveling in the work target area CA to return to the work target area CA again for harvest discharge or refueling, the work already performed in the work target area CA (previous travel) The travel route element to which the travel prohibition attribute is added is restored as a travelable travel route element. If it is possible to reduce the time more than the predetermined time by selecting the already-worked travel route element, the travel route element is selected. Further, it is also possible to use reverse travel for traveling in the work target area CA when leaving the work target area CA.

(A7) The timing of leaving the work traveling in the work target area CA for discharging the harvested product and refueling is determined from each margin and the traveling time or traveling distance to the parking position. Here, the margin is a travel time or a travel distance predicted from the current storage amount in the harvest tank 14 to full when the harvest is discharged. In the case of refueling, it is the traveling time or traveling distance predicted from the current remaining amount in the fuel tank until the fuel is completely exhausted. For example, when passing near the discharging parking position during automatic driving, pass the parking position based on the allowance and the time required for the discharging work, etc., and then leave the parking position to return to the parking position. It is determined whether the vehicle is finally efficient or traveling (whether the total work time is short or the total travel distance is short) depending on whether the vehicle is discharged near the parking position or discharged. If the discharge work is performed when the amount is too small, the number of discharges increases as a whole, and it is not efficient, and when it is almost full, it is more efficient to discharge it next.

(A8) FIG. 18 shows a case where the travel route element selected in the work traveling restarted after leaving the work target area CA is not a continuation of the work traveling before the departure. In this case, the straight line reciprocating traveling pattern is preset. In FIG. 18, the parking position is indicated by the reference numeral PP, and as a comparative example, the travel route when the work travel is smoothly completed in the straight reciprocating travel involving the U-turn travel of 180° in the work target area CA is a dotted line. Indicated by. The actual running locus is shown by a thick solid line. As the work traveling progresses, a linear traveling route element and a U-turn traveling route are sequentially selected (step #01).

When a departure request is generated in the middle of work traveling (step #02), a traveling route from the work target area CA to the outer peripheral area SA is calculated. At this point, the vehicle goes straight along the traveling route element currently traveling and goes out to the outer peripheral area SA, and turns 90° from the traveling route element currently traveling, and has a cut land (=the attribute of already traveling). It can be considered as a route that passes through the traveling route element collection portion) and exits to the outer peripheral area SA where the parking position exists. Here, the latter route having a shorter traveling distance is selected (step #03). In the latter departure traveling, the traveling traveling route element set in the outer peripheral area SA is translated to the departure point as the traveling traveling route element in the work target area CA after turning 90°. However, if the departure request is made with sufficient time, the former route is selected. In the former departure traveling, since the harvesting work is continued during the departure traveling in the work target area CA, there is an advantage in work efficiency.

When the harvester 1 departs from the work traveling in the work target area CA and departs from the work target area CA and the outer peripheral area SA to arrive at the parking position, the harvester 1 receives assistance from the work support vehicle. In this example, the harvest stored in the harvest tank 14 is discharged to the transport vehicle CV.

When the discharge of the harvested products is completed, it is necessary to return to the point where the withdrawal request is made in order to return to the work traveling. In the example of FIG. 18, the travel route element that was traveling when the departure request was generated leaves an unworked portion, so the process returns to the travel route element. Therefore, the harvester 1 selects a travel route element in the outer peripheral area SA from the parking position, travels counterclockwise, and when it reaches the end point of the target travel route element, turns 90° and turns the travel route. Enter the element and start working. After passing the point where the departure request is generated, the harvester 1 travels non-working, travels along the U-turn travel path, and travels on the next travel path element (step #04). After that, straight line reciprocating traveling is continued, and the working traveling in this work target area CA is completed (step #05).

(A9) If the position of the traveling obstacle in the field is included in the input work site data, or if the harvester 1 is equipped with the obstacle position detection device, the position of the obstacle and the own vehicle A travel route element for obstacle avoidance travel is selected based on the position. As a selection rule for this obstacle avoidance purpose, a rule for selecting a traveling route element that takes a detour route that is as close as possible to the obstacle, or that there is no obstacle when entering the work area CA after exiting the outer peripheral area SA once. There is a rule to select a travel route element that can take a straight route.

(A10) When the spiral traveling pattern is set and the length of the travel route element to be selected becomes short, the straight traveling pattern is automatically changed. This is because when the area becomes smaller, the spiral traveling including the turning turns such as the α-turns for forward and backward movement tends to be inefficient.

(A11) If the number of unworked (untraveled) travel route elements in the unworked site, that is, the travel route element group in the work target area CA is equal to or less than a predetermined value in the case of traveling in the customary traveling, It can be automatically switched from driving to automatic driving. Further, when the harvester 1 is working in the work target area CA covered by the mesh straight line group by spiral traveling from the outside to the inside, the area of the remaining unworked area is reduced, and the unworked running route is When the number of elements becomes equal to or less than the predetermined value, the spiral traveling is switched to the straight line reciprocating traveling. In this case, as described above, in order to avoid unnecessary traveling, the travel route element having the attribute of the intermediate straight traveling route is translated from the outer peripheral area SA to the vicinity of the unworked area of the work target area CA.

(A12) In fields such as rice cultivation and wheat cultivation, the efficiency of the harvesting work is improved by running the harvesting machine 1 in parallel with the row (ridge) which is a row for planting seedlings. Therefore, in the selection of the travel route elements by the route element selection unit 63, the travel route elements that are parallel to the line are more easily selected. However, at the start of work traveling, if the attitude of the aircraft is not in a posture or position parallel to the strip direction, even if traveling along a direction intersecting the strip direction, Configure to do the work. As a result, wasteful traveling (non-working traveling) can be reduced and work can be completed quickly.

[Cooperative driving control]
In the above-described embodiment, the work traveling in the field is performed by one harvester 1. Of course, the present invention is also applicable to the use of multiple work vehicles. Here, for ease of understanding, a mode in which work traveling (automatic traveling) is performed by two harvesters 1 will be described. FIG. 19 shows how the first working vehicle that functions as the master harvester 1m and the second working vehicle that functions as the slave harvester 1s cooperate to perform work traveling in one field. A monitor is on board the master harvester 1m, and the monitor operates the communication terminal 4 brought into the master harvester 1m. For the sake of convenience, the terms master and slave are used, but they have no master-slave relationship, and the master harvester 1m and the slave harvester 1s are respectively based on the above-described running route setting routine (running route element selection rule). It sets its own route and runs automatically. However, data communication is possible between the master harvester 1m and the slave harvester 1s via the respective communication processing units 70, and the state information is exchanged. The communication terminal 4 not only provides the master harvester 1m with a supervisor's instruction and data regarding the travel route, but also sends a supervisor's instruction to the slave harvester 1s via the communication terminal 4 and the master harvester 1m. Data about the travel route can be given. For example, the state information output from the work state evaluation unit 55 of the slave harvester 1s is also transferred to the master harvester 1m, and the state information output from the work state evaluation unit 55 of the master harvester 1m is transferred to the slave harvester 1s. Is also transferred. Therefore, both route element selection units 63 have a function of selecting the next traveling route element in consideration of both state information and both vehicle positions. In addition, when the route management unit 60 and the route element selection unit 63 are built in the communication terminal 4, both harvesters 1 give the state information to the communication terminal 4, and the next travel route element selected there. Will receive.

Similar to FIG. 7, FIG. 20 shows a work target area CA covered by a mesh straight line group including mesh straight lines that are divided into meshes by the work width. Here, the master harvester 1m enters the traveling route element L11 from near the lower right apex of the modified quadrangle indicating the work target area CA, and turns left at the intersection of the traveling route element L11 and the traveling route element L21. Enter L21. Further, the vehicle turns left at the intersection of the traveling route element L21 and the traveling route element L32 and enters the traveling route element L32. In this way, the master harvester 1m makes a left-handed spiral run. On the other hand, the slave harvester 1s enters the traveling route element L31 from near the upper left apex of the work target area CA, and turns left at the intersection of the traveling route element L31 and the traveling route element L41 to enter the traveling route element L41. .. Further, the vehicle turns left at the intersection of the traveling route element L41 and the traveling route element L12 and enters the traveling route element L12. In this way, the slave harvester 1s makes a left-handed spiral run. As is apparent from FIG. 20, since cooperative control is performed such that the traveling locus of the slave harvester 1s is included in the traveling locus of the master harvester 1m, the master harvester 1m has its own working width and the slave harvester. It becomes a spiral run with an interval corresponding to the working width of 1 s, and the slave harvester 1 s performs a spiral run with an interval corresponding to the combined working width of its own and the master harvester 1 m. .. The traveling locus of the master harvester 1m and the traveling locus of the slave harvester 1s create a double spiral.

Since the work target area CA is defined by the outer peripheral area SA formed by the outer peripheral traveling, the first peripheral traveling for forming the outer peripheral area SA is performed between the master harvester 1m and the slave harvester 1s. It must be done by either. This orbital traveling can also be performed by cooperative control of the master harvester 1m and the slave harvester 1s.

The traveling locus shown in FIG. 20 is theoretical. Actually, the traveling locus of the master harvester 1m and the traveling route of the slave harvester 1s are corrected according to the state information output from the work state evaluation unit 55, and the traveling locus also becomes a complete double spiral. Don't An example of such a correction run is described below with reference to FIG. In FIG. 21, a transport vehicle CV that conveys the harvested product by the harvester 1 is parked at a position corresponding to the center outside of the first side S1 on the outside (ridge) of the field. Then, a parking position where the harvester 1 is parked for discharging the harvested product to the transport vehicle CV is set at a position adjacent to the transport vehicle CV in the outer peripheral area SA. FIG. 21 shows that the slave harvester 1s departs from the travel route element in the work target area CA during the work travel, travels around the outer circumference area SA, discharges the harvested product to the transport vehicle CV, and again travels to the outer circumference. It shows a state of traveling around the area SA and returning to the travel route element in the work target area CA.

First, when a leaving request (harvest discharge) is generated, the route element selecting unit 63 of the slave harvester 1s attributes the leaving route in the outer peripheral area SA based on the reserve of the storage amount, the traveling distance to the parking position, and the like. A travel route element having a ground and a travel route element which is a departure source of the departure route attribute from the travel route element are selected. In the present embodiment, the travel route element set in the area where the parking position is set in the outer peripheral area SA and the travel route element L41 that is currently traveling are selected, and the travel route element L41 and the travel route element are selected. The intersection with L12 is the departure point. The slave harvester 1s that has proceeded to the outer peripheral area SA travels to the parking position along the travel route element (separation path) of the outer peripheral area SA, and discharges the harvested product to the transport vehicle CV at the parking position.

The master harvester 1m continues the work traveling in the work target area CA while the slave harvester 1s leaves the work travel in the work target area CA to discharge the harvested product. However, the slave harvester 1s originally planned to select the traveling route element L13 at the intersection of the traveling route element L42 and the traveling route element L13 while the traveling route element L42 was traveling. However, since the traveling of the traveling route element L12 has been canceled due to the detachment of the slave harvester 1s, the traveling route element L12 is uncut (untraveled). Therefore, the route element selection unit 63 of the master harvester 1m selects the traveling route element L12 instead of the traveling route element L13. That is, the master harvester 1m travels to the intersection of the travel route element L42 and the travel route element L12, turns left there, and travels along the travel route element L12.

When the slave harvester 1s finishes discharging the harvested product, the route element selection unit 63 of the slave harvester 1s detects the current position and the automatic traveling speed of the slave harvester 1s and the attributes of the traveling route element in the work target area CA (not yet traveling). /Existing travel), the current position of the master harvester 1m, the automatic travel speed, and the like, and the travel route element to be restored is selected. In this embodiment, the travel route element L43 which is the outermost unworked travel route element is selected. The slave harvester 1s runs counterclockwise from the parking position in the outer peripheral area SA along the travel route element having the attribute of the return route, and enters the travel route element L43 from the left end of the travel route element L43. When the route element selection unit 63 of the slave harvester 1s selects the travel route element L43, the information is transmitted to the master harvester 1m as state information. If the travel route element up to the travel route element L33 has been selected, the route element selection unit 63 of the master harvester 1m selects the travel route element L44 inside the travel route element L43 as the next travel route element. This means that the master harvester 1m and the slave harvester 1s may be close to each other near the intersection of the traveling route element L33 and the traveling route element L44. Therefore, the traveling control unit 51 of both harvesters 1m and 1s or the traveling control unit 51 of either one calculates the passing time difference in the vicinity of the intersection between the master harvester 1m and the slave harvester 1s at the intersection and passes the passage. If the time difference is less than or equal to a predetermined value, the harvester 1 (here, the master harvester 1m) having a longer passage time is controlled to temporarily stop to avoid a collision. After the slave harvester 1s has passed the intersection, the master harvester 1m starts the automatic traveling again. In this way, the master harvester 1m and the slave harvester 1s exchange information such as the vehicle position and the selected travel route element with each other, so that the collision avoidance action and the delay avoidance action can be executed.

Such a collision avoidance action and a delay avoidance action are also executed in straight line reciprocating traveling as shown in FIGS. 22 and 23. 22 and 23, a parallel straight line group composed of straight lines parallel to each other is indicated by L01, L02,... L10, L01-L04 are already-worked travel route elements, and L05-L10. Is an unworked travel route element. In FIG. 22, the master harvester 1m travels in the outer peripheral area SA to reach the parking position, and the slave harvester 1s temporarily stops at the lower end of the work target area CA, specifically, at the lower end of the travel route element L04. When the slave harvester 1s enters the outer peripheral area SA in order to shift from the travel route element L04 to the travel route element L07 in the U-turn traveling, the slave harvester 1s collides with the master harvester 1m. It is stopped. When the master harvester 1m is parked at the parking position, it is impossible to enter or leave the work target area CA by using the travel route elements L05, L06, L07. L05, L06, and L07 are temporarily prohibited from traveling (prohibition of selection). When the master harvester 1m finishes the discharging operation and moves from the parking position, the route element selection unit 63 of the slave harvester 1s takes the traveling route of the master harvester 1m into consideration, and then from the traveling route elements L05-L10. The travel route element to be transferred is selected, and the slave harvester 1s restarts automatic travel.

Further, the slave harvester 1s can also continue the work while the master harvester 1m is performing the discharging work at the parking position. An example thereof is shown in FIG. In this case, the route element selection unit 63 of the slave harvester 1s normally selects the traveling route element L07 of three lanes ahead having the traveling route element priority of "1" as the traveling destination route element. However, the travel route element L07 is prohibited from traveling as in the example of FIG. Therefore, the travel route element L08 having the second highest priority is selected. As a moving route from the traveling route element L04 to the traveling route element L08, a route that goes backward from the already traveling current traveling route element L04 (shown by a solid line in FIG. 23) or a lower end of the traveling route element L04. A plurality of routes such as a route (indicated by a dotted line in FIG. 23) that moves forward in a clockwise direction from and goes out to the outer peripheral area SA are calculated, and the most efficient route, for example, the shortest route (in this form, a solid line Route) is selected.

As described above, even when a plurality of harvesters 1 cooperate with each other to carry out work traveling in one field, each route element selection unit 63 manually operates from the work plan received from the management center KS or the communication terminal 4. The input traveling pattern (for example, a straight line reciprocating traveling pattern or a spiral traveling pattern), the vehicle position, the state information output from each work state evaluating unit 55, and the pre-registered selection rule. Based on this, the travel route elements are sequentially selected. Listed below are the rules other than the above-mentioned (A1)-(A12), which are peculiar to selection rules when a plurality of harvesters 1 work cooperatively.

(B1) The plurality of harvesters 1 that travel in cooperation with each other automatically travel in the same travel pattern.
For example, when the linear reciprocating traveling pattern is set for one harvesting machine 1, the linear reciprocating traveling pattern is set for the other harvesting machine 1.

(B2) When one of the harvesters 1 leaves the work traveling in the work target area CA and enters the outer peripheral area SA when the spiral traveling pattern is set, the other harvester 1 travels to the outer side. Select a route element. As a result, the planned travel route of the detached harvester 1 is not left, but the travel route element scheduled to travel by the detached harvester 1 is preempted.

(B3) When the spiral traveling pattern is set, when the detached harvester 1 returns to the work traveling in the work target area CA again, the harvester 1 is far from the harvesting machine 1 in the work traveling and is unworked. Select a travel route element that has attributes.

(B4) When the spiral traveling pattern is set and the length of the travel route element to be selected becomes short, the work traveling is executed by only one harvester 1, and the remaining harvesters 1 perform the work traveling. Leave from.

(B5) When the spiral traveling pattern is set, in order to avoid the risk of collision, the plurality of harvesters 1 travel from the traveling path element group parallel to the sides of the polygon indicating the outer shape of the work target area CA to the traveling path. Prohibits selecting elements at the same time.

(B6) When the linear reciprocating traveling pattern is set, when one of the harvesters 1 is traveling in U-turn, the other harvesting machine 1 is performing U-turn traveling in the outer peripheral area SA. Automatic driving is controlled so that the vehicle does not enter the area.

(B7) When the linear reciprocating traveling pattern is set, as the next traveling route element, at least two or more traveling route elements from which the other harvester 1 is scheduled to travel next or are currently traveling. The travel route element at the position where the travel route element of is skipped is selected.

(B8) In order to determine the timing of leaving work traveling in the work target area CA and to select the travel route element for harvest discharge and refueling, not only the margin and the travel time to the parking position, but also This is performed on the condition that a plurality of harvesters 1 are not separated at the same time.

(B9) When the normal traveling is set in the master harvester 1m, the slave harvester 1s performs automatic traveling following the master harvester 1m.

(B10) When the capacity of the harvest tank 14 of the master harvester 1m and the capacity of the harvest tank 14 of the slave harvester 1s are different, if the discharge requests are issued at the same time or almost at the same time, the harvester 1 with a small capacity is The discharge work is performed first. The discharge waiting time (non-working time) of the harvester 1 that cannot discharge the waste is shortened, and the harvesting work in the field can be completed as soon as possible.

(B11) When one farm field is considerably wide, one farm field is divided into a plurality of sections by splitting, and one harvester 1 is put in each section. FIG. 24 is an explanatory diagram showing the middle of the dividing process of forming the strip-shaped divided region CC in the center of the work target region CA and dividing the work target region CA into two sections CA1 and CA2. 25 is an explanatory diagram showing a state after the end of the dividing process. In this embodiment, the master harvester 1m forms the middle-divided region CC. While the master harvester 1m is performing middle division, the slave harvester 1s performs work traveling in the section CA2, for example, in a linear reciprocating traveling pattern. Prior to this work traveling, a traveling route element group for the section CA2 is generated. At that time, the travel route element corresponding to one work width on the side of the division area CC of the section CA2 is prohibited from being selected until the division step is completed, and the contact between the master harvester 1m and the slave harvester 1s is prevented. To avoid.

When the splitting process is completed, the master harvester 1m is travel-controlled as if it were an independent operation using the travel route element group calculated for the section CA1, and the slave harvester 1s is calculated for the section CA1. By using the traveling route element group, traveling control is performed as in the case of independent work traveling. When one of the harvesters 1 completes the work first, it enters the section where the work remains and the cooperative control of the harvester 1 and the other harvester 1 is started. The harvester 1 that has completed the work in the section in charge automatically travels toward the section in charge of the other harvester 1 in order to support the work of the other harvester 1.

When the scale of the field is larger, the field is divided into grids as shown in FIG. This middle division can be performed by the master harvester 1m and the slave harvester 1s. The work by the master harvester 1m and the work by the slave harvester 1s are distributed to the divisions formed by the grid-like division, and the work traveling by the single harvester 1 is performed in each division. However, the travel route element is selected under the condition that the distance between the master harvester 1m and the slave harvester 1s does not exceed a predetermined value. This is because if the slave harvester 1s is too far away from the master harvester 1m, it will be difficult for an observer who is aboard the master harvester 1m to monitor the work traveling of the slave harvester 1s and to exchange status information with each other. This is because. In the case of the form as shown in FIG. 26, the harvester 1 that has completed the work in the section in charge is directed to the section in charge of the other harvester 1 in order to support the work of the other harvester 1. The vehicle may be automatically driven, or may be automatically driven toward the next section in charge of the own vehicle.

Since the parking position of the transport vehicle CV and the parking position of the refueling vehicle are outside the outer peripheral area SA, the traveling route for harvest discharge and refueling becomes long depending on the section in which the work traveling is performed. Travel time is wasted. Therefore, when the vehicle travels to the parking position and returns from the parking position, the traveling route element and the circular traveling route element are selected so as to carry out the work traveling of the section serving as a passage.

[Fine adjustment of parameters such as work equipment devices during cooperative automatic driving]
When the master harvester 1 m and the slave harvester 1 s work in cooperation with each other, a supervisor is usually on board the master harvester 1 m. 4, the parameter values for the vehicle traveling device group 71 and the working device device group 72 in the automatic traveling control can be finely adjusted. In order to realize the parameter values for the vehicle traveling equipment group 71 and the working device equipment group 72 of the master harvester 1m also in the slave harvester 1s, as shown in FIG. 27, the parameters of the master harvester 1m to the slave harvester 1s are set. Can be adjusted. However, there is no problem if the communication terminal 4 is also provided in the slave harvester 1s. This is because the slave harvester 1s can also be used as the master harvester 1m or can be used as the master harvester 1m.

In the communication terminal 4 shown in FIG. 27, a parameter acquisition unit 45 and a parameter adjustment command generation unit 46 are built. The parameter acquisition unit 45 acquires the device parameters set for the master harvester 1m and the slave harvester 1s. Thereby, the set values of the device parameters of the master harvester 1m and the slave harvester 1s can be displayed on the display panel unit of the touch panel 41 of the communication terminal 4. The monitor who is on the master harvester 1m inputs the device parameter adjustment amount for adjusting the device parameters of the master harvester 1m and the slave harvester 1s through the touch panel 41. The parameter adjustment command generation unit 46 generates a parameter adjustment command for adjusting the corresponding device parameter based on the input device parameter adjustment amount, and transmits the parameter adjustment command to the master harvester 1m and the slave harvester 1s. As a communication interface for such communication, the control unit 5 of the master harvester 1m and the slave harvester 1s is provided with a communication processing unit 70, and the communication terminal 4 is provided with a communication control unit 40. .. The adjustment of the device parameter of the master harvester 1m may be directly performed by a monitor using various operation tools provided in the master harvester 1m. The equipment parameter is divided into a traveling equipment parameter and a working equipment parameter, the traveling equipment parameter includes a vehicle speed and an engine speed, and the working equipment parameter includes a height of the harvesting section 15 and a height of the reel 17. Has been.

[Another embodiment]
(1) In the above-described embodiment, it is premised that the preliminary round traveling ensures a sufficient space for both the U-turn traveling in the straight line reciprocating traveling and the direction change turn (α turn) in the spiral traveling. I explained the automatic driving. However, in general, the space required for U-turn traveling is wider than the space required for direction-changing turns, and it is possible that there is insufficient space for U-turn traveling in advance in the orbital traveling. However, since the orbital traveling is a manual traveling, and the traveling pattern selected is not necessarily the U-turn traveling, if the orbital traveling is performed on the assumption that the U-turn traveling is performed, the traveling time and the traveling distance of the manual traveling are reduced. Becomes longer, and for example, when an unfamiliar driver makes a round trip, work efficiency may deteriorate. Therefore, the following automatic traveling control may be executed.

As the traveling pattern, a linear reciprocating traveling pattern is set, and as shown in FIG. 28, the peripheral area including the parking position (in FIG. 28, the shaded portion marked with the symbol PP) faces the U-turn route group. In this case, when the supervisor instructs the start of the automatic traveling, the vehicle automatically performs another round traveling. At this time, the travel route element located on the outermost side of the work target area CA is used as a part of the automatic orbital traveling for enlarging the outer peripheral area SA inward. Before the automatic traveling is started, the peripheral area of the parking position is close to the U-turn route group UL, as shown in step #01. As shown in step #02, a rectangular additional circular traveling route (thick line) having opposite sides of the leftmost traveling route element Ls and the rightmost traveling route element Le is calculated, and when automatic traveling is started, this Automatic traveling (work traveling) is performed along an additional circuit route. As a result, a space for one working width is newly created in the peripheral area of the parking position, and the outer peripheral area SA is expanded. Then, as shown in step #03, the work travel according to the U-turn travel pattern is started for the work target area CA reduced by one work width.

(2) In the above-described embodiment, when the linear reciprocating traveling pattern is set, the parking position for work on the support vehicle such as the carrier vehicle CV is provided in the area where the U-turn traveling is performed in the outer peripheral area SA. If set, a harvester 1 different from the harvester 1 that is stopped for discharging work, etc., has a traveling route element that stops the end of discharging work, waits, or bypasses the parking position. It was configured to be selected. However, in such a case, when automatic traveling (work traveling) is started in order to secure a sufficient space for performing a U-turn traveling on the inner peripheral side of the parking position, one or a plurality of vehicles are started. The harvesting machine 1 may be configured to automatically travel around the outer peripheral portion of the work target area CA several times.

(3) In the above-described embodiment, regarding the setting and selection of the travel route element, it is assumed that the master harvester 1m that is the first work vehicle and the slave harvester 1s that is the second work vehicle have the same working width. explained. Here, how to set and select the travel route element when the working width of the master harvester 1m and the working width of the slave harvester 1s are different will be described with two examples. The working width of the master harvester 1m will be referred to as a first working width, and the working width of the slave harvester 1s will be referred to as a second working width. For easy understanding, the first working width is set to "6" and the second working width is set to "4".

(3-1) FIG. 29 shows an example of the case where a linear reciprocating traveling pattern is set. In this case, the route management unit 60 is a set of a large number of travel route elements covering the work target area CA with the reference width that is the greatest common divisor or the approximate greatest common divisor of the first work width and the second work width. Calculate a certain travel route element group. Since the first working width is "6" and the second working width is "4", the reference width is "2". In FIG. 29, in order to identify the travel route elements, the numbers 01 to 20 are assigned to the respective travel route elements as the route numbers.

It is assumed that the master harvester 1m departs from the traveling route element of the route number 17, and the slave harvester 1s departs from the traveling route element of the route number 12. As shown in FIG. 6, the route element selection unit 63 has a first route element selection unit 631 having a function of selecting the traveling route element of the master harvester 1m and a function of selecting the traveling route element of the slave harvester 1s. It is divided into a second route element selection unit 632. When the route element selection unit 63 is built in the control unit 5 of the master harvester 1m, the next traveling route element selected by the second route element selection unit 632 is the communication processing unit 70 of the master harvester 1m and the slave harvester. It is given to the automatic traveling control unit 511 of the slave harvester 1s via the communication processing unit 70 of the machine 1s. The center of the working width or the center of the harvester 1 and the travel route element do not necessarily have to match, and if there is a deviation, automatic travel control is performed in consideration of the deviation.

As shown in FIG. 29, the first route element selection unit 631 has an area that is an integral multiple of the first work width or the second work width (whether untraveled or already traveled) or the first work width The next travel route element is selected from the travel route element group that has not been traveled so that a total area of integer multiples and integer multiples of the second work width (whether untraveled or already traveled) is left. The selected next travel route element is given to the automatic travel control unit 511 of the master harvester 1m. Similarly, the second route element selection unit 632 determines whether the first working width or an integral multiple of the second working width (whether untraveled or already run), or an integral multiple of the first working width and the second working width. The next traveling route element is selected from the traveling route element group that is not traveling so as to leave a total area that is an integral multiple of (can be untraveled or already traveling).

That is, after the master harvester 1m or the slave harvester 1s automatically travels along the next travel route element given by the first route element selection unit 631 or the second route element selection unit 632, the work target area CA is , The unworked area having a width that is an integral multiple of the first working width or the second working width is left. However, in the end, although an unworked area having a narrow width smaller than the second working width may remain, such an unworked area left at the end is the master harvester 1m or the slave harvester 1s. Work is run on either side.

(3-2) FIG. 30 shows an example in which a spiral traveling pattern is set.
In this case, the travel route element group is set in the work target area CA by the vertical straight line group and the horizontal straight line group whose vertical and horizontal intervals are the first work width. The travel route elements belonging to the horizontal straight line group are given the symbols X1 to X9 as their route numbers, and the travel route elements belonging to the vertical straight line group are given the symbols Y1 to Y9 as their route numbers. Has been.

In FIG. 30, the spiral traveling pattern is set such that the master harvester 1 m and the slave harvester 1 s draw a double spiral spiral line from the outside to the inside in a counterclockwise direction. It is assumed that the master harvester 1m starts from the traveling route element with the route number Y1 and the slave harvester 1s starts from the traveling route element with the route number X1. In this case, the route element selecting unit 63 is also divided into the first route element selecting unit 631 and the second route element selecting unit 632.

As shown in FIG. 30, the master harvester 1m first travels on the travel route element of the route number Y1 initially selected by the first route element selection unit 631. However, the travel route element group shown in FIG. 30 is initially calculated with the first working width as the interval, and therefore the second working width for the slave harvester 1s having the second working width narrower than the first working width. The position coordinate of the travel route element of the route number X1 initially selected by the route element selection unit 632 is corrected to fill the difference between the first work width and the second work width. That is, the travel route element of the route number X1 is corrected to the outer side by 0.5 times the difference between the first work width and the second work width (hereinafter, this difference is referred to as the width difference) (FIG. 30). , #01). Similarly, the route numbers Y2, X8, and Y8, which are the next traveling route elements selected along with the traveling of the slave harvester 1s, are also corrected (FIG. 30, #02, #03, and #04). The master harvester 1m travels the travel route elements of the route numbers Y1 to X9 and Y9 as they were originally (FIG. 30, #03 and #04), but the travel route element of the route number X2 selected next. , The slave harvester 1s is running on the outside thereof, so the position is corrected by the width difference (#04 in FIG. 30). When the travel route element with the route number X3 is selected for the slave harvester 1s, the slave harvester 1s has already traveled the travel route element with the route number X1 located outside the route number X3. , The position is corrected by 1.5 times the width difference (#05 in FIG. 30). In this way, the difference between the first working width and the second working width is sequentially compensated according to the number of the traveling route elements on which the slave harvester 1s has traveled outside the selected traveling route element. In order to kill, the position of the selected travel route element is corrected (#06 in FIG. 30). The position correction of the travel route element is performed here by the route management unit 60, but can also be performed by the first route element selection unit 631 and the second route element selection unit 632.

In the traveling example using FIG. 29 and FIG. 30, it is assumed that the first route element selection unit 631 and the second route element selection unit 632 are built in the control unit 5 of the master harvester 1 m. However, the second route element selection unit 632 can also be built in the slave harvester 1s. In that case, the slave harvester 1s receives the data indicating the traveling route element group, and the first route element selecting unit 631 and the second route element selecting unit 632 exchange the traveling route elements selected by themselves and It is advisable to select the next traveling route element of and correct the necessary position coordinates. In addition, the route management unit 60, the first route element selection unit 631, and the second route element selection unit 632 are all built in the communication terminal 4, and the selected traveling route element is selected from the communication terminal 4 as the first route element selection unit. It is also possible to have a configuration in which it is sent to 631 and the second route element selection unit 632.

(4) A special route selection algorithm when working in the work target area CA by straight line reciprocation will be described with reference to FIGS. 31 and 32. Here, as with the travel route element group shown in FIG. 10, 21 strip-shaped travel route elements are shown, and a route number is given to the upper side of each route. Is assigned the selected order, that is, the order in which the vehicle has run, instead of the priority. Further, the travel route element that has become the already-worked site (already-run) at the time of each step is painted black.

<Step #01>
As described above, when the outer peripheral area SA is created by the work by traveling around the area, the field is divided into the outer peripheral area SA and the work target area CA by the area setting unit 44, and the work target area CA further includes the strip path. The travel route element group calculated by the element calculation unit 602 is set. At this stage, the provisional entire travel route is set based on the route selection algorithm described with reference to FIGS. 8 to 10. Harvesting work is started from an arbitrary starting point. Generally, the current position of the harvester 1 or the position input by the monitor through the communication terminal 4 is adopted as the starting point. Here, one end of the route number: 16 is selected as the starting point.

<Step #02>
When the start of the automatic traveling is instructed, the work traveling along the traveling route element of the route number: 16 is executed.

<Step #03>
The travel route element with the route number: 13 is selected based on the provisionally set all travel routes, and the work travel along the travel route element is executed.

<Step #04>
Similarly, subsequent work traveling is sequentially advanced based on the provisionally set all traveling routes. However, the tentatively set total travel route is determined only by the relationship between the current travel route element and the next travel route element, so it is not necessarily the proper selection order, that is, the selection order with the shortest working time. It doesn't happen. For this reason, the route selection by the algorithm shown in the following steps has begun to be separately executed from the time when the work traveling is started.

<Step #05>
Three travel route elements are extracted from the final travel route element in the tentative all travel routes, and the optimum travel order among these travel route elements is calculated. In this embodiment, when the actual traveling reaches the route number: 10 (third selected order in all provisional traveling routes), the remaining two traveling route elements are traveled from the last third traveling route element. It is assumed that the optimum selection order has been calculated. Then, for example, while the original selection order is “route number: 19→route number: 9→route number: 12 (travel time/travel amount: 13)”, the recalculated selection order is “Route number: 19 → route number: 12 → route number: 9 (running time/movement amount: 10)”, and these are compared, and the recalculated selection order has a longer running time (moving amount). It is determined to be small. That is, the recalculated selection order is the optimum route selection.

<Step #06>
The selection order recalculated in step #05 replaces the selection order of the corresponding travel route elements in all provisional travel routes. During this time, the harvester 1 is moving to the route number: 7, which is the fourth selection order in all the provisional traveling routes. However, there is still a leeway in time for the harvesting machine 1 that is actually traveling to reach the route number: 19 of the 19th replaced selection order according to the original selection order that has not been replaced. Therefore, in other words, in the recalculation of the selection order, while the predetermined number to be extracted is increased by one from the final travel route element side of the provisional all travel route, the travel route element that is actually traveling is recalculated. The process is repeated until it is included in the extracted travel route element. As a result, more travel route elements are in the proper selection order. However, the recalculated selection order may be the same as the selection order of all provisional travel routes, and in this case, the above replacement is skipped. It should be noted that the present embodiment is merely an example for explaining the above algorithm, and, for example, the selection order in all provisional travel routes does not follow the basic rules described based on FIGS. 8 to 10. ..

(5) The control function block described in the above embodiment with reference to FIG. 6 is merely an example, and each function unit may be further divided or a plurality of function units may be integrated. Further, although the functional units are distributed to the control unit 5 as the upper control device, the communication terminal 4, and the management computer 100, the distribution of the functional units is also an example, and each functional unit corresponds to an arbitrary upper control device. It is also possible to sort. If data can be exchanged between the upper control devices, it is possible to distribute the data to another upper control device. For example, in the control function block diagram shown in FIG. 6, the work site data input unit 42, the outer shape data generation unit 43, and the area setting unit 44 are built in the communication terminal 4 as the first travel route management module CM1. .. Furthermore, the route management unit 60, the route element selection unit 63, and the route setting unit 64 are built in the control unit 5 of the harvester 1 as the second traveling route management module CM2. Alternatively, the route management unit 60 may be included in the first travel route management module CM1. Further, the outer shape data generation unit 43 and the area setting unit 44 may be included in the second travel route management module CM2. All of the first travel route management module CM1 may be built in the control unit 5, or all of the second travel route management module CM2 may be built in the communication terminal 4. It is convenient to construct the communication terminal 4 in which as many control function units as possible regarding travel route management can be taken out because the degree of freedom in maintenance and the like is increased. The distribution of the functional units is limited by the data processing capabilities of the communication terminal 4 and the control unit 5 and the communication speed between the communication terminal 4 and the control unit 5.

(6) The travel route calculated and set in the present invention is used as a target travel route for automatic travel, but it can also be used as a target travel route for manual travel. That is, the present invention can be applied to not only automatic traveling but also manual traveling, and of course, operation in which automatic traveling and manual traveling are mixed is also possible.

(7) In the above-described embodiment, the field information sent from the management center KS includes the topographic map around the field in the first place, and the outer shape and external dimensions of the field are obtained by traveling around the field boundary. An example of improving the accuracy of is shown. However, the farm field information does not include the topographic map around the farm field, or at least the topographic map of the farm field, and the outer shape and the outer dimension of the farm field may be calculated only after traveling around. Further, the field information and work plan contents sent from the management center KS and the items input through the communication terminal 4 are not limited to the above-described forms, and can be changed without departing from the spirit of the present invention. Is.

(8) In the above-described embodiment, as shown in FIG. 6, a strip path element calculation unit 602 is provided separately from the mesh path element calculation unit 601, and the strip path element calculation unit 602 causes the work target area to be operated. The example in which the traveling route element group, which is a group of parallel straight lines covering CA, is calculated is shown.
However, the straight line reciprocating traveling may be realized by using the traveling route element that is the mesh-shaped straight line group calculated by the mesh route element calculating unit 601 without providing the strip route element calculating unit 602.

(9) In the above-described embodiment, the parameters of the vehicle traveling device group 71 and the working device device group 72 of the slave harvester 1s are changed based on the visual inspection result of the monitor while the cooperative traveling control is performed. An example was given. However, it is configured so that the images (moving images and still images taken at regular intervals) shot by the cameras mounted on the master harvester 1m and the slave harvester 1s are displayed on the monitor etc. mounted on the master harvester 1m. However, the observer may look at this image, judge the work status of the slave harvester 1s, and change the parameters of the vehicle traveling device group 71 and the working device group 72. Alternatively, the parameter of the slave harvester 1s may be changed in association with the change of the parameter of the master harvester 1m.

(10) In the above-described embodiment, an example in which the plurality of harvesters 1 that perform work traveling in cooperation with each other are configured to automatically travel in the same traveling pattern has been described, but it is configured to automatically travel in different traveling patterns. It is also possible.

(11) In the above-described embodiment, an example in which the cooperative automatic traveling is performed by the two harvesters 1 has been described, but the cooperative automatic traveling by the three or more harvesters 1 is also the same as the work vehicle automatic traveling system and the traveling route. It can be realized by a management device.

In addition to the harvester 1 which is a normal combine as a working vehicle, the working vehicle automatic traveling system and the traveling route management device according to the present invention are self-discharging as long as they are working vehicles capable of traveling while automatically working on a work site. The present invention is also applicable to other harvesters 1 such as type combine harvesters and corn harvesters, tractors equipped with working devices such as tillers, paddy working machines, and the like.

1: Harvester (work vehicle)
1m: Master harvester 1s: Slave harvester 4: Communication terminal 5: Control unit 41: Touch panel 42: Work site data input unit 43: Outer shape data generation unit 44: Area setting unit 50: Communication processing unit 51: Travel control unit 511 : Automatic traveling control unit 512: Manual traveling control unit 52: Work control unit 53: Own vehicle position calculation unit 54: Notification unit 55: Work state evaluation unit 60: Route management unit 601: Mesh route element calculation unit 603: U-turn route Calculation unit 62: Strip route element calculation unit 63: Route element selection unit 64: Route setting unit 70: Communication processing unit 80: Satellite positioning module CM1: First travel route management module CM2: Second travel route management module CV: Transport vehicle S1: First side S2: Second side S3: Third side S4: Fourth side SA: Outer peripheral area CA: Work target area

Claims (2)

A work vehicle automatic traveling system for managing the automatic traveling of a work vehicle traveling while working on a work site,
A satellite positioning module that outputs positioning data indicating the vehicle position of the work vehicle;
An area setting unit that sets the work target area,
A route management unit that calculates a traveling route element group that is a group of a large number of traveling route elements that constitute a traveling route that covers the work target area, and stores it in a readable manner.
A route element selection unit that sequentially selects the next traveling route element to be driven from the traveling route element group,
A work vehicle automatic travel system comprising: an automatic travel control unit that automatically travels the work vehicle based on the next travel route element and the vehicle position. A travel route management device for managing a travel route of a work vehicle including an automatic travel control unit for automatically traveling while working on a work site,
An area setting unit that sets the work target area,
A route management unit that calculates a traveling route element group that is a group of a large number of traveling route elements that constitute a traveling route that covers the work target area, and stores it in a readable manner.
A travel route management device comprising: a route element selection unit that sequentially selects a next travel route element to travel from the travel route element group.

Images