JP2021099845A - Automatic travel system - Google Patents

Abstract

To provide an automatic travel system capable of reducing unnecessary travel to improve the work efficiency.SOLUTION: An automatic travel system includes: a position information acquisition part; and a control part which sets a target travel route including a forward route Kf and a backward route Kb and switches the set target travel route to a current position P of a work vehicle 2 acquired by the position information acquisition part to thereby cause the work vehicle 2 to automatically travel. When switching from the forward route Kf as a current travel route to the subsequent backward route Kb or switching from the backward route Kb as a current travel route to the subsequent forward route Kf, the control part decelerates the work vehicle 2 when the work vehicle 2 has arrived at an advanced switching point Ps located on a more front side than end points Kfe and Kbe on the target travel route as the current travel route by a set distance Df which refers to a control distance D1 of the work vehicle 2.SELECTED DRAWING: Figure 4

Description

The present invention relates to an automatic traveling system for automatically traveling a work vehicle along a target traveling route.

The above-mentioned automatic driving system is based on a position information acquisition unit that acquires position information of a work vehicle using a satellite positioning system or the like and the current position of the work vehicle acquired by the position information acquisition unit.
It is equipped with a control unit that automatically travels the work vehicle along a plurality of continuous target travel routes.
The work vehicle is automatically driven along a plurality of consecutive target travel paths generated in advance while acquiring the current position of the work vehicle at any time (see, for example, Patent Documents 1 and 2). In such an automatic traveling system, since the work vehicle is automatically traveled along the target travel route, the work can be performed by the work vehicle even if the user is not on the work vehicle.

As a plurality of continuous target travel routes, for example, as shown in FIG. 3, the work route for traveling in the work area R1 on the center side of the field and the non-work area R2 at the end of the field H are traveled. A turning path is generated for this.
In the example shown in FIG. 3, a plurality of forward straight paths K1 for linearly advancing as a work path (
Forward path Kf) is generated. In addition, as a turning path, the first work vehicle 2 is moved forward while turning along an approximately 1/4 arc to one side of the machine body (on the right side of the machine body) following the forward straight path K1.
Following the forward turning circuit K2 (forward path Kf), the first forward turning circuit K2, the work vehicle 2 is linearly moved backward, and the reverse straight path K3 (reverse path Kb), and the reverse straight path K3 is followed by the work vehicle 2 on one side of the machine body. A second forward rotation circuit K4 (forward path Kf) is generated (on the right side of the fuselage) by advancing while turning in an arc of about 1/4 and connecting to the next forward straight path K1.

Then, the control unit of the automatic driving system sets one target traveling route to be automatically traveled from a plurality of continuous target traveling routes K1 to K4, and the position information acquisition unit acquires the set target traveling route. By switching based on the current position P of the vehicle 2, the work vehicle 2 is automatically driven along a plurality of continuous target travel paths K1 to K4.
For example, first, by setting the set target travel route to the forward straight road K1, the tractor 2 is automatically traveled along the forward straight road K1, and then, as the work vehicle 2 moves, the set target travel route is set to the first. 1 forward turning circuit K2, reverse straight path K3, second forward turning circuit K4, next forward straight path K1
By switching in the order of, forward straight path K1, first forward turning circuit K2, reverse straight path K3
, The second forward turning circuit K4, and the next forward straight road K1 are continuously driven by the work vehicle 2.

Here, the control unit of the automatic traveling system switches the set target traveling route to the next target traveling route when the working vehicle 2 (current position P of the working vehicle 2) reaches the end point of the target traveling route during traveling. I have to. For example, as shown in FIG. 12, the first forward turning circuit K2 (see FIG. 12A) in which the work vehicle 2 is traveling is set to the reverse straight road K3 (the route traveling in FIG. 12D). When switching the target travel route, as shown in FIG. 12B, it is set when the work vehicle 2 (current position P of the work vehicle 2) reaches the end point K2e of the first forward rotation circuit K2 during traveling. The target traveling route is switched to the reverse straight road K3.

International Publication No. 2015/119263 Japanese Patent No. 4295911

However, in order to stop the forward movement of the work vehicle 2 and move it backward on the field H, an appropriate braking distance according to the vehicle speed or the like is required. Therefore, as shown in FIG. 12B, the work vehicle 2
End point K2e of the first forward turning circuit K2 (forward path Kf) in which (current position P of the work vehicle 2) is traveling.
When the set target traveling route is switched to the following reverse straight road K3 (reverse route Kb) when (Kfe) is reached, the work vehicle 2 immediately after switching the set target traveling route, as shown in FIG. 12 (c). At least the braking distance OR from the end point K2e (Kfe) of the first forward path K2 (forward path Kf)
Moves forward, and the end point K2e (Kf) of the first forward road K2 (forward road Kf) in which the work vehicle 2 is traveling
You will pass e) and drive in vain.
Therefore, there is an inconvenience that the traveling of the work vehicle 2 increases and the work efficiency decreases. Further, such an inconvenience also occurs when the set target traveling route is switched from the traveling reverse path Kb to the subsequent forward path Kf.

In view of this situation, a main object of the present invention is to provide an automatic traveling system capable of reducing unnecessary traveling of a work vehicle and improving work efficiency.

The first feature configuration of the present invention includes a position information acquisition unit that acquires position information of a work vehicle, and a position information acquisition unit.
Set a target driving route including the forward route and the reverse route,
An automatic traveling system including a control unit that automatically travels the work vehicle by switching the set target traveling route based on the current position of the work vehicle acquired by the position information acquisition unit.
When the control unit switches the set target travel path from the traveling forward path to the subsequent backward path or from the traveling reverse path to the subsequent forward path, the control unit switches the set target travel path to the subsequent forward path. The point is that when the work vehicle reaches the preceding switching point on the side before the set distance from the end point in the above, the work vehicle is decelerated.

According to this configuration, the control unit uses the braking distance of the work vehicle as a reference when switching the set target traveling path from the traveling forward path to the following backward path or from the traveling reverse path to the following forward path. When the work vehicle reaches the preceding switching point on the front side of the end point in the target travel route during traveling, the work vehicle can be decelerated by the set distance.
Since the preceding switching point is on the front side of the end point of the target traveling route while traveling by the set distance based on the braking distance of the work vehicle, the working vehicle moves from the preceding switching point by the braking distance immediately after switching the set target traveling route. Even if the work vehicle moves forward or backward, it is possible to prevent the work vehicle from passing the end point of the target traveling route in which the vehicle is traveling.
Therefore, it is possible to reduce unnecessary traveling of the work vehicle and improve work efficiency.

The second characteristic configuration of the present invention is that the set distance is a distance based on the braking distance of the work vehicle.

According to this configuration, the preceding switching point is based on the set distance based on the braking distance of the work vehicle. Therefore, by switching the set target traveling route to the subsequent target traveling route at the preceding switching point, the vehicle travels. The traveling direction of the work vehicle can be switched at or near the end point of the target traveling route in the middle, and the traveling with respect to the subsequent target traveling route can be smoothly performed.

The third feature configuration of the present invention is characterized in that the set distance is set by adding a predetermined distance to the braking distance.

According to this configuration, the preceding switching point for switching the set target travel route can be set to the front side of the end point of the target travel route during traveling by the set distance obtained by adding a predetermined distance to the braking distance. , Even when the work vehicle moves forward or backward beyond the braking distance from the preceding switching point when switching the set target travel route during high-speed work, etc.
It is possible to appropriately prevent the work vehicle from passing the end point of the target traveling route while traveling.

In the fourth characteristic configuration of the present invention, the set distance is a forward set distance used when switching the set target travel path from the traveling forward path to the subsequent reverse path, and the set target travel path. It has a reverse set distance used when switching from the reverse path to the forward path, and has a set distance for reverse.
The feature is that the reverse set distance is larger than the forward set distance.

According to this configuration, when the set target traveling path is switched from the traveling forward path to the following backward path, a predetermined forward distance is added to the braking distance, and the traveling forward path to the following backward path is added. The set distance suitable for switching can be set. Further, when switching the set target traveling route from the traveling reverse route to the subsequent forward route, a predetermined reverse distance is added to the braking distance, which is suitable for switching from the traveling reverse route to the subsequent forward road. The set distance can be set.
Moreover, since the predetermined reverse distance is larger than the predetermined forward distance, the set distance for switching from the reverse path during traveling to the subsequent forward path is switched from the reverse path during travel to the subsequent forward path. It is possible to make it larger than the set distance of, and to make the preceding switching point closer to the front side by that amount.
Therefore, when the work vehicle switches from the traveling reverse path to the subsequent forward path with the work machine mounted on the rear side, for example, the work machine on the rear side of the work vehicle jumps out to an unplanned area. It is possible to prevent inconveniences such as contact with obstacles.

The figure which shows the schematic structure of the automatic driving system Block diagram showing the schematic configuration of the autonomous driving system The figure which shows the schematic structure of the target driving route The figure which shows the running control of a work vehicle at the time of switching from a moving forward path to a following backward path. The figure which shows the running control of a work vehicle at the time of switching from a moving forward path to a following backward path. The figure which shows the running control of a work vehicle at the time of switching from a reverse course during running to a following forward path. The figure which shows the running control of a work vehicle at the time of switching from a reverse course during running to a following forward path. The figure which shows the schematic structure of the turning path The figure which shows the schematic structure of the turning path The figure which shows the schematic structure of the turning path The figure which shows the schematic structure of the turning path The figure which shows the running control of the work vehicle at the time of switching from the forward path while running in the conventional way to the reverse path.

An embodiment of the automatic traveling system according to the present invention will be described with reference to the drawings.
As shown in FIG. 1, the automatic traveling system 1 has a plurality of continuous target traveling routes K1 to K.
A tractor 2 as a work vehicle that automatically travels along 4 (see FIG. 3) and a wireless communication terminal 3 capable of instructing the tractor 2 of various types of information are provided. Then, in this embodiment, the reference station 4 for acquiring the position information of the tractor 2 is provided.

The tractor 2 is provided with a vehicle body portion 6 to which a work machine 5 can be mounted on the rear side, the front portion of the vehicle body portion 6 is supported by a pair of left and right front wheels 7, and the rear portion of the vehicle body portion 6 is supported by a pair of left and right rear wheels 8. Has been done. A bonnet 9 is arranged in the front portion of the vehicle body portion 6, and the engine 1 as a drive source is provided in the bonnet 9.
0 (diesel engine) is housed. A cabin 12 for the user to board is provided on the rear side of the bonnet 9, and a steering handle 13 for the user to steer, a driver's seat 14 for the user, and the like are provided in the cabin 12. ..

In FIG. 1, the tractor 2 is illustrated as a work vehicle, but in addition to the tractor, a walking type work vehicle can be applied in addition to a passenger type work vehicle such as a rice transplanter, a combine, a civil engineering / construction work device, and a snowplow.

As shown in FIG. 2, the tractor 2 is provided with a vehicle-side wireless communication unit 26, and the wireless communication terminal 3
Is provided with a terminal-side wireless communication unit 31, and the reference station 4 is provided with a reference station-side wireless communication unit 41. Various information can be transmitted and received between the tractor 2 and the wireless communication terminal 3 by wireless communication between the vehicle side wireless communication unit 26 and the terminal side wireless communication unit 31, and the vehicle side wireless communication unit 26 and the reference station. Various information can be transmitted and received between the tractor 2 and the reference station 4 by wireless communication with the side wireless communication unit 41. Then, the wireless communication terminal 3 and the reference station 4 are
It is configured so that various types of information can be transmitted and received via the tractor 2. By the way, the wireless communication terminal 3 and the reference station 4 are transmitted by wireless communication between the terminal side wireless communication unit 31 and the reference station side wireless communication unit 41.
However, it is also possible to configure the system so that various types of information can be directly transmitted and received without going through the tractor 2. The frequency band used for wireless communication between the wireless communication units may be a common frequency band or may be a different frequency band from each other.

As shown in FIG. 2, the tractor 2 is provided with a positioning antenna 21, a vehicle-side control unit 22, a vehicle-side wireless communication unit 26, a storage unit (not shown), and the like.
The vehicle-side control unit 22 is provided with a travel control unit 23, a position information acquisition unit 24, an azimuth angle specifying unit 25, and the like. The vehicle-side control unit 22 has its own position information (current position P, which is the installation position of the positioning antenna 21) acquired at any time by the position information acquisition unit 24, and the self specified at any time by the azimuth angle identification unit 25. Azimuth (current azimuth), 3-axis gyro and 3 provided in tractor 2
While timely referring to the self-position measured by an inertial measurement unit (not shown) having an accelerometer of the direction, etc., the driving control unit 23 has an engine control device, a transmission that can switch between forward and reverse, and steering. It is configured to control various devices provided in the tractor 2 such as a device and a braking device (not shown) so that the tractor 2 can automatically travel along the target traveling paths K1 to K4.

As shown in FIG. 1, the positioning antenna 21 is configured to receive, for example, a signal from a positioning satellite 15 constituting a satellite positioning system (GNSS). Positioning antenna 21
Is arranged on the upper surface of the roof of the cabin 12 of the tractor 2, for example.

As a positioning method using a satellite positioning system, as shown in FIG. 1, a reference station 4 installed at a predetermined reference point is provided, and satellite positioning of a tractor 2 (mobile station) is performed based on positioning correction information from the reference station 4. It is possible to apply a positioning method for obtaining the current position P of the tractor 2 by correcting the information. For example, various positioning methods such as DGPS (Differential GPS Positioning) and RTK Positioning (Real-time Kinematic Positioning) can be applied. Incidentally, as for the positioning method, it is also possible to use independent positioning without providing the reference station 4.

In this embodiment, for example, since RTK positioning is applied, as shown in FIGS. 1 and 2, in addition to providing the positioning antenna 21 on the tractor 2 on the mobile station side, the reference station 4
Is provided. The position information of the reference point, which is the installation position of the reference station 4, is set and grasped in advance. The reference station 4 is arranged at a position (reference point) that does not interfere with the running of the tractor 2, such as around the field H. The reference station 4 is provided with a reference station side wireless communication unit 41 and a reference station positioning antenna 42.

In RTK positioning, the carrier phase (satellite positioning information) from the positioning satellite 15 is measured by both the reference station 4 installed at the reference point and the positioning antenna 21 of the tractor 2 on the mobile station side for which position information is to be obtained. doing. The reference station 4 generates positioning correction information including the measured satellite positioning information and the position information of the reference point every time the satellite positioning information is measured from the positioning satellite 15 or every time the setting cycle elapses, and the reference station side radio Positioning correction information is transmitted from the communication unit 41 to the vehicle-side wireless communication unit 26 of the tractor 2. The position information acquisition unit 24 of the tractor 2 uses the satellite positioning information measured by the positioning antenna 21 and the positioning correction information transmitted from the reference station 4, and the tractor 2 uses the position information acquisition unit 24.
The current position P of is obtained. The position information acquisition unit 24 requests, for example, latitude information / longitude information as the current position P of the tractor 2.

The azimuth angle specifying unit 25 of the tractor 2 is configured to specify the azimuth angle of the tractor 2 from the change state of the current position P of the tractor 2 acquired by the position information acquisition unit 24 as the tractor 2 moves. There is. For example, the azimuth angle specifying unit 25 refers to the current position P immediately before being saved in the storage unit when the current position P is acquired by the position information acquisition unit 24, and the current position P immediately before that is the current current position. The direction of the velocity vector toward the position P is specified as the azimuth angle of the tractor 2.
As the current position P immediately before the above, the current position P acquired by the position information acquisition unit 24 immediately before stored in the storage unit can be used, but for example, when the tractor 2 starts traveling, it is positioned independently. Alternatively, the current position P obtained by inputting by the user can be used.

The wireless communication terminal 3 is composed of, for example, a tablet-type personal computer having a touch panel, and can display various information on the touch panel. By operating the touch panel, various information can also be input. The wireless communication terminal 3 can be carried and used by the user outside the tractor 2, and can also be mounted on the side of the driver's seat 14 of the tractor 2 and used.

As shown in FIG. 2, the wireless communication terminal 3 includes a terminal-side wireless communication unit 31, a terminal-side control unit 32, and the like.
A route generation unit 33, a display unit 34, and the like are provided. The route generation unit 33 is configured to generate a plurality of continuous target travel routes K1 to K4 (see FIG. 3) in which the tractor 2 automatically travels. Further, the wireless communication terminal 3 is provided with a storage unit (not shown), and various information such as information registered by the user is stored in this storage unit.

When the tractor 2 is automatically driven, the user operates the touch panel or the like of the wireless communication terminal 3 to generate information for generating the target traveling paths K1 to K4 such as information on the field area, the tractor 2 and the working machine 5. I have registered. The route generation unit 33 of the wireless communication terminal 3 generates target travel routes K1 to K4 on which the tractor 2 automatically travels based on registration information and the like.
For example, as shown in FIG. 3, the route generation unit 33 is a work route for performing work such as tilling while automatically traveling the tractor 2 as a target travel route in the field H, and the tractor 2 is linear. A forward straight road K1 is generated.
Further, the route generation unit 33 is a turning route for turning the tractor 2 as a target traveling route in the field H, and turns the tractor 2 to one side of the machine body (right side of the machine body) along an approximately 1/4 arc. The tractor 2 follows the first forward turning circuit K2 and the first forward turning circuit K2 that move forward while moving forward.
A second forward rotation circuit K4 is generated, which moves the tractor 2 forward while turning in an arc of about 1/4 on one side of the aircraft (on the right side of the aircraft) following the reverse straight path K3 and the reverse straight path K3. ..
The target travel routes K1 to K4 shown in FIG. 3 are merely examples, and the target travel route generated by the route generation unit 33 can be appropriately changed.

When the route generation unit 33 generates a plurality of continuous target travel routes K1 to K4, the field H
Information about the field H, such as the shape and position information of the field H, is registered first. Then, in the field H, a work area R1 for performing work such as tillage and a non-work area R2 (headland) for not performing work are specified as areas for generating the target travel paths K1 to K4.
The route generation unit 33 generates a forward straight road K1 which is a work route with respect to the work area R1.
A first forward turning circuit K2, a reverse straight path K3, and a second forward turning circuit K4 are generated as turning paths in the non-working area R2. The forward straight road K1 is a route that automatically travels from one end side to the other end side in the work area R1 in the field H, and the forward straight road K1 extends from the start point S to the goal point G over the entire work area R1. It is generated so as to be adjacent to each other in the width direction of the field H. The forward straight road K1 is generated in a state where adjacent roads are in opposite directions.
The first forward turning circuit K2, the reverse straight path K3, and the second forward turning circuit K4 as the turning path connect the start point K4e and the end point K1e on the two forward straight paths K1 arranged in the width direction of the field H to connect the tractor 2 to the tractor 2. Is generated as a path for turning.
Specifically, as shown on the left side of FIG. 3, the forward straight path K1 and the first forward rotation circuit K2 are continuous at the same point as the end point K1e of the forward straight path K1 and the start point of the first forward rotation circuit K2. It is in a state. The end point K2e of the first forward rotation circuit K2 and the start point of the reverse straight path K3 are at the same point, and the first
The forward turning circuit K2 and the reverse straight path K3 are in a continuous state. The end point K3e of the reverse straight path K3 and the start point of the second forward rotation circuit K4 are at the same point, and the reverse straight path K3 and the second forward rotation circuit K4 are continuous. The end point K4e of the second forward rotation circuit K4 and the start point of the next forward straight path K1 are at the same point, and the second forward rotation circuit K4 and the next forward straight path K1 are continuous.

In this way, when the route generation unit 33 generates the target travel routes K1 to K4, the terminal side control unit 32 of the wireless communication terminal 3 transmits the route information regarding the target travel routes K1 to K4 from the wireless communication terminal 3 to the tractor 2. By transferring, the vehicle-side control unit 22 of the tractor 2 can acquire the route information. Regarding the transfer of route information from the wireless communication terminal 3 to the tractor 2,
Before the tractor 2 starts automatic traveling, the route information of all the target traveling routes K1 to K4 may be transferred. For example, when the tractor 2 is in automatic traveling, the target traveling route during traveling may be transferred. The route information of one or more subsequent target traveling routes following the above may be sequentially transferred as the tractor 2 moves.
Based on the acquired route information, the vehicle-side control unit 22 automatically travels the tractor 2 along a plurality of continuous target travel routes K1 to K4 while acquiring its own current position P by the position information acquisition unit 24. Can be made to. The current position P of the tractor 2 acquired by the position information acquisition unit 24
Is transmitted from the tractor 2 to the wireless communication terminal 3 in real time (for example, in a cycle of several seconds), and the wireless communication terminal 3 grasps the current position P of the tractor 2.

In generating the target traveling routes K1 to K4, the reference vehicle speed of the tractor 2 is set for each of the target traveling routes K1 to K4. The reference vehicle speed of the tractor 2 with respect to the forward straight road K1, the reference vehicle speed of the tractor 2 with respect to the first forward rotation circuit K2 and the second forward rotation circuit K4, and the reference vehicle speed of the tractor 2 with respect to the reverse straight road K3 may be set to the same vehicle speed. It can be set to different vehicle speeds. The vehicle speed information indicating the reference vehicle speed of the tractor 2 is configured to enable wireless communication from the wireless communication terminal 3 to the tractor 2 together with the route information.

In the wireless communication terminal 3, when the user operates the touch panel to instruct the start of automatic traveling, the wireless communication terminal 3 transmits the instruction to start automatic traveling to the tractor 2. As a result, in the tractor 2, the vehicle-side control unit 22 receives an instruction to start automatic driving, so that the position information acquisition unit 2
4 is configured to perform automatic traveling control for automatically traveling the tractor 2 along a plurality of continuous target traveling paths K1 to K4 while acquiring its own current position P.

The automatic traveling control of the tractor 2 will be described.
The vehicle-side control unit 22 of the tractor 2 sets one target travel route to be automatically traveled from a plurality of continuous target travel routes K1 to K4, and the set target travel route is acquired by the position information acquisition unit 24. By switching based on its own current position P, a plurality of continuous target traveling routes K
The tractor 2 is automatically driven along 1 to K4.
In the example shown in FIG. 3, the vehicle-side control unit 22 first sets the set target travel path to the forward straight road K1 to automatically drive the tractor 2 along the forward straight road K1, and then automatically travels the tractor 2 along the forward straight road K1. By switching the set target traveling route in the order of the first forward turning circuit K2, the reverse straight road K3, the second forward turning circuit K4, and the next forward straight road K1 as the vehicle moves, the forward straight road K1 and the first 1
The tractor 2 is automatically driven continuously in the order of the forward turning circuit K2, the reverse straight road K3, the second forward turning circuit K4, and the next forward straight road K1.
The forward straight path K1, the first forward rotation circuit K2, and the second forward rotation circuit K4 correspond to the forward path Kf for advancing the tractor 2, and the reverse straight path K3 corresponds to the reverse path Kb for advancing the tractor 2. To do.

Here, the vehicle-side control unit 22 of the tractor 2 has a different timing depending on the relationship between the target traveling path during traveling and the subsequent target traveling path (relationship between the forward path Kf and the reverse path Kb, the forward / backward relationship of the tractor 2). It is configured to switch the set target travel route. Hereinafter, the timing of switching the set target traveling route by the vehicle-side control unit 22 will be described.

<When switching the set target travel route from the traveling forward road to the subsequent forward road>
In this case, the vehicle-side control unit 22 switches the set target travel path to the subsequent forward path Kf when the tractor 2 (current position P of the tractor 2) reaches the end point Kfe of the traveling forward path Kf.
In the example shown in FIG. 4A, when the tractor 2 is traveling on the forward straight road K1, the vehicle-side control unit 22 determines that the forward straight road K1 while the tractor 2 (current position P of the tractor 2) is traveling. When the end point K1e is reached, the set target travel path is switched to the subsequent first forward rotation circuit K2. By switching the set target travel route at this timing, the end point K1 of the forward straight road K1
The tractor 2 can be automatically driven along the first forward rotation circuit K2 continuously from e.

<When switching the set target travel route from the traveling forward route to the subsequent reverse route>
As described above, in order to stop the forward movement of the tractor 2 and move it backward on the field H, an appropriate braking distance according to the vehicle speed or the like is required. Therefore, when the vehicle-side control unit 22 switches the set target travel path from the traveling forward path Kf to the subsequent reverse path Kb, the vehicle-side control unit 22 moves forward by the braking distance that occurs when the tractor 2 is switched from forward to reverse. It is configured to switch the set target driving route at the timing considered.
Specifically, as shown in FIGS. 4A and 4B, the vehicle-side control unit 22 is for the tractor 2 (current position P of the tractor 2) to move forward based on the forward movement by the braking distance. The preceding switching point Ps on the front side of the end point K2e in the first forward turning circuit K2 during traveling by the set distance Df.
When the vehicle reaches, the set target travel route is switched to the following reverse straight road K3.

The forward set distance Df is set by the vehicle side control unit 22 by adding (adding) the forward predetermined distance D2 to the braking distance D1 according to the vehicle speed when the tractor 2 is switched from forward to reverse.
The braking distance D1 specifies the vehicle speed of the tractor 2 by, for example, detecting the actual vehicle speed of the tractor 2 with a vehicle speed sensor provided in the tractor 2, and determines the vehicle speed and the braking distance at the time of forward movement stored in the storage unit. It can be obtained by referring to a table or the like showing the relationship. The forward predetermined distance D2 is set in advance based on, for example, the distance from the installation position of the positioning antenna 21 on the tractor 2 to the front end of the tractor 2.
In this case, for example, the vehicle-side control unit 22 detects the vehicle speed at any time by the vehicle speed sensor in real time or the like, and at each timing of detecting the vehicle speed of the tractor 2, the forward set distance based on the braking distance D1. The leading switching point Ps can be specified at any time by obtaining Df.

The braking distance D1 according to the vehicle speed when the tractor 2 is switched from forward to reverse may be obtained by, for example, specifying the reference vehicle speed of the tractor 2 set for each of the target traveling routes as the vehicle speed of the tractor 2. In that case, the vehicle-side control unit 22 can specify the preceding switching point Ps by obtaining the forward set distance Df in consideration of the braking distance D1 at the timing immediately after switching the set target traveling route.

When the set target traveling route is switched at the timing (timing of FIG. 4B) when the tractor 2 (current position P of the tractor 2) reaches the preceding switching point Ps specified in this way, as shown in FIG. 4C. In addition, the vehicle-side control unit 22 applies a braking force to the forward movement of the tractor 2 by, for example, operating and controlling the braking device, the transmission, and the like, and as shown in FIG. 4C, the first
The tractor 2 is stopped at or near the end point K2e of the forward rotation circuit K2. Then, the vehicle side control unit 22 moves the tractor 2 backward along the reverse straight path K3 as shown in FIG. 4D, for example, by controlling the operation of the transmission.
Therefore, even when the tractor 2 is switched from forward to reverse, the traveling direction of the tractor 2 can be switched at or near the end point K2e in the first forward rotation circuit K2, and the tractor 2 can be switched.
Can be prevented from passing the end point K2e, and wasteful traveling of the tractor 2 can be further reduced.

Further, as shown in FIG. 5, the vehicle-side control unit 22 has an acute angle between a straight line Lc along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and a straight line L3 along the subsequent target traveling path. When the angle deviation θc on the side becomes equal to or less than the predetermined value θa, the set target travel route is switched to the subsequent target travel route even if the tractor 2 (current position P of the tractor 2) has not reached the preceding switching point Ps.
Specifically, as shown in FIG. 5, when the tractor 2 is traveling on the first forward rotation circuit K2, the straight line Lc along the current azimuth angle of the tractor 2 and the subsequent straight line Lc as the tractor 2 moves forward. The angle deviation θc on the acute angle side with the straight line L3 along the reverse straight line K3 gradually decreases. The vehicle-side control unit 22 calculates and monitors this angle deviation θc at any time, and monitors the tractor 2 (tractor 2).
Even if the current position P) of the first forward rotation circuit K2 does not reach the preceding switching point Ps in the first forward turning circuit K2, when the angle deviation θc reaches a predetermined value θa, the set target traveling route is switched to the following reverse straight road K3.
For example, the predetermined value θa of the angle deviation θc is set to an allowable value that allows the tractor 2 to shift to a posture along the subsequent target traveling path in a short time or a short traveling distance.

In this way, the tractor 2 (current position P of the tractor 2) is traveling on the first forward rotation circuit K2.
When the angle deviation θc reaches the predetermined value θa even if the preceding switching point Ps is not reached, the set target traveling route is switched to the following reverse straight road K3, so that the wasteful traveling of the tractor 2 can be further reduced. ..

<When switching the set target travel route from the traveling reverse route to the subsequent forward route>
Even when the set target traveling route is switched from the traveling reverse path Kb to the subsequent forward path Kf, an appropriate braking distance according to the vehicle speed or the like is required to stop the backward movement of the tractor 2 on the field H. .. Therefore, when the vehicle-side control unit 22 switches the set target travel path from the traveling reverse path Kb to the subsequent forward path Kf, the vehicle-side control unit 22 performs the reverse movement for the braking distance that occurs when the tractor 2 is switched from reverse to forward. It is configured to switch the set target driving route at the timing considered.
Specifically, as shown in FIG. 6, the vehicle-side control unit 22 is traveling with the tractor 2 (current position P of the tractor 2) traveling only the reverse set distance Db in consideration of the reverse movement for the braking distance. When the preceding switching point Ps on the front side of the end point K3e on the reverse straight road K3 is reached, the set target traveling path is switched to the subsequent second forward turning circuit K4.

The reverse reverse set distance Db is set by the vehicle side control unit 22 by adding (adding) the reverse reverse predetermined distance D4 to the braking distance D3 according to the vehicle speed when the tractor 2 is switched from reverse to forward.
The braking distance D3 identifies the vehicle speed of the tractor 2 by, for example, detecting the actual vehicle speed of the tractor 2 with a vehicle speed sensor provided in the tractor 2, and determines the vehicle speed of the tractor 2 and the braking distance stored in the storage unit when moving backward. It can be obtained by referring to a table or the like showing the relationship.
The reverse predetermined distance D4 is a distance larger than the forward predetermined distance D2 in consideration of mounting the working machine 5 at the rear of the tractor 2, for example, from the installation position of the positioning antenna 21 in the tractor 2 to the tractor 2. The distance to the rear end of the working machine 5 mounted on the rear portion is set in advance.
In this case, for example, the vehicle side control unit 22 detects the vehicle speed at any time by the vehicle speed sensor in real time or the like, and at each timing of detecting the vehicle speed of the tractor 2, the reverse set distance Db in consideration of the braking distance D3. The preceding switching point Ps can be specified at any time.

As for the braking distance D3 according to the vehicle speed when the tractor 2 is switched from reverse to forward, the reference vehicle speed of the tractor 2 set for each of the target traveling routes is specified as the vehicle speed of the tractor 2 as in the braking distance D1 described above. In that case, the vehicle-side control unit 22 determines the reverse speed set distance D in consideration of the braking distance D3 at the timing immediately after switching the set target travel route.
The preceding switching point Ps can be specified by finding b.
Further, the braking distance D3 according to the vehicle speed when the tractor 2 is switched from the reverse to the forward may be replaced with, for example, the braking distance D1 according to the vehicle speed when the tractor 2 is switched from the forward to the reverse.

When the set target traveling route is switched at the timing (timing of FIG. 6B) when the tractor 2 (current position P of the tractor 2) reaches the preceding switching point Ps specified in this way, as shown in FIG. 4C. In addition, the vehicle-side control unit 22 applies a braking force to the reverse movement of the tractor 2 by, for example, operating and controlling the braking device and the transmission, and as shown in FIG. 6C, the end point K3e of the reverse straight road K3. The tractor 2 is stopped at or near the tractor 2. Then, the vehicle side control unit 2
The tractor 2 moves the tractor 2 forward along the second forward rotation circuit K4 as shown in FIG. 6D, for example, by controlling the operation of the transmission.
Therefore, even when the tractor 2 is switched from reverse to forward, the traveling direction of the tractor 2 can be switched at or near the end point K3e on the reverse straight path K3, and the tractor 2 can be prevented from passing the end point K3e. , Wasteful running of the tractor 2 can be further reduced.

Further, as shown in FIG. 7, the vehicle-side control unit 22 has an acute angle between a straight line Lc along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and a straight line L4 along the subsequent target traveling path. When the angle deviation θc on the side becomes a predetermined value θb or less, the set target travel route is switched to the subsequent target travel route even if the tractor 2 has not reached the preceding switching point Ps.
Specifically, when the tractor 2 is traveling on the reverse straight line K3, the straight line Lc along the current azimuth angle of the tractor 2 and the straight line along the subsequent second forward rotation circuit K4 as the tractor 2 moves backward. The angle deviation θc on the acute angle side with L4 gradually decreases. The straight line L4 can be a tangent to a point within a predetermined distance that can be transferred from the current position P of the tractor 2 traveling on the reverse straight line K3 in the second forward rotation circuit K4.
The vehicle-side control unit 22 calculates and monitors this angle deviation θc at any time, and even if the tractor 2 (current position P of the tractor 2) does not reach the preceding switching point Ps on the reverse straight road K3, the angle deviation When θc reaches a predetermined value θb, the set target traveling path is switched to the subsequent second forward rotation circuit K4.
For example, the predetermined value θb of the angle deviation θc is set to an allowable value that allows the tractor 2 to shift to the posture along the subsequent target traveling path in a short time or a short traveling distance. The predetermined value θb of the angle deviation θc when the tractor 2 is switched from forward to reverse and the predetermined value θa of the angle deviation θc when switching the tractor 2 from forward to reverse are set to the same value or different values. Can be set to.

In this way, even if the tractor 2 (current position P of the tractor 2) does not reach the preceding switching point Ps on the traveling reverse straight road K3, when the angle deviation θc reaches a predetermined value θb,
Cut the set target travel path to the subsequent second forward rotation circuit K4. By replacing the tractor 2, the wasteful running of the tractor 2 can be further reduced.

<When switching the set target travel route from the traveling reverse route to the subsequent reverse route>
It is also conceivable that the vehicle may want to escape from the field H for some reason while traveling in the field H along the target travel route. In that case, for example, the reverse path Kb (for example, to further reverse the set target travel path from the end point Kbe (K3e) of the reverse path Kb (reverse straight path K3) as a turning route during traveling.
It is conceivable to switch to (not shown) and escape from the field H. In the case of switching the target traveling route from the traveling reverse path Kb to the subsequent reverse path Kb in this way, although not shown, the vehicle side control unit 22 is similar to the case of switching from the forward path Kf to the forward path Kf. , Tractor 2
When (the current position P of the tractor 2) reaches the end point Kbe of the traveling reverse path Kb, the set target traveling path is switched to the subsequent reverse path Kb. By switching the set target travel path at this timing, the tractor 2 can be automatically traveled along the subsequent reverse path Kb continuously from the end point Kbe of the reverse path Kb during travel.

As described above, as shown in FIG. 3, the route generation unit 33 generates a forward straight path K1 which is a work path for the work area R1, and first forward turning as a turning path in the non-work area R2. Road K
2. The reverse straight path K3 and the second forward rotation circuit K4 are generated, but the turning path generated for the non-working area R2 is not limited to that shown in FIG. 3, and is shown in FIG. 8, for example. Turning path K
It is also possible to produce 5 to K10.

As shown in FIG. 8, the route generation unit 33 uses the fifth forward straight path K5 and the sixth as a turning path.
Forward rotation circuit K6, 7th forward straight road K7, 8th reverse straight road K8, 9th forward rotation circuit K9, 1st
0 Forward straight road K10 is generated. Therefore, the turning path is the fifth forward straight road K5, the sixth.
Forward rotation circuit K6, 7th forward straight road K7, 8th reverse straight road K8, 9th forward rotation circuit K9, 1st
It is in a state of being continuous in the order of 0 forward straight road K10.

The fifth forward straight road K5 is a route for linearly advancing the tractor 2 following the forward straight road K1. The sixth forward rotation circuit K6 is a path for advancing the tractor 2 to one side of the airframe (on the left side of the airframe) while turning along an approximately 1/4 arc, following the fifth forward straight road K5. In the seventh forward straight road K7, the tractor 2 is linearly advanced following the sixth forward rotation circuit K6 so that the traveling direction of the tractor 1 is along the eighth reverse straight road K8. It is a route to change the direction. The eighth reverse straight road K8 is a route for reversing the traveling direction of the tractor 1 and linearly moving the tractor 2 backward, following the seventh forward straight road K7. The ninth forward rotation circuit K9 reverses the traveling direction of the tractor 1 and advances the tractor 2 to one side of the aircraft (on the left side of the aircraft) while turning along an approximately 1/4 arc, following the eighth reverse straight path K8. It is a route for. The tenth forward straight road K10 is
By linearly advancing the tractor 2 following the ninth forward rotation circuit K9, it becomes a path for changing the direction of the vehicle body 2 so that the traveling direction of the tractor 1 is along the forward straight path K1. There is.
The fifth forward straight road K5, the sixth forward rotation circuit K6, the seventh forward straight road K7, the ninth forward rotation circuit K9, and the tenth forward straight road K10 correspond to the forward road Kf for advancing the tractor 2. 8th
The reverse straight path K8 corresponds to the reverse path Kb that causes the tractor 2 to move backward.

In the turning route shown in FIG. 8, the timing of switching the set target traveling route by the vehicle side control unit 22 will be described.

When switching the set target traveling route from the forward straight road K1 to the fifth forward straight road K5, the fifth
When switching from the forward straight path K5 to the sixth forward rotation circuit K6, the sixth forward rotation circuit K6 to the seventh
When switching to the forward straight road K7, when switching from the 9th forward turning circuit K9 to the 10th forward straight road K10, and when switching from the 10th forward straight road K10 to the forward straight road K1, respectively.
This is a case where the set target travel route is switched from the traveling forward road Kf to the subsequent forward road Kf.
Therefore, in this case, the vehicle-side control unit 22 switches the set target traveling path to the subsequent forward path Kf when the tractor 2 reaches the end point of the traveling forward path Kf.

The case of switching from the seventh forward straight road K7 to the eighth reverse straight road K8 is a case of switching the set target travel route from the traveling forward road Kf to the subsequent reverse road Kb. Therefore, in this case, when the tractor 2 reaches the preceding switching point Ps on the front side of the end point K7e on the seventh forward straight path K7 during traveling by the set forward distance Df, the vehicle side control unit 22 The target traveling route is switched to the subsequent eighth reverse straight road K8. At this time, similarly to the above, the vehicle side control unit 22 has an acute angle between the straight line along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and the straight line along the subsequent eighth reverse straight line K8. When the angle deviation on the side becomes less than a predetermined value, even if the tractor 2 does not reach the preceding switching point Ps, the set target traveling route is followed by the eighth
It is also possible to switch to the reverse straight road K8.

The case where the set target traveling path is switched from the eighth reverse straight road K8 to the ninth forward turning circuit K9 is the case where the set target traveling route is switched from the traveling reverse path Kb to the subsequent forward path Kf. Therefore, in this case, the vehicle side control unit 22 is set when the tractor 2 reaches the preceding switching point Ps on the front side of the end point K8e on the eighth reverse straight path K8 during traveling by the reverse set distance Db. The target travel path is switched to the subsequent ninth forward rotation circuit K9. At this time, similarly to the above, the vehicle side control unit 22 has an acute angle between the straight line along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and the straight line along the subsequent ninth forward rotation circuit K9. When the angle deviation on the side becomes equal to or less than a predetermined value, the set target traveling path can be switched to the subsequent ninth forward rotation circuit K9 even if the tractor 2 has not reached the preceding switching point Ps.

As described above, in FIG. 8, a case where the eighth reverse straight road K8 is included as a turning route and the set target travel route is switched from the forward route Kf to the reverse route Kb, and the set target travel route is the reverse route. There is a case of switching from Kb to the forward path Kf. Instead of this, FIGS. 9 to 1
As shown in 1, it is also possible to generate a turning route in which there is no case where the set target travel route is switched from the forward route Kf to the reverse route Kb and the case where the set target travel route is switched from the reverse route Kb to the forward route Kf. it can. In this case, regarding the switching of the set target travel route, the set target travel route is switched from the traveling forward path Kf to the subsequent forward path Kf, so that the vehicle side control unit 22 determines that the tractor 2 is traveling. When the end point of the forward road Kf is reached, the set target travel route is switched to the subsequent forward road Kf.

As shown in FIG. 9, the route generation unit 33 uses the eleventh forward straight path K11 as a turning path.
The twelfth forward turning circuit K12, the thirteenth forward straight path K13, the fourteenth forward turning circuit K14, and the fifteenth forward straight path K15 can be generated. 11th forward straight road K11, 13th forward straight road 1
3. The fifteenth forward straight road K15 is a route for linearly advancing the tractor 2. The 12th forward rotation circuit K12 and the 14th forward rotation circuit K14 are paths for advancing the tractor 2 while turning to one side of the machine body (left side of the machine body).

Further, instead of FIG. 9, as shown in FIGS. 10 and 11, the route generation unit 33 can also generate a turning path by combining a plurality of forward straight paths and a plurality of forward rotation circuits. Note that FIGS. 3, 8 and 9 show a case where the delimiter between the work area R1 and the non-work area R2 (the alternate long and short dash line in the figure) is linear, whereas FIGS. 10 and 11 show. Then, the case where the division between the working area R1 and the non-working area R2 (one-dot chain line in the figure) is inclined (in the figure, the area on the right side is inclined below the area on the left side). Shown.

In FIG. 10, the forward straight roads are the 16th forward straight road K16, the 18th forward straight road K18, and the second forward straight road.
It is a 0 forward straight line K20, and the forward rotation circuits are the 17th forward rotation circuit K17 and the 19th forward rotation circuit K19. In the turning path shown in FIG. 10, the tractor 2 travels to the side temporarily separated from the following forward straight path K1 to secure a turning radius for the tractor 2 to swivel in the 19th forward turning circuit K19. ..

In FIG. 11, the forward straight roads are the 21st forward straight road K21, the 23rd forward straight road K23, and the second forward straight road.
It has 5 forward straight paths K25, and the forward rotation circuits are the 22nd forward rotation circuit K22 and the 24th forward rotation circuit K24. In the turning path shown in FIG. 11, first, the traveling direction of the tractor 2 is changed to the side approaching the subsequent forward straight path K1, and the tractor 2 is changed to the 23rd forward straight path K23.
The tractor 2 is advanced diagonally forward along the line to approach the following forward straight road K1.
Secures a turning radius for turning and traveling on the 24th forward turning circuit K24. The turning path shown in FIG. 11 is applied, for example, when the preceding forward straight path K1 and the succeeding forward straight path K1 are separated from each other.

[Another Embodiment]
(1) In the above embodiment, two types of set distances, a forward set distance Df and a reverse set distance Db, are shown as examples of the set distances based on the braking distance of the tractor 2, but even if they are one type in common. Good.

(2) In the above embodiment, the case where the set distance based on the braking distance of the tractor 2 is set by adding a predetermined distance to the braking distance of the tractor 2 is shown as an example, but the braking distance is set by another method. May be set in consideration of. Further, as the predetermined distance, two types of a predetermined distance D2 for forward movement and a predetermined distance D4 for reverse movement are shown as an example, but they may be one common type.

1 Automatic driving system 2 Tractor (work vehicle)
22 Vehicle side control unit (control unit)
23 Travel control unit 24 Position information acquisition unit 25 Azimuth angle specification unit Df Forward set distance (set distance)
Db Reverse set distance (set distance)
D1, D3 Braking distance D2 Predetermined distance for forward movement (predetermined distance)
D4 Predetermined distance for reverse (predetermined distance)
K1 forward straight road (target driving route)
K1e End point K2 1st forward rotation circuit (target travel path)
K2e End point K3 Reverse straight road (target driving route)
K3e End point K4 Second forward rotation circuit (target travel route)
K4e End point Kf Forward path Kfe End point Kb Reverse path Kbe End point Ps Advance switching point θc Angle deviation θa, θb Predetermined values

Claims (4)

The position information acquisition unit that acquires the position information of the work vehicle, and
Set a target driving route including the forward route and the reverse route,
An automatic traveling system including a control unit that automatically travels the work vehicle by switching the set target traveling route based on the current position of the work vehicle acquired by the position information acquisition unit.
When the control unit switches the set target traveling path from the traveling forward path to the subsequent backward path or from the traveling backward path to the subsequent forward path, the control unit switches the traveling target traveling path. An automatic traveling system characterized in that when the work vehicle reaches a preceding switching point on the side before the set distance from the end point in the above, the work vehicle is decelerated. The automatic traveling system according to claim 1, wherein the set distance is a distance based on the braking distance of the work vehicle. The automatic traveling system according to claim 2, wherein the set distance is set by adding a predetermined distance to the braking distance. The set distance includes a set forward distance used when switching from the forward path while traveling on the set target travel path to the subsequent reverse path, and switching the set target travel path from the reverse path to the forward path. It has a set distance for reverse movement used in the case,
The automatic traveling system according to claim 3, wherein the reverse set distance is larger than the forward set distance.

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