JP2021184748A - Mobile vehicle automatic traveling system - Google Patents

Abstract

To provide a mobile vehicle automatic traveling system that works properly, even when a plurality of mobile vehicles are inputted into a big work area.SOLUTION: There is provided a mobile vehicle automatic traveling system for a plurality of mobile vehicles 1 work traveling cooperatively in a work area.SELECTED DRAWING: Figure 25

Description

The present invention relates to an automatic work vehicle traveling system for a plurality of work vehicles that cooperatively work and travel on a work site while exchanging data.

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 by automatic traveling. The route calculation unit obtains the outer shape of the field from the topographical data, and calculates the running route starting from the set running start point and ending at the running end point based on the outer shape and the working width of the field work machine. The driving support unit compares the position of the own vehicle 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 aircraft follows the traveling route. The steering mechanism is controlled so as to drive.

Patent Document 1 discloses a system for automatically controlling one work vehicle, while Patent Document 2 discloses a system for performing work while two work vehicles are running in parallel. In this system, after the field is specified, when the positional relationship of the second work vehicle with respect to the first work vehicle is set, the travel route for performing the work of the first work vehicle and the second work vehicle is determined. When the travel route is determined, the first work vehicle and the second work vehicle determine the positions of their own vehicles and perform work while traveling along the travel route.

Japanese Unexamined Patent Publication No. 2015-112071 Japanese Unexamined Patent Publication No. 2016-093125

As shown in Patent Document 2, not only when one work vehicle travels on the work site but also when a plurality of work vehicles work on the work site, a plurality of work vehicles work. If the vehicle travels along a travel route set in advance so that the work vehicles do not come into contact with each other, the contact between the work vehicles is avoided. However, in actual work driving, while driving on the work site, the work vehicle is caused by mechanical factors such as refueling and discharge of harvested products, and environmental factors such as weather fluctuations and work site conditions. Due to changes in the work environment, the work vehicle must suddenly change its travel route or temporarily leave the work area. For this reason, even in automatic driving, a flexible automatic driving system capable of changing or leaving the traveling route during work driving is required. However, in such a flexible automatic driving system, in cases where multiple work vehicles are put into a vast work area, exception handling due to changes in the travel route or departure during work becomes complicated. As a result, the problem of high system cost arises.

In view of such circumstances, there is a demand for an automatic work vehicle traveling system that functions appropriately even when a plurality of work vehicles are put into a vast work area.

The work vehicle automatic traveling system for a plurality of work vehicles that work and travel cooperatively on the work area while exchanging data sets the work area in an outer peripheral area and a work target area inside the outer peripheral area. The area setting unit, the vehicle position calculation unit for calculating the vehicle position, the travel route element group which is an aggregate of a large number of travel route elements constituting the travel route covering the work target area, and the outer peripheral region. A route management unit that readablely manages an orbital route element group that is an aggregate of orbital route elements constituting an orbiting route, and a next operation so that the work target area is worked and traveled by the work vehicle. It includes a route element selection unit that selects the next travel route element or the next circuit route element to be to be selected from the travel route element group or the circuit route element group.

According to this configuration, the work target area is divided by the middle division area and divided into a plurality of sections. The outer peripheral region and the middle division region located on the outer periphery of the work target region are regions created by traveling by the work vehicle at the start of work. The outer peripheral region, the work target region, the middle division region, and the shape and dimensions of the section are obtained from the successive positions of the own vehicle indicating the trajectory of the work vehicle. Based on this shape dimension, it is possible to calculate and manage a traveling route element that covers each section and an orbiting route element that orbits the outer peripheral region and the middle division region. The division of the work target area by the middle division area is performed so that the division obtained by the division is of an appropriate size for the work running of at least one work vehicle. Further, since the data can be exchanged between the work vehicles, the work travel state of another vehicle can be read out from the data indicating the work travel state of the work vehicle included in the exchanged data. As a result, the work vehicle in charge of each section has a degree of freedom by selecting the travel route element and the circuit route element to be traveled next while considering the position of the own vehicle and the work travel state of the other vehicle. It is possible to carry out high work driving.

In one of the preferred embodiments of the present invention, the working running state of the other vehicle includes the other vehicle positional relationship indicating the positional relationship between the own vehicle and the other vehicle, and the other vehicle for calculating the other vehicle positional relationship. A positional relationship calculation unit is provided. In this configuration, the work vehicle selects a travel route element to be traveled next based on the positional relationship between the own vehicle and the other vehicle. Therefore, the work vehicle can travel while maintaining the distance from the other vehicle within a certain range, and can travel while avoiding the temporarily stopped other vehicle.

When automatic driving is performed by a plurality of work vehicles, the work vehicle may perform inappropriate work driving for some reason. For this reason, a supervisor is on board one work vehicle, and this observer monitors the movement of other unmanned work vehicles to find out inappropriate work travel at an early opportunity and interrupt the work travel. And so on. For this reason, the information included in the positional relationship of other vehicles includes not only information for avoiding contact between work vehicles, but also that the work vehicle comes out from a range that can be visually recognized by the observer on board the work vehicle. It is necessary to include information to prevent it. From this, in one of the preferred embodiments of the present invention, the other vehicle positional relationship includes a first positional relationship that maintains a work vehicle interval of a first distance or more that can avoid contact between the work vehicles. It includes a second positional relationship that maintains a work vehicle interval of a second distance or less that allows the work running state of another vehicle to be visually recognized from the own vehicle.

The work run that creates the middle division area is performed first, but if another work vehicle is on standby while a specific work vehicle is creating the middle division area, the work efficiency deteriorates by the waiting time. Therefore, in one of the preferred embodiments of the present invention, the route element selection unit is such that the work run for creating the middle division region and the work run for the section created by the middle division region are performed at the same time. , The next travel path element is configured to be selected. At the stage when the travel path element for the work run that creates the middle division area is selected, the shape and dimensions of the section divided by the middle division area can be estimated to some extent. From this, at the same time as the work run for creating the middle division area by the specific work vehicle is started, the work run for the section in which the other work vehicle is divided by the middle division area can be started.

When the work running for creating the middle division area and the work running for the section divided by the middle division area are performed at the same time, it is necessary to prevent the work vehicles performing these work runs from coming into contact with each other. Therefore, in one of the preferred embodiments of the present invention, the path element selection unit is the next travel path element for the compartment created by the mid-divided region during the work run to create the mid-divided region. Is configured to exclude the travel path element adjacent to the middle division region.

It is explanatory drawing which shows typically the work running of the work vehicle in the work target area. It is explanatory drawing which shows the basic flow of the automatic driving control using a traveling route determination device. It is explanatory drawing which shows the running pattern which repeats a U-turn and straight-ahead. It is explanatory drawing which shows the traveling pattern along a mesh-like 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 driving system. It is explanatory drawing explaining the calculation method of the mesh line which is an example of a travel path element group. It is explanatory drawing which shows an example of the traveling path element group calculated by the strip partial element calculation part. It is explanatory drawing which shows the normal U-turn and the switch back turn. It is explanatory drawing which shows the selection example of the travel path element in the travel path element group by FIG. It is explanatory drawing which shows the swirl running pattern in the running path element group calculated by the mesh path element calculation part. It is explanatory drawing which shows the reciprocating travel pattern in the travel path element group calculated by the mesh path element calculation part. It is explanatory drawing explaining the basic generation principle of a U-turn traveling path. It is explanatory drawing which shows an example of the U-turn traveling path generated based on the generation principle of FIG. It is explanatory drawing which shows an example of the U-turn traveling path generated based on the generation principle of FIG. It is explanatory drawing which shows an example of the U-turn traveling path generated based on the generation principle of FIG. It is explanatory drawing of the α-turn traveling path in the mesh-shaped traveling path element group. It is explanatory drawing which shows the case which the work running which is restarted after leaving a work target area is not performed from the continuation of the work running before leaving. It is explanatory drawing which shows the work running by a plurality of co-controlled harvesters. It is explanatory drawing which shows the basic running pattern of the cooperative control running using the running path element group calculated by the mesh path element calculation part. It is explanatory drawing which shows the departure run and the return run in the coordinated control run. It is explanatory drawing which shows the example of the cooperative control running using the running path element group calculated by the strip partial element calculation part. It is explanatory drawing which shows the example of the cooperative control running using the running path element group calculated by the strip partial element calculation part. It is explanatory drawing which shows the middle division process. It is explanatory drawing which shows the example of the cooperative control running in the field which was divided into the middle. It is explanatory drawing which shows the example of the cooperative control running in the field divided in a grid pattern. It is explanatory drawing which shows the structure which can adjust the parameter of a slave harvester from a master harvester. It is explanatory drawing explaining the automatic driving for creating a U-turn traveling 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.

[Overview of autonomous driving]
FIG. 1 schematically shows the work running of the work vehicle in the work vehicle automatic running system. In this embodiment, the work vehicle is a harvester 1 that performs a harvesting operation (cutting operation) for harvesting agricultural products while traveling as a work traveling, and is a model generally called a normal combine. The work area where the work is carried out by the harvester 1 is called a field. In the harvesting work in the field, the region where the harvester 1 circulates while performing the work along the boundary line of the field called the ridge is set as the outer peripheral region SA. The inside of the outer peripheral region SA is set as the work target region CA. In the outer peripheral region SA, the harvester 1 is used as a moving space for discharging and refueling the harvested product, a space for turning, and the like. In order to secure the outer peripheral region SA, the harvester 1 makes three to four laps along the boundary line of the field as the first work run. In the lap running, the field is worked by the working width of the harvester 1 for each lap, so that the outer peripheral region SA has a width of about 3 to 4 times the working width of the harvester 1. For this reason, unless otherwise specified, the outer peripheral area SA is treated as an uncut land (already worked land), and the work target area CA is treated as an 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 work width differs depending on the type of work vehicle. The work width in the present invention is defined by the type of work vehicle and the type of work.

The term "working run" used in this application is broadly defined to include not only running while actually performing work, but also running without performing work for changing direction during work. It is used in the meaning of.
Further, in the present specification, the term "working environment of a work vehicle" can include the state of the work vehicle, the state of the work site, a command by a person (observer, driver, manager, etc.), and this work. Status information is required by evaluating the environment. This status information includes mechanical factors such as refueling and harvest discharge, environmental factors such as weather fluctuations and work site conditions, and human demands such as unforeseen work interruption orders. In addition, when a plurality of work vehicles work in cooperation with each other, the state information of the other vehicle is treated as the work running state of the other vehicle, and the positional relationship between the own vehicle and the other vehicle is shown. Etc. are also included in the working running state of other vehicles. The observer or the manager may be in the work vehicle, near the work vehicle, or far away from the work vehicle.

The harvester 1 is equipped with a satellite positioning module 80 that outputs positioning data based on GPS signals from the artificial satellite GS used in GPS (Global Positioning System), and the harvester 1 harvests from the positioning data. It has a function to calculate the position of the own vehicle, which is the position coordinates of the specific position of the machine 1. The harvester 1 has an automatic traveling function that automates traveling harvesting work by maneuvering the calculated own vehicle position so as to match a target traveling route. The harvester 1 needs to be parked close to the vicinity of the carrier CV parked at the ridge in order to discharge the harvested product while traveling. When the parking position of the transport vehicle CV is predetermined, such approaching travel, that is, temporary withdrawal from work travel in the work target area CA, and return to work travel can also be performed automatically. It is possible. The traveling route for leaving the work target area CA and returning to the work target area CA is generated when the outer peripheral region SA is set. Instead of the carrier CV, a refueling vehicle and other work support vehicles can also be parked.

[Basic flow of work vehicle automatic driving system]
In order for the harvester 1 incorporated in the work vehicle automatic traveling system of the present invention to automatically perform harvesting work, a traveling route management device that generates a traveling route that is a target of traveling and manages the traveling route is provided. You will need it. 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 harvester 1 arriving at the field harvests while orbiting along the inside of the boundary line of the field. This work is called perimeter mowing and is a well-known work in harvesting. At that time, in the corner area, the running is repeated in forward and backward so as not to leave uncut culms. In this embodiment, at least one round of the outermost circumference is manually run so that there is no uncut portion and the ridges are not hit. The remaining few laps on the inner peripheral side may be automatically traveled by an automatic traveling program dedicated to peripheral mowing, or may be performed by manual traveling following the peripheral mowing on the outermost circumference. As the shape of the work target area CA left inside the traveling locus of such lap traveling, a polygon as simple as possible, preferably a quadrangle, is adopted so as to be convenient for working traveling by automatic traveling. Based on the position data of the traveling locus obtained by cutting the inner circumference, an orbital path element for orbiting the outer peripheral region SA is created.

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

The work running for the work target area CA is carried out by automatic running. Therefore, the route management unit 60 manages a travel route element group, which is a travel route for travel that covers the work target area CA (travel that is filled with the work width). This travel path element group is an aggregate of a large number of travel path elements. The route management unit 60 calculates a travel route element group based on the external data of the work target area CA, and stores it in the memory so that it can be read.

In this work vehicle automatic traveling system, the entire traveling route is not determined in advance before the work traveling in the work target area CA, but the traveling route is determined according to the work environment of the work vehicle during the traveling. Can be changed. Therefore, the work state evaluation unit 55 is provided to evaluate the state of the harvester 1, the state of the work area, the command of the observer, and the like, and output the required state information. The minimum unit (link) between points (nodes) at which 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 from the traveling route element group by the route element selection unit 63.
Based on the selected travel path element and the position of the own vehicle, the automatic travel control unit 511 generates automatic travel data so that the vehicle body follows the travel path element, and executes automatic travel.

In FIG. 2, a traveling route generation device for generating a traveling route for the harvester 1 is constructed by the external shape data generation unit 43, the area setting unit 44, and the route management unit 60. Further, a traveling route determining device for determining a traveling route for the harvester 1 is constructed by the own vehicle position calculation unit 53, the area setting unit 44, the route management unit 60, and the route element selection unit 63. Such a traveling route generation device and a traveling route determining device can be incorporated into the control system of the conventional automatic traveling harvester 1. Alternatively, it is also possible to construct a travel route generation device or a travel route determination device in a computer terminal and connect the computer terminal and the control system of the harvester 1 so as to be able to exchange data to realize automatic traveling.

When a plurality of harvesting machines 1 for cooperative work traveling are incorporated into this work vehicle automatic traveling system, another vehicle positional relationship calculation unit 56 for calculating the positional relationship between the harvesting machines 1 is provided. The other vehicle position relationship calculation unit 56 is the position of one harvester 1 (own vehicle position), the position of the other harvester 1 (other vehicle position), the traveling direction of one harvester 1, and the position of the other harvester 1. Calculate the positional relationship of other vehicles including the direction of travel. The other vehicle positional relationship is one of the data representing the working running state of the harvester 1. This work running state is state information output from the work state evaluation unit 55 by evaluating the state of the harvester 1, the state of the work place, the command of the observer, and the like. As shown in FIG. 2, the other vehicle positional relationship calculated by the other vehicle positional relationship calculation unit 56 is sent to the work state evaluation unit 55. When a plurality of harvesters are cooperatively working and traveling, the working condition evaluation unit 55 sends the working traveling condition of another vehicle to the route element selection unit 63.

[Overview of travel route elements]
As an example of the traveling path element group, FIG. 3 shows a traveling path element group in which a large number of parallel dividing lines for dividing the work target area CA into strips are used as traveling path elements. This travel route element group is a series of linear travel route elements in which two nodes (points at both ends, which are referred to here as route changeable points) connected by a single link are arranged in parallel. Is. The travel path elements are set to be lined up at equal intervals by adjusting the overlap amount of the working widths. A U-turn run (eg, 180 ° turnover run) is performed to transition from the endpoint of the travel path element represented by one line to the endpoint of the travel path element represented by the other line. The automatic traveling while connecting such parallel traveling path elements by U-turn traveling is hereinafter referred to as "reciprocating traveling". This U-turn running includes normal U-turn running and switchback turn running. The normal U-turn running is performed only by advancing the harvester 1, and the running locus is U-shaped. The switchback turn run is performed by using the forward and reverse movements of the harvester 1, and the travel locus is not U-shaped, but as a result, the harvester 1 is the same direction change run as the normal U-turn run. Is obtained. In order to perform a normal U-turn running, a distance is required to sandwich two or more running path elements between the route changeable point before the direction change running and the route changeable point after the direction change running. At shorter distances, switchback turn runs are used. That is, since the switchback turn running is different from the normal U-turn running, it is not affected by the turning radius of the harvester 1, and there are many options for the traveling path element to be shifted. However, since the switch back turn running is switched between forward and backward, the switch back turn running basically takes longer than the normal U-turn running.

As another example of the travel path element group, FIG. 4 shows a travel path element group composed of a large number of mesh lines extending in the vertical and horizontal directions, which divides the work target area CA into a mesh. The route can be changed at the intersections of the mesh lines (route changeable points) and at both ends of the mesh lines (route changeable points). That is, this travel route element group constructs a route network in which the intersections and end points of the mesh lines serve as nodes and the sides of each mesh partitioned by the mesh lines function as links, enabling highly flexible travel. In addition to the above-mentioned round-trip running, for example, "swirl running" and "zigzag running" from the outside to the inside as shown in FIG. 4 are possible, and further, the swirl running is changed to the round-trip running during the work. It is also possible.

[Concept when selecting travel route elements]
The selection rule when the route element selection unit 63 sequentially selects the next travel route element, which is the travel route element to be traveled next, includes a static rule preset before the work travel and a static rule during the work travel. It can be divided into dynamic rules used in real time. The static rule is to select a travel path element based on a predetermined basic travel pattern, for example, a travel route element so as to realize reciprocating travel while performing a U-turn travel as shown in FIG. It includes a rule for selecting a travel path element and a rule for selecting a travel path element so as to realize a counterclockwise swirl traveling from the outside to the inside as shown in FIG. In principle, dynamic rules take precedence over static rules. The dynamic rule includes the contents of the state information such as the state of the harvester 1 in real time, the state of the work place, and the command of the observer (including the driver and the manager), which changes from moment to moment. The work state evaluation unit 55 takes in various primary information (work environment) as input parameters, the state of the harvester 1, the state of the work site, the command of the observer, and outputs the state information. The 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. Further, when the cooperative work is performed by a plurality of harvesters 1, the state information output from the work state evaluation unit 55 includes the other vehicle position relationship calculated by the other vehicle position relationship calculation unit 56. Then, this state information is used as a working running state of another vehicle.

[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 includes a crawler-type traveling machine 11. A driving unit 12 is provided at the front portion of the traveling machine body 11. Behind the driving unit 12, a threshing device 13 and a harvest tank 14 for storing the harvest are arranged side by side in the left-right direction. Further, a harvesting portion 15 is provided in front of the traveling machine body 11 so that the height can be adjusted. Above the harvesting section 15, a reel 17 that raises a grain culm is provided so that the height can be adjusted. Between the harvesting unit 15 and the threshing device 13, a transport device 16 for transporting the harvested culm and a discharge device 18 for discharging the harvest from the harvest tank 14 are provided. A load sensor that detects the weight of the harvested material (reservoir state of the harvested material) is installed at the bottom of the harvested product tank 14, and a yield meter and a taste meter (registered trademark) are installed inside and around the harvested product tank 14. There is. The taste meter (registered trademark) outputs measurement data of the water value and protein value of the harvested product 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 machine 11. The satellite positioning module 80 can include an inertial navigation module incorporating a gyro acceleration sensor and a magnetic orientation sensor in order to complement satellite navigation.

In FIG. 5, a monitor (including a driver and a manager) who monitors the movement of the harvester 1 is on board the harvester 1, and a communication terminal 4 operated by the observer is brought into the harvester 1. There is. However, the communication terminal 4 may be configured to be attached to the harvester 1. Further, the observer and the communication terminal 4 may be present 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 driving, it is possible to perform automatic driving in which the entire traveling route is determined in advance as in the conventional case, and automatic traveling in which the next traveling route is determined in real time based on the state information. In the present application, the former in which the entire traveling route is determined in advance is referred to as conventional driving, and the latter in which the next traveling route is determined in real time is referred to as automatic driving, and both are treated as different things. The route of the conventional traveling is configured so that, for example, some patterns are registered in advance, or the observer can arbitrarily set the route in the communication terminal 4 or the like.

[About the function control block for automatic driving]
FIG. 6 shows the control system constructed in the harvester 1 and the control system of the communication terminal 4. In this embodiment, the travel route management device for managing the travel route for the harvester 1 is a first travel route management module CM1 constructed in the communication terminal 4 and a second travel route management device constructed in the control unit 5 of the harvester 1. It is composed of two traveling 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 as a computer system and a function as a user interface for inputting conditions necessary for automatic traveling realized by the control unit 5. The communication terminal 4 can exchange data with the management computer 100 via a wireless line or the Internet by using the communication control unit 40, 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, agricultural cooperative, or agricultural enterprise and send it out in response to a request. In FIG. 6, a work location information storage unit 101 and a work plan management unit 102 are shown to realize such a server function. In the communication terminal 4, external data acquired from the management computer 100 and the control unit 5 of the harvester 1 through the communication control unit 40, and input data such as user instructions (conditions necessary for automatic driving) input through the touch panel 41 are used. Based on this, data processing is performed, and 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 that describes the work contents in the designated field. The field information and the work plan can be downloaded to the communication terminal 4 and the control unit 5 of the harvester 1 through the operation of the observer or through a program executed automatically. The work plan contains various information (work conditions) regarding the work in the field to be worked. Examples of this information (working conditions) include the following.
(A) Running pattern (reciprocating running, swirling running, zigzag running, etc.)
(B) Parking position of the support vehicle of the carrier vehicle CV and parking position of the harvester for discharging the harvested product (c) Work mode (work by one harvester 1 and work by multiple harvesters 1)
(D) So-called middle split line (e) The value of the vehicle speed and the rotation speed of the threshing device 13 according to the crop species (rice (japonica rice, indica rice), wheat, soybean, rapeseed, buckwheat, etc.) to be harvested.
In particular, from the information in (e), the setting of the traveling equipment parameter and the setting of the harvesting equipment parameter according to the crop species are automatically executed, so that the setting error is avoided.

The position where the harvester 1 parks to discharge the harvested material to the carrier CV is the harvested product discharge parking position, and the position where the harvester 1 parks to refuel from the refueling vehicle is the refueling position. It is a parking position, and in this embodiment, it is set to substantially the same position.

The above information (a)-(e) may be input by the observer through the communication terminal 4 as the user interface. The communication terminal 4 has an input function for instructing the start and stop of automatic driving, an input function for determining whether automatic driving or conventional driving is performed, and a vehicle traveling device such as a traveling transmission. An input function for finely adjusting the value of the parameter for the work equipment group 72 (see FIG. 6) such as the group 71 and the harvesting unit 15 is also constructed. Among the parameters of the working equipment group 72, those whose values can be finely adjusted include the height of the reel 17 and the height of the harvesting portion 15.

The communication terminal 4 can be switched to an animation display state of an automatic traveling route or a conventional traveling route, a parameter display / fine adjustment state, or the like by an artificial switching operation. In addition, this animation display is an animation of the traveling locus of the harvester 1 traveling along the automatic traveling route or the conventional traveling route, which is the traveling route in the conventional traveling in which all the traveling routes are determined in advance, and the touch panel 41 is used. It is to be displayed on the display panel. With such an animation display, the driver can intuitively confirm the traveling route to be traveled before traveling.

The work site data input unit 42 inputs field information downloaded from the management computer 100, a work plan, and information acquired from the communication terminal 4. The field schematic diagram included in the field information, the position of the field entrance / exit, and the parking position for receiving support from the work support vehicle are displayed on the touch panel 41, and the driver who runs around to form the outer peripheral region SA supports. Will be done. When the field information does not include data such as the field entrance / exit and the parking position, the user can input the data through the touch panel 41. The external shape data generation unit 43 uses the traveling locus data (time-series data of the position of the own vehicle) of the harvester 1 during the orbiting traveling received from the control unit 5 to accurately determine the outer shape and external dimensions of the field and the work target area CA. Calculate the outer shape and external dimensions of. The area setting unit 44 sets the outer peripheral area SA and the work target area CA from the travel locus data of the orbital traveling of the harvester 1. The set position coordinates of the outer peripheral region SA and the work target area CA, that is, the outer shape data of the outer peripheral region SA and the work target area CA are used to generate a travel route for automatic traveling. In this embodiment, since the generation of the traveling route is performed by the second traveling route management module CM2 constructed in the control unit 5 of the harvester 1, the position coordinates of the set outer peripheral region SA and the work target region CA are set. It is sent to the second travel route management module CM2.

When the field is large, a work called middle division is performed to create a middle division area that divides the field into a plurality of sections by a traveling route that breaks through the center. This middle division position designation can also be performed by touching the outline drawing of the work area displayed on the screen of the touch panel 41. Of course, since the position setting of the middle division also affects the generation of the traveling route element group for automatic traveling, it may be automatically performed when the traveling route element group is generated. At that time, if 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 division area, the harvested products can be efficiently discharged from all the sections. Will be.

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 the travel route element group and the circuit route element group and stores them in a readable manner. The travel route element group is an aggregate of a large number of travel route elements constituting the travel route covering the work target area CA. The orbital path element group is a collection of orbital path elements constituting the orbital path orbiting the outer peripheral region SA. As a functional unit for calculating a travel route element group, 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. The route element selection unit 63 sequentially selects the next travel route element to be traveled from the travel route element group based on various selection rules described in detail later. The route setting unit 64 sets the selected next travel route element as a target travel route for automatic travel.

The mesh path element calculation unit 601 calculates a travel path element group which is a mesh line group consisting of mesh lines that divide the work target area CA into a mesh as a travel path element, and also calculates the position coordinates of the intersections and end points of the mesh lines. Can be calculated. Since this travel route element becomes the target travel route during automatic travel of the harvester 1, the harvester 1 can change the route from one travel route element to the other travel route element at the intersection and the end point of the mesh lines. It is possible. That is, the intersections and end points of the mesh lines function as route changeable points that allow the route change of the harvester 1.

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

As shown in FIG. 7, the mesh path element calculation unit 601 is parallel to the first side S1 from a position separated from the first side S1 of the work target area CA by half the working width of the harvester 1. At the same time, the first line group arranged on the work target area CA with an interval corresponding to the work width of the harvester 1 is calculated. Similarly, from a position separated from the second side S2 by half the working width of the harvester 1, the work target area CA is parallel to the second side S2 and is spaced by the working width of the harvester 1. From the position of the second line group lined up above, half the working width of the harvester 1 from the third side S3, it is parallel to the third side S3 and the interval of the working width of the harvester 1 is set. From the position of the third line group lined up on the work target area CA, half the working width of the harvester 1 from the fourth side S4, it is parallel to the fourth side S4 and of the harvester 1. The fourth line group arranged on the work target area CA with an interval corresponding to the work width is calculated. As described above, the first side S1 to the fourth side S4 serve as a reference line for generating a line group as a traveling path element group. Since the straight line can be defined if there are the position coordinates of two points on the straight line, each line that is a traveling path element, particularly each straight line, is digitized as a straight line defined by the position coordinates of the two points of each straight line. , Stored in memory in a predetermined data format. In this data format, in addition to the route number as a route identifier for identifying each travel route element, as the attribute value of each travel route element, the route type, the side of the reference outer quadrangle, and the untraveled / already-traveled Etc. are included.

Of course, the above-mentioned calculation of the line group can be applied to the work target area CA of a polygon other than the quadrangle. That is, assuming that the work target area CA has an N-angle shape when N is an integer of 3 or more, the traveling path element group consists of N line groups from the first line group to the Nth line group. Each line group includes lines arranged in parallel with any side of this N-sided polygon at predetermined intervals (working width).

A traveling route element group is also set in the outer peripheral region SA by the route management unit 60, and the traveling route element set in the outer peripheral region SA is used when the harvester 1 travels in the outer peripheral region SA. Attribute values such as a departure route, a return route, and an intermediate straight route for U-turn travel are given to the travel route element set in the outer peripheral region SA. The departure 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 travel route element group used for the harvester 1 to return from the outer peripheral region SA to the work travel in the work target region CA. The intermediate straight route for U-turn travel (hereinafter, simply abbreviated as the intermediate straight route) is a linear route that constitutes a part of the U-turn travel route used for U-turn travel in the outer peripheral region SA. That is, the intermediate straight path is a linear traveling path element group constituting a line portion connecting the turning path on the start side of the U-turn running and the turning path on the ending side of the U-turn running, and is a group of linear running path elements in the outer peripheral region SA. It is a path provided in parallel with each side of the work target area CA. In addition, when the office performs swirl travel and switches to reciprocating travel on the way to perform work travel, the uncut land is smaller than the work target area CA on all sides due to swirl travel, so work travel is performed efficiently. Therefore, it is more efficient to make a U-turn in the work target area CA because it is not necessary to bother to move to the outer peripheral area SA, so that there is no wasteful running. Therefore, when the U-turn running is executed in the work target area CA, the intermediate straight path is translated 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 deformed quadrangle, there are four sides that serve as a reference for generating the mesh path element group, but if the shape of the work target area CA is a rectangle or a square, The number of sides that serve as a reference for the generation of the mesh path element group becomes two, and the structure of the mesh path element group becomes simpler.

In this embodiment, the route management unit 60 is provided with a strip route element calculation unit 602 as an optional travel route element calculation unit. As shown in FIG. 3, the travel path element group calculated by the strip route element calculation unit 602 is parallel to a reference side selected from the sides constituting the outer shape of the work target area CA, for example, the longest side. It is a group of parallel lines that extends and covers the work target area CA by the work width (fills up 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. Further, the traveling path element group is a collection of parallel lines sequentially connected by a U-turn traveling path for the harvester 1 to travel in a U-turn. That is, when the traveling of one traveling path element which is a parallel line is completed, the U-turn traveling path for shifting to the next selected traveling path element is determined by the U-turn route calculation unit 603.

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

As shown in FIG. 6, the control unit 5 of the harvester 1 that constructs the second travel route management module CM2 is constructed with various functions for performing work travel. 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 a vehicle traveling device group 71, a working device device group 72, a notification device 73, and the like equipped on the harvester 1. The vehicle traveling equipment group 71 includes steering equipment that adjusts the speeds of the left and right crawler of the traveling machine 11 to steer, and equipment that is not shown but is controlled for vehicle traveling such as a speed change mechanism and an engine unit. include. The working equipment group 72 includes equipment constituting 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 a travel route (travel locus) that has been traveled and a travel route that should be traveled from now on is displayed along with the outer shape of the field. Lamps and speakers are used to notify passengers (drivers and observers) of cautionary information and warning information such as driving precautions and deviation from the target driving route in automatic steering driving.

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. As a result, the communication terminal 4 can function as a user interface of the control unit 5. Since the communication processing unit 70 is also used for exchanging data with the management computer 100, it 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 working system detection sensor group 82, the automatic / manual switching operation tool 83, and the like. The traveling system detection sensor group 81 includes a sensor that detects a traveling state such as an engine speed and a shifting state. The working system detection sensor group 82 includes a sensor for detecting the height position of the harvesting unit 15, a sensor for detecting the stored amount of the harvested product tank 14, and the like. The automatic / manual switching operation tool 83 is a switch for selecting one of an automatic traveling mode in which the vehicle travels by automatic steering and a manual traveling mode in which the vehicle travels by manual steering. Further, a switch for switching between automatic driving and conventional driving is provided in the driving unit 12 or is built in the communication terminal 4.

Further, the control unit 5 is provided with a traveling control unit 51, a work control unit 52, an own vehicle position calculation unit 53, a notification unit 54, a work state evaluation unit 55, and another vehicle position relationship calculation unit 56. The own vehicle position calculation unit 53 calculates the own vehicle position based on the positioning data output from the satellite positioning module 80. Since the harvester 1 is configured to be capable of traveling in both automatic traveling (automatic steering) and manual traveling (manual steering), the traveling control unit 51 that controls the vehicle traveling equipment group 71 is combined with the automatic traveling control unit 511. And a manual travel control unit 512 are included. The manual travel control unit 512 controls the vehicle travel equipment group 71 based on the operation by the driver. The automatic driving control unit 511 calculates the directional deviation and the positional deviation between the traveling route set by the route setting unit 64 and the position of the own vehicle, generates an automatic steering command, and is a steering device via the output processing unit 7. Output to. The work control unit 52 gives a control signal to the work equipment group 72 in order to control the movement of the operating equipment provided in the harvesting unit 15, the threshing device 13, the discharging device 18, and the like constituting the harvesting machine 1. The notification unit 54 generates a notification signal (display data or voice data) for notifying the driver or the monitor of necessary information through the notification device 73 such as a display. The work state evaluation unit 55 includes a state of the harvester 1, a state of the work place, and a command by a person (monitor, driver, manager, etc.) from the detection results of various sensors and the operation results of various operation tools. Output information. The other vehicle positional relationship calculation unit 56 calculates the other vehicle positional relationship indicating the positional relationship between the other vehicle and the other vehicle when the plurality of harvesters 1 perform cooperative work. In the calculation of the other vehicle positional relationship, the position of the own vehicle, the travel path element selected by the own vehicle, and the position of the other vehicle or the travel route element selected by the other vehicle are used. Further, the other vehicle position relationship calculation unit 56 also has a function of calculating the contact estimated position between the work vehicles.

The automatic driving control unit 511 can control not only steering but also vehicle speed. As described above, the vehicle speed is set by, for example, the passenger through the communication terminal 4 before the start of work. The vehicle speeds that can be set include the vehicle speed during harvesting, the vehicle speed during non-working turns (U-turn driving, etc.), and when traveling in the outer peripheral region SA away from the work target area CA during harvest discharge or refueling. Vehicle speed etc. are included. The automatic driving 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 or the like to the vehicle traveling equipment group 71 so that the actual vehicle speed matches the set vehicle speed.

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

First, an example of reciprocating traveling using the travel route element group calculated by the strip route element calculation unit 602 will be described. FIG. 8 shows a travel path element group consisting of 21 travel path elements represented by strips with shortened line lengths, and a route number is assigned to the upper side of each travel route element. ing. The harvester 1 at the start of the work run is located at the 14th run path element. The degree of separation between the travel path element on which the harvester 1 is located and another travel path element is a signed integer and is given to the lower side of each route. In FIG. 8, the priority for the harvester 1 located in the 14th traveling path element to move to the next traveling path element is shown by an integer value at the lower part of the traveling path element. The smaller the value, the higher the priority and the priority is selected. As shown in FIG. 9, the harvester 1 shifts to the next travel path element with at least two travel path elements sandwiched between the travel path elements that have been traveled to the next travel path element. It is possible to run and switchback turn running that sandwiches two or less running path elements, that is, can shift to adjacent running path elements. In the normal U-turn running, when entering the outer peripheral region SA from the end point of the traveling path element of the transition source, the direction is changed by about 180 ° and the end point of the traveling path element of the transition destination is entered. If the distance between the travel path element of the transition source and the travel path element of the transition destination is large, a corresponding straight line will be inserted between the turns of about 90 °. That is, the normal U-turn running is executed only by the forward running. On the other hand, in the switchback turn running, once entering the outer peripheral region SA from the end point of the traveling path element of the transition source, once turning about 90 °, the switch back turn traveling smoothly enters the traveling path element of the transition destination by turning about 90 °. After moving backward to the position, head toward the end point of the travel path element of the transition destination. As a result, steering control becomes complicated, but it is possible to shift to a traveling path element having a short distance from each other.

The next travel route element to be traveled is selected by the route element selection unit 63, but in this embodiment, as a priority of basic selection, the travel route element is separated from the travel route element which is the order source by a predetermined distance. The appropriate distance travel path element is set as the highest priority, and the priority is set so as to be farther from the travel path element which is the origin of the order as compared with the appropriate distance travel path element. For example, with respect to the transition to the next travel path element, normal U-turn travel with a short mileage has a short travel time and is efficient. Therefore, the priority of the two adjacent travel path elements is set to be the highest (priority = "1"). The farther away from the harvester 1, the longer the running time of the normal U-turn running, and the lower the priority (priority = "2", "3", ...). That is, the numerical value of the priority indicates the priority. However, the running time of the normal U-turn running becomes longer, and the efficiency of the switch back turn running becomes lower. In the switchback turn run, the priority of shifting to the next travel path element is higher than the priority of shifting to the next travel path element. This is because the switchback turn running to the adjacent running path element requires a sharp turn and is likely to damage the field. The transition to the next travel route element can be performed in either the left or right direction, but according to the conventional work practice, the transition to the left travel route element takes precedence over the transition to the right travel route element. Is adopted. Therefore, in the example of FIG. 8, the harvester 1 located at the route number: 14 selects the travel route element of the route number 17 as the travel route element to be traveled next. Such priority setting is performed each time the harvester 1 enters a new travel path element.

The travel path element that has already been selected, that is, the travel route element for which the work has been completed, is basically prohibited from selection. Therefore, as shown in FIG. 10, for example, if the route number: 11 or the route number: 17 having the priority of "1" is an existing work area (already mowed area), the harvester located at the route number: 14. 1 selects a travel route element having a priority of "2" as a travel route element to be traveled next.

FIG. 11 shows an example of spiral traveling using the traveling path element calculated by the mesh path element calculating unit 601. The outer peripheral area SA and the work target area CA of the field shown in FIG. 11 are the same as those in FIG. 7, and the travel path element group set in the work target area CA is also the same. Here, for the sake of explanation, the traveling path elements having the first side S1 as the reference line are indicated by L11, L12 ..., And the traveling path elements having the second side S2 as the reference line are indicated by L21, L22 ... , The traveling path element with the third side S3 as the reference line is indicated by L31, L32 ..., And the traveling path element with the fourth side S4 as the reference line is indicated by L41, L42 ...

The thick line in FIG. 11 shows a traveling path that spirally travels from the outside to the inside of the harvester 1. The travel path element L11 outside the work target area CA is selected as the first travel route. A route change of approximately 90 ° is performed at the intersection of the travel path element L11 and the travel path element L21, and the harvester 1 travels on the travel route element L21. Further, the route is changed by approximately 110 ° at the intersection of the traveling route element L21 and the traveling route element L31, and the harvester 1 travels on the traveling route element L31. At the intersection of the travel route element L31 and the travel route element L41, a route change of approximately 70 ° is performed, and the harvester 1 travels on the travel route element L41. Next, the harvester 1 shifts to the travel path element L12 at the intersection of the travel path element L12 inside the travel path element L11 and the travel path element L41. By repeating the selection of the traveling path element, the harvester 1 works and 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 swirl traveling pattern is set, the route is changed at the intersection of the traveling path elements located on the outermost periphery of the work target area CA while having the attribute of not traveling, and the harvester 1 changes direction.

FIG. 12 shows a running example of U-turn running using the same running path element group shown in FIG. First, the travel path element L11 outside the work target area CA is selected as the first travel route. The harvester 1 goes beyond the end point (end point) of the travel path element L11, enters the outer peripheral region SA, makes a 90 ° turn along the second side S2, and further extends in parallel with the travel path element L11. Make a 90 ° turn again to enter the start end (end point) of the element L14. As a result, after a normal U-turn running at 180 °, the running path element L11 shifts to the running path element L14 with two running path elements opened. Further, when the vehicle travels on the travel path element L14 and enters the outer peripheral region SA, it shifts to the travel path element L17 extending in parallel with the travel path element L14 through a 180 ° normal U-turn travel. In this way, the harvester 1 shifts from the traveling path element L17 to the traveling path element L110, and further from the traveling path element L110 to the traveling path element L16, and finally, the working traveling of the entire work target area CA in the field. To complete. As is clear from the above description, the example of the reciprocating travel using the travel route element group by the strip route element calculation unit 602 described with reference to FIGS. 8, 9 and 10 is the mesh route element calculation. It can also be applied to reciprocating travel using the travel path element calculated by unit 601.

As described above, the reciprocating travel can be realized by either a traveling path element group that divides the work target area CA into strips or a traveling path element group that divides the work target area CA into a mesh shape. In other words, if the travel path element group that divides the work target area CA into a mesh shape, it can be used for reciprocating travel, swirl travel, and zigzag travel, and the travel pattern can be reciprocated from swirl travel during work. It is also possible to change to running.

[Principle of U-turn travel path generation]
With reference to FIG. 13, the basic principle that the U-turn route calculation unit 603 generates a U-turn traveling route will be described. FIG. 13 shows a U-turn traveling path that shifts from the traveling path element of the turning source indicated by LS0 to the traveling path element of the turning destination indicated by LS1. In normal driving, if LS0 is a traveling path element in the work target area CA, LS1 is a traveling path element (= intermediate straight path) in the outer peripheral region SA, and conversely, LS1 is a traveling path element in the work target area CA. If so, it is common that LS0 is a traveling path element (= intermediate straight path) in the outer peripheral region SA. For example, the linear expression (or two points on the straight line) of the traveling path elements LS0 and LS1 is recorded in the memory, and the intersection (indicated by PX in FIG. 13) and the intersection angle (indicated by PX in FIG. 13) and the intersection angle (in FIG. 13) are recorded from these linear expressions. Then, (indicated by θ) is calculated. Next, a tangent circle having contact with the travel path element LS0 and the travel path element LS1 and having a radius equal to the minimum turning radius of the harvester 1 (indicated by r in FIG. 13) is calculated. The arc (a part of the tangent circle) connecting the tangent circle and the contact points (indicated by PS0 and PS1 in FIG. 13) between the traveling path elements LS0 and LS1 is the turning path. Therefore, the distance Y between the intersection PX of the travel path elements LS0 and LS1 and the contact point with the circle is set to Y = r / (tan (θ / 2)).
Ask for. 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 a reasonable turning radius may be set in advance by the communication terminal 4 or the like, and a turning operation may be programmed so as to be the turning radius. In terms of travel control, the harvester 1 starts turning when it reaches the position coordinate (PS0) where the distance to the intersection is Y while traveling on the traveling path element LS0 of the turning source, and then turns. If the difference between the direction of the harvester 1 and the direction of the traveling path element LS1 at the turning destination is within the allowable value, the turning traveling is terminated. At that time, the turning radius of the harvester 1 does not have to exactly match the radius r. By steering control based on the distance and the directional difference from the travel path element LS1 at the turn destination, the harvester 1 can shift to the travel path element LS1 at the turn destination.

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

FIG. 16 shows turning running by switchback turn running, and shifts from the running path element LS0 of the turning source to the running path element LS1 of the turning destination. In this switchback turn running, an intermediate straight line parallel to the outer side of the work target area CA, which is a part (line segment) of the running path element of the outer peripheral area SA, and a tangent circle having a radius r in contact with the running path element LS0. And the tangent circle of the radius r in contact with the intermediate straight route and the traveling route element LS1 are calculated. According to the basic principle explained with reference to FIG. 13, the position coordinates of the contact point between the two tangent circles and the intermediate straight path, the position coordinates of the contact point between the traveling path element LS0 of the turning source and the tangent circle, and the turning destination. The position coordinates of the contact point between the travel path element LS1 and the inscribed circle are calculated. As a result, a U-turn traveling path in the switchback turn traveling is generated. In the switchback turn run, the intermediate straight path is run backward by the harvester 1.

[About turning driving in swirl running]
FIG. 17 shows an example of the direction change traveling used for the route change at the intersection which is the route changeable point of the travel route element in the above-mentioned spiral travel. Hereinafter, this direction change running is referred to as α-turn running. The travel path (α-turn travel route) in this α-turn travel is a kind of so-called turn-back travel route, and is a travel route element of the travel source (indicated by LS0 in FIG. 17) and a travel route element of the turn destination (FIG. 17). From the intersection of (indicated by LS1 in 17), the route passes through the turning path in the forward direction, and is the path in contact with the traveling path element of the turning destination in the turning path in the reverse direction. Since the α-turn traveling route is standardized, the α-turn traveling route generated according to the intersection angle between the traveling route element of the traveling source and the traveling route element of the turning destination is registered in advance. Therefore, the route management unit 60 reads out an appropriate α-turn traveling 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 driving control unit 511, and the automatic driving control unit 511 has an appropriate automatic control program based on the intersection angle calculated by the route management unit 60. A read-out configuration may be adopted.

[Rules for route selection]
The route element selection unit 63 includes a work plan received from the management center KS, a travel pattern artificially input from the communication terminal 4 (for example, a reciprocating travel pattern or a swirl travel pattern), a vehicle position, and a work state evaluation. The traveling route elements are sequentially selected based on the state information output from the 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 corresponding to a situation that cannot be predicted before the work is formed. Further, in addition to the above-mentioned basic rules, the following route selection rules A1 to A11 can be registered in advance in the route element selection unit 63, and suitable route selection is performed according to the traveling pattern and the state information. The rules are applied.

(A1) When the transition from automatic driving to manual driving is requested by the operation by the observer (passenger), the selection of the traveling route element by the route element selection unit 63 is stopped after the preparation for manual driving is completed. .. Such an operation includes an operation of the automatic / manual switching operation tool 83, an operation of the braking operation tool (particularly a sudden stop operation), an operation of a steering operation tool (steering lever or the like) at a predetermined steering angle or more, and the like. Further, the traveling system detection sensor group 81 includes sensors for detecting the absence of a monitor who is required to board during automatic traveling, for example, a seating detection sensor provided on a seat and a seatbelt wearing detection sensor. If so, the automatic travel control can be stopped based on the signal from this sensor. That is, when the absence of the observer is detected, the automatic traveling control is stopped, or the traveling of the harvester 1 itself is stopped. Further, for the operation of a small steering angle smaller than the predetermined steering angle by the steering operating tool, a configuration may be adopted in which only the fine adjustment of the traveling direction is performed without stopping the automatic traveling control.

(A2) The automatic driving control unit 511 monitors the relationship (distance) between the external line position of the field and the position of the own vehicle based on the positioning data, and avoids contact between the ridge and the aircraft when turning in the outer peripheral region SA. Control the automatic driving so as to do. Specifically, the automatic running is stopped to stop the harvester 1, the form of turn running is changed (changed from normal U-turn running to switchback turn running or α-turn running), and the area is not passed. Set the driving route. Also, "The turning area is narrowing. Please be careful. ] Etc. may be configured to perform notification.

(A3) When the stored amount of the harvested product in the harvested tank 14 is full or nearly full and the harvested product needs to be discharged, the work state evaluation unit 55 is sent to the route element selection unit 63 as one of the state information. A discharge request (a type of request for withdrawal from work running in the work target area CA) is issued. In this case, based on the parking position for discharging the ridge to the carrier CV and the position of the own vehicle, the vehicle departs from the work running in the work target area CA and travels in the outer peripheral area SA to the parking position. The appropriate travel route element (for example, the travel route element that becomes the shortest route) toward It is selected from the travel route element group set in.

(A4) When the urgency of running out of fuel is evaluated based on the remaining amount value of the fuel tank calculated by a signal from the fuel remaining amount sensor or the like, a refueling request (a kind of withdrawal request) is issued. In this case as well, as in (A3), an appropriate travel route element to the refueling position (for example, travel that is the shortest route) based on the parking position and the own vehicle position, which are preset refueling positions. Route element) is selected.

(A5) When the worker escapes from the work running in the work target area CA and enters the outer peripheral area SA, it is necessary to return to the work target area CA again. As the travel path element that is the starting point of returning to the work target area CA, the travel path element closest to the departure point or the travel path element closest to the current position in the outer peripheral region SA is set in the outer peripheral region SA. It 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) Already work (already run) in the work target area CA when deciding a travel route to leave the work run in the work target area CA and return to the work target area CA again for harvesting discharge and refueling. The travel route element to which the attribute of prohibition of travel is given is revived as a travel route element that can be traveled. When it is possible to shorten the time by a predetermined time or more by selecting the travel route element for which the work has already been performed, the travel route element is selected. Further, it is also possible to use reverse movement for traveling in the work target area CA when leaving the work target area CA.

(A7) The timing of withdrawing from the work running in the work target area CA for the discharge of the harvested product and the refueling is determined from the respective margins and the running time or the running distance to the parking position. Here, the margin is the travel time or mileage predicted from the current storage amount in the harvest tank 14 to the full capacity in the case of harvest discharge. In the case of refueling, it is the estimated travel time or mileage from the current remaining amount in the fuel tank to the time when the fuel is completely exhausted. For example, when passing near the parking position for discharge during automatic driving, the vehicle passes through the parking position, leaves the parking position after it is full, and returns to the parking position based on the margin and the time required for the discharging work. It is determined which is the final efficient driving (such as the total working time is short or the total mileage is short) depending on whether the vehicle is coming in or the vehicle is discharged while passing near the parking position. If the discharge work is performed when the amount is too small, the number of discharges increases as a whole, which is not efficient, and if it is almost full, it is more efficient to discharge it in the meantime.

(A8) FIG. 18 shows a case where the travel path element selected in the work travel resumed after leaving the work target area CA is not a continuation of the work travel before the departure. In this case, the reciprocating travel pattern as shown in FIGS. 3 and 12 is preset. In FIG. 18, the parking position is indicated by the reference numeral PP, and as a comparative example, the travel path when the work is smoothly completed in the reciprocating travel accompanied by the U-turn travel of 180 ° is shown by the dotted line. It is shown. The actual running track is shown by a thick solid line. As the work travel progresses, the linear travel path element and the U-turn travel path are sequentially selected (step # 01).

When a withdrawal request is generated during the work run (step # 02), a run route from the work target area CA to the outer peripheral area SA is calculated. At this point, a route that goes straight along the currently traveling travel path element and exits to the outer peripheral region SA, and a 90 ° turn from the currently traveling travel route element, and has the attribute of already cut land (= already traveled). It is considered that the route passes through (the aggregated portion of the traveling route elements) and exits to the outer peripheral region SA where the parking position exists. Here, the latter route with a shorter mileage is selected (step # 03). In this latter departure travel, as the departure travel path element in the work target area CA after turning 90 °, the travel path element set in the outer peripheral region SA is translated to the departure point. However, if the withdrawal request is made with sufficient time, the former route is selected. In the former withdrawal run, the harvesting work is continued during the withdrawal run in the work target area CA, which is advantageous in terms of work efficiency.

When the harvester 1 leaves the work running in the work target area CA, runs away from the work target area CA and the outer peripheral area SA, and arrives at the parking position, the harvester 1 receives support from the work support vehicle. In this example, the harvested material stored in the harvested material tank 14 is discharged to the carrier CV.

When the discharge of the harvested material is completed, it is necessary to return to the point where the withdrawal request was made in order to return to the work run. In the example of FIG. 18, since an unworked portion is left in the traveling path element that was traveling when the withdrawal request was generated, the process returns to the traveling path element. Therefore, the harvester 1 selects a travel path element of the outer peripheral region SA from the parking position, travels counterclockwise, and when it reaches the end point of the target travel path element, turns 90 ° there and the travel path. Enter the element and perform work driving. After passing the point where the withdrawal request is generated, the harvester 1 travels non-workingly, passes through the U-turn traveling route, and works traveling on the next traveling route element (step # 04). After that, the harvester 1 continues the reciprocating run and completes the work run in the work target area CA (step # 05).

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

(A10) When the spiral traveling pattern as shown in FIGS. 4 and 11 is set and the length of the traveling path element to be selected becomes short, the spiral traveling pattern is automatically switched to the reciprocating traveling pattern. Be done. This is because when the area becomes small, swirl running including α-turn running that moves forward and backward tends to be inefficient.

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

(A12) In fields such as rice cultivation and wheat cultivation, running the harvester 1 in parallel with the rows (ridges) of seedlings improves the efficiency of the harvesting work. Therefore, in the selection of the traveling route element by the route element selection unit 63, the traveling route element parallel to the strip is more easily selected. However, if the attitude of the aircraft is not parallel to the strip direction or position at the start of work running, even if the running is along the direction intersecting the strip direction, the posture may be parallel to the strip. Configure to do the work. As a result, unnecessary running (non-working running) can be reduced as much as possible, and work can be completed quickly.

[Cooperative driving control]
Next, the work running by the work vehicle automatic running system in which a plurality of work cars are input will be described. Here, for ease of understanding, work running (automatic running) by two harvesters 1 will be described. FIG. 19 shows a state in which the first work vehicle functioning as the master harvester 1 m and the second work vehicle functioning as the slave harvester 1s cooperate to work and run in one field. In order to distinguish between the two harvesters 1, the names of the master harvester 1 m and the slave harvester 1s are given to each of them, but if it is not necessary to explain them separately, they are simply referred to as the harvester 1. Refer to. A monitor is on board the master harvester 1 m, and the observer operates the communication terminal 4 brought into the master harvester 1 m. For convenience, the terms master and slave are used, but do not indicate a strict master-slave relationship. Data communication is possible between the master harvester 1 m and the slave harvester 1s via the respective communication processing units 70, and state information corresponding to the working running state is exchanged. The communication terminal 4 not only gives a monitor command and data on the traveling route to the master harvester 1 m, but also gives a monitor command to the slave harvester 1s via the communication terminal 4 and the master harvester 1 m. Data on 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 travel route element in consideration of both state information and both own vehicle positions. Further, when the route management unit 60 and the route element selection unit 63 are constructed in the communication terminal 4, both harvesters 1 give state information to the communication terminal 4, and the next travel route element selected there. Will be received.

Similar to FIG. 7, FIG. 20 shows a work target area CA covered by a mesh line group consisting of mesh lines that are mesh-divided by the work width. Here, the master harvester 1 m enters the travel path element L11 from the vicinity of the lower right apex of the deformed quadrangle indicating the work target area CA, turns left at the intersection of the travel path element L11 and the travel path element L21, and travels the travel path element. Enter L21. Further, the vehicle turns left at the intersection of the travel path element L21 and the travel path element L32 to enter the travel path element L32. In this way, the master harvester 1 m performs a left-turning swirl run. On the other hand, the slave harvester 1s enters the traveling path element L31 from the vicinity of the upper left apex of the work target area CA, turns left at the intersection of the traveling path element L31 and the traveling path element L41, and enters the traveling path element L41. .. Further, the vehicle turns left at the intersection of the travel path element L41 and the travel path element L12 to enter the travel path element L12. In this way, the slave harvester 1s performs a left-turning swirl run. As is clear from FIG. 20, since the cooperative control is performed so that the traveling locus of the slave harvesting machine 1s is inserted between the traveling loci of the master harvesting machine 1m, the master harvesting machine 1m has its own working width and the slave harvesting machine. The swirl running is performed with a width that is the sum of the working width of 1s, and the slave harvester 1s is swirling that is spaced by the width that is the sum of its own working width and the working width of the master harvester 1m. .. The traveling locus of the master harvester 1m and the traveling locus of the slave harvester 1s create a double swirl.

Since the work target area CA is defined by the outer peripheral region SA formed by the outer peripheral region SA, the master harvester 1 m and the slave harvester 1s first perform the orbital travel for forming the outer peripheral region SA. Must be done by either. This lap running can also be performed by coordinated control between the master harvester 1 m and the slave harvester 1s.

The travel locus shown in FIG. 20 is theoretical. Actually, the travel locus of the master harvester 1 m and the travel route of the slave harvester 1s are corrected according to the status information (including the positional relationship with other vehicles and the estimated contact position) output from the work condition evaluation unit 55. , The traveling locus does not become a perfect double swirl either. An example of such a modified run will be described below with reference to FIG. In FIG. 21, a carrier CV for transporting the harvested product harvested by the harvester 1 is parked at a position corresponding to the central outer side of the first side S1 on the outside (ridge) of the field. A parking position is set in the outer peripheral region SA adjacent to the carrier CV, where the harvester 1 is parked for the harvest discharge work to the carrier CV. In FIG. 21, the slave harvester 1s separates from the travel path element in the work target area CA in the middle of the work travel, travels around the outer peripheral region SA, discharges the harvested material to the carrier CV, and again performs the outer circumference. It shows a state of traveling around the area SA and returning to the traveling path element in the work target area CA.

First, when a departure request (harvest discharge) occurs, the route element selection unit 63 of the slave harvester 1s has an attribute of the departure route in the outer peripheral region SA based on the storage capacity margin, the mileage to the parking position, and the like. A travel path element having a ground and a travel route element that is a source of departure from the departure route attribute to the travel route element are selected. In this embodiment, the travel path element set in the area where the parking position is set in the outer peripheral region SA and the travel route element L41 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 advanced to the outer peripheral region SA travels to the parking position along the traveling path element (leaving route) of the outer peripheral region SA, and discharges the harvested material to the carrier CV at the parking position.

The master harvester 1m continues the work run in the work target area CA even while the slave harvester 1s leaves the work run in the work target area CA and discharges the harvested material. 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 is traveling. However, since the travel of the travel route element L12 was canceled due to the departure of the slave harvester 1s, the travel route element L12 is uncut (untraveled). Therefore, the route element selection unit 63 of the master harvester 1 m selects the travel route element L12 instead of the travel route element L13. That is, the master harvester 1 m travels to the intersection of the travel route element L42 and the travel route element L12, then turns left and travels on the travel route element L12.

When the slave harvester 1s finishes discharging the harvested material, the route element selection unit 63 of the slave harvester 1s determines the current position and automatic traveling speed of the slave harvester 1s, and the attributes of the traveling route element in the work target area CA (not traveling). / Already traveled), the current position of the master harvester 1 m, the automatic traveling speed, etc., select the traveling route element to be restored. In this embodiment, the travel path element L43, which is the outermost unworked travel path element, is selected. From the parking position, the slave harvester 1s travels counterclockwise along the travel path element having the attribute of the return route, and enters the travel path element L43 from the left end of the travel path 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. Assuming that the route element selection unit 63 of the master harvester 1 m has selected a travel route up to the travel route element L33, the route element L44 adjacent to the inside of the travel route element L43 is selected as the next travel route element. At that time, the other vehicle position relationship calculation unit 56 is the master harvester 1 m near the intersection of the travel path element L33 and the travel path element L44 on which the master harvester 1 m and the slave harvester 1s are traveling (selected). It is estimated that the slave harvester 1s and the slave harvester 1s come into contact with each other. As a result, the other vehicle position relationship calculation unit 56 calculates the vicinity of the intersection as the contact estimation position. Therefore, the other vehicle position relationship calculation unit 56 calculates the passing time difference between the master harvester 1 m and the slave harvester 1s at the intersection near the intersection, and the passing time difference is equal to or less than a predetermined value (master harvester 1 m and slave harvesting). If contact with the machine 1s is presumed), the automatic traveling control unit 511 is instructed to temporarily stop the harvester 1 (here, the master harvester 1 m) having a slower passing time to avoid a collision. After the slave harvester 1s has passed the intersection, the master harvester 1m starts automatic running again. In this way, the master harvester 1m and the slave harvester 1s exchange information such as the position of the own vehicle and the selected travel path element with each other, so that the collision avoidance action and the delay avoidance action can be executed.

Such collision avoidance behavior and delay avoidance behavior are also executed in the reciprocating travel as shown in FIGS. 22 and 23. In addition, in FIG. 22 and FIG. 23, the parallel line group consisting of lines parallel to each other is shown by L01, L02, ... L10, L01-L04 is a travel path element for work, and L05-L10. Is an unworked travel path element. In FIG. 22, the master harvester 1 m is traveling in the outer peripheral region SA in order to head toward the parking position indicated by the alternate long and short dash line. In order to avoid contact with the master harvester 1m, the slave harvester 1s is temporarily stopped at the lower end of the work target area CA, specifically at the lower end of the traveling path element L04, as a collision avoidance action. In FIG. 23, the master harvester 1 m crossing the front of the slave harvester 1s is stopped at the parking position. Therefore, when the slave harvester 1s enters the outer peripheral region SA in order to shift from the travel path element L04 to the travel path element L07 by U-turn travel, it collides with the master harvester 1 m. When the master harvester 1 m is parked at the parking position, it is impossible to enter or leave the work target area CA using the travel path elements L05, L06, and L07. Therefore, the travel route element L05, L06 and L07 are temporarily prohibited from traveling (selection prohibited). When the master harvester 1 m finishes the discharging work and moves from the parking position, the route element selection unit 63 of the slave harvester 1s takes into account the travel route of the master harvester 1 m, and from the travel route element L05-L10, then. The traveling route element to be transferred is selected, and the slave harvester 1s resumes automatic traveling.

Further, it is also possible for the slave harvester 1s to continue the work while the master harvester 1 m is performing the discharge work or the like at the parking position. An example is shown in FIG. In this case, the route element selection unit 63 of the slave harvester 1s normally selects the travel route element L07 three lanes ahead, which has a travel route element priority of "1", as the travel route element of the transition destination. However, the traveling path element L07 is prohibited from traveling as in the example of FIG. Therefore, the traveling route element L08 having the next highest priority is selected. As the movement route from the travel route element L04 to the travel route element L08, a route traveling backward from the current travel route element L04 that has already been traveled (indicated by a solid line in FIG. 23) and a lower end of the travel route element L04. Multiple routes are calculated, such as a route that advances clockwise from and exits to the outer peripheral region SA (indicated by a dotted line in FIG. 23), and the most efficient route, for example, the shortest route (in this form, the solid line). Route) is selected.

As described above, even when a plurality of harvesters 1 cooperate to perform work in one field, each route element selection unit 63 artificially receives a work plan or a communication terminal 4 from the management center KS. Based on the input running pattern (for example, reciprocating running pattern or swirl running pattern), the position of the own vehicle, the state information output from each work state evaluation unit 55, and the selection rule registered in advance. Then, the traveling route elements are sequentially selected. Below, the selection rules (B1) to (B10), which are rules other than the above-mentioned (A1) to (A12) and are peculiar to the case where a plurality of harvesters 1 cooperate with each other in working and running, are listed.

(B1) The plurality of harvesters 1 that work and run in cooperation automatically run in the same running pattern. For example, when a reciprocating travel pattern is set for one harvester 1, a reciprocating travel pattern is also set for the other harvester 1.

(B2) When the swirl traveling pattern is set, when one harvester 1 leaves the working traveling in the work target area CA and enters the outer peripheral region SA, the other harvesting machine 1 travels on the outer side. Select a route element. As a result, instead of leaving the planned travel route of the detached harvester 1, the travel route element to be traveled by the detached harvester 1 is preempted.

(B3) When the swirl running pattern is set, when the separated harvester 1 returns to the working run in the work target area CA, it is far from the harvester 1 during the work run and is not working. Select a travel path element with attributes.

(B4) When the spiral traveling pattern is set and the length of the traveling path element to be selected becomes short, the working traveling is executed by only one harvesting machine 1, and the remaining harvesting machine 1 performs the working traveling. Withdraw from.

(B5) When the swirl running pattern is set, in order to avoid the risk of collision, a plurality of harvesters 1 run from a set of running path elements parallel to the side of the polygon indicating the outer shape of the work target area CA. Prohibit selecting elements at the same time.

(B6) When the reciprocating travel pattern is set, when one of the harvesters 1 is traveling in a U-turn, the other harvester 1 is in the outer peripheral region SA where the U-turn is executed. It is automatically controlled so as not to enter.

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

(B8) Determining the timing of withdrawal from work driving in the work target area CA for harvesting discharge and refueling, and selection of travel route elements are not only determined by the margin and the travel time to the parking position. This is performed on condition that the plurality of harvesters 1 do not leave at the same time.

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

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

Further, in this work vehicle automatic traveling system, when the work target area CA is large, the work target area CA is divided into a plurality of sections, and control based on the rule that at least one harvester 1 runs the work in each section is also possible. Will be done. The work of dividing the work target area CA into a plurality of sections and running the work is called a middle division work, and the division area for dividing the work target area CA into a plurality of sections with a predetermined width is called a middle division area. In the division work in this system, the area setting unit 44 sets the work target area CA as a plurality of sections obtained by dividing the work target area CA into a plurality of areas. The route management unit 60 sets the travel path element group, which is an aggregate of a large number of travel route elements constituting the travel route covering each division divided by the middle division region, and the outer peripheral region SA and the middle division region. The orbital path element group, which is an aggregate of the orbital path elements constituting the orbiting path, is managed so as to be readable. Therefore, the route element selection unit 63 should travel next based on the position of the own vehicle and the working traveling state of the other vehicle so that each of the sections is worked and traveled by one or a plurality of harvesters 1. The next travel route element or the next circuit route element is selected from the travel route element group or the circuit route element group. Further, the other vehicle positional relationship calculated by the other vehicle positional relationship calculation unit 56 includes the first positional relationship that maintains the work vehicle distance of the first distance or more that can avoid contact between the harvesters 1 and the other vehicle from the own vehicle. It includes a second positional relationship for maintaining a work vehicle interval of a second distance or less at which the work running state of the vehicle can be visually recognized. As a result, it is possible not only to avoid contact between the harvesters 1 but also to prevent other harvesters 1 from coming out of the range visible to the observer on board the harvester 1.

Hereinafter, a working mode by the harvester 1 in the middle division work will be described with reference to FIGS. 24 and 25. FIG. 24 is an explanatory diagram showing the middle of the middle division process in which a band-shaped middle division area CC is formed in the center of the work target area CA and the work target area CA is divided into two sections CA1 and CA2. Reference numeral 25 is an explanatory diagram showing the end of the middle division process. In this embodiment, the master harvester 1 m forms the middle division region CC. While the master harvester 1 m is performing the middle division, the slave harvester 1s performs a work run in the section CA2, for example, in a reciprocating run pattern. Prior to this work run, a run path element group for the compartment CA2 is generated. At that time, the traveling path element corresponding to one work width on the CC side of the middle division area of the section CA2 is prohibited from being selected until the middle division process is completed, and the master harvester 1 m and the slave harvester 1s are in contact with each other. To avoid.

When the middle division process is completed, the master harvester 1m is controlled to run like a single work run using the travel path element group calculated for the compartment CA1, and the slave harvester 1s is calculated for the compartment CA2. The running is controlled like a single work running by using the running path element group. If either harvester 1 completes the work first, it enters the section where the work remains and the coordinated control between 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 further large, the field is divided in a grid pattern as shown in FIG. 26. This middle division can be performed by the master harvester 1 m and the slave harvester 1s. The work by the master harvester 1 m and the work by the slave harvester 1s are divided into the sections formed by the grid-like middle division, and the work running by the single harvester 1 is carried out in each section. However, the traveling route element is selected on the condition that the distance between the master harvester 1 m and the slave harvester 1s does not exceed a predetermined value. This is because if the slave harvester 1s is too far from the master harvester 1 m, it becomes difficult for the observer on board the master harvester 1 m to monitor the work running of the slave harvester 1s and to communicate the status information with each other. 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 heads to the section in charge of the other harvester 1 in order to support the work of the other harvester 1. It may be automatically driven, or it may be automatically driven toward the next section in charge of the own vehicle.

Since the parking position of the carrier CV and the parking position of the refueling vehicle are outside the outer peripheral region SA, the traveling route for harvest discharge and refueling becomes longer depending on the section where the work is being carried out. Running time is wasted. For this reason, a travel route element and a circuit route element that carry out work travel of the section serving as a passage are selected when traveling to and from the parking position and returning from the parking position.

[Fine adjustment of parameters such as work equipment group during cooperative automatic driving]
When the master harvester 1 m and the slave harvester 1s work in cooperation with each other, a monitor is usually on board the master harvester 1 m, so that the master harvester 1 m is a communication terminal as needed. Through 4, the value of the parameter for the vehicle traveling equipment group 71 and the working equipment 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 equipment group 72 of the master harvester 1 m also in the slave harvester 1s, as shown in FIG. 27, the parameters of the master harvester 1 m to the slave harvester 1s. It is possible to adopt a configuration that can adjust. However, there is no problem even if the communication terminal 4 is also provided in the slave harvester 1s. This is because the slave harvester 1s may also be used as a master harvester 1m even when it is independently automatically driven.

The communication terminal 4 shown in FIG. 27 has a parameter acquisition unit 45 and a parameter adjustment command generation unit 46. The parameter acquisition unit 45 acquires the equipment parameters set by the master harvester 1m and the slave harvester 1s. As a result, the set values of the device parameters of the master harvester 1 m and the slave harvester 1s can be displayed on the display panel portion of the touch panel 41 of the communication terminal 4. The observer on board the master harvester 1 m inputs the device parameter adjustment amount for adjusting the device parameters of the master harvester 1 m 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 monitor may directly adjust the equipment parameters of the master harvester 1 m by using various operating tools equipped on the master harvester 1 m. The equipment parameters are divided into traveling equipment parameters and working equipment parameters. The traveling equipment parameters include the vehicle speed and the engine speed, and the working equipment parameters include the height of the harvesting section 15 and the height of the reel 17. It has been.

As described above, the other vehicle position relationship calculation unit 56 has a function of calculating the current position and the actual vehicle speed of the harvester 1 based on the positioning data obtained by the satellite positioning module 80. In cooperative automatic driving, this function is used to compare the actual vehicle speed based on the positioning data of the preceding harvester 1 in the same direction with the actual vehicle speed based on the positioning data of the following harvester 1, and if there is a difference in vehicle speed. , The vehicle speed is adjusted so that the vehicle speed of the succeeding harvester 1 becomes the vehicle speed of the preceding harvester 1. As a result, abnormal approach or contact due to the difference in vehicle speed between the preceding harvester 1 and the succeeding harvester 1 is avoided.

The communication processing unit 70 of the harvester 1 and the communication control unit 40 of the communication terminal 4 can be provided with a communication communication function for sending a call or mail to a registered mobile communication terminal such as a mobile phone. When such a communication call function is provided, when the stored amount of the harvest exceeds a predetermined amount, a call (artificial) to the driver of the carrier CV to which the harvest is discharged is to discharge the harvest. Voice) or mail is sent. Similarly, when the remaining amount of fuel becomes less than a predetermined amount, a call (artificial voice) or an email to request refueling is sent to the driver of the refueling vehicle.

[Another Embodiment]
(1) In the above-described embodiment, the description of automatic driving is performed on the premise that a sufficient space is secured for both U-turn driving in reciprocating driving and α-turn driving in spiral driving by prior lap running. Did. However, in general, the space required for U-turn running is wider than the space required for α-turn running, and it is possible that the space required for U-turn running is not sufficient in the preliminary lap running. For example, as shown in FIG. 28, when the work is performed by one harvester 1, there is a possibility that the divider or the like may come into contact with the ridges and break the ridges when making a U-turn. Therefore, when the reciprocating travel pattern is set as the travel pattern, first, when the work travel is started, the work travels automatically at least around the outermost circumference of the work target area CA, and the outer peripheral region SA is expanded to the inner circumference side. .. As a result, even if the width of the outer peripheral region SA formed by the prior orbital running is insufficient for the U-turn, the U-turn can be performed without any problem thereafter. In addition, when the harvester 1 is parked in the specified parking position for discharging the harvested material to the work support vehicle parked around the field, the harvester 1 is placed in the parking position for efficient work. It is necessary to stop the vehicle with a certain degree of accuracy and in a posture (orientation) suitable for support work. This is the same whether it is automatic driving or manual driving. If, as shown in FIG. 28, the peripheral area PP including the parking position faces the U-turn route group, the outer peripheral line of the outer peripheral line of the work target area CA on the side where the U-turn is performed is reciprocated. If the outer peripheral area SA is narrow, the harvester 1 may rush into the work target area CA, which is an unworked area, and damage crops, etc., or contact the ridges and break the ridges. There is sex. Therefore, it is preferable to perform additional lap running (additional lap running) before starting the running work of the work target area CA by reciprocating running. Such additional laps may be performed according to the instructions of the observer, or may be performed automatically. As described above, the preliminary lap running for creating the outer peripheral region SA is usually performed in a spiral shape for a plurality of laps. Since the outermost orbital travel route is complicated and differs from field to field, artificial steering is adopted. Subsequent laps are performed by automatic steering or artificial steering.

Since the traveling route for the additional lap traveling can be calculated based on the traveling locus of the harvester 1 in the preliminary lap traveling, the external shape data of the work target area CA, and the like, automatic steering is possible. Hereinafter, an example of the flow of additional lap running in automatic running will be described with reference to FIG. 28.
<Step # 01>
The field is divided into an outer peripheral area SA where the harvesting work has been completed and a work target area CA where the harvesting work is to be performed by the prior orbital running. After the pre-lap run, as shown in step # 01 of FIG. 28, the peripheral region PP and the U-turn route group UL are located at the same portion in the peripheral region SA. The width of the portion of the outer peripheral region SA where the U-turn route group UL is set is not expanded only by the reciprocating travel. Therefore, in order to expand the width of this portion, the additional lap run shown in step # 02 of FIG. 28 is executed automatically or based on the instruction of the observer.
<Step # 02>
In this additional lap running, a plurality of lap running path elements constituting a lap running path for a rectangle having the leftmost running path element Ls and the rightmost running path element Le opposite to each other, which are linear running path elements for reciprocating running. (Thick line in FIG. 28) is calculated. Here, the orbiting traveling route element includes a traveling route element Ls, a traveling route element Le, a traveling route element Ls connecting the upper ends of the traveling route element Ls and the traveling route element Le, a traveling route element Ls, and a traveling route element. It consists of a traveling path element that connects the lower ends of Le to each other. When the automatic traveling is started, the orbiting traveling route element suitable for this additional orbiting traveling route is selected by the route element selection unit 63, and the automatic traveling (working traveling in the orbiting traveling) is executed.
<Step # 03>
As shown in step # 03 of FIG. 28, by this additional lap running, the outer peripheral region SA is expanded, and a space for one or more working widths is newly created in the peripheral region of the parking position. Next, the work target area CA is reduced by the working width of the number of laps in this additional lap run, so that the work target area CA is reduced for the leftmost travel path element Ls and the rightmost travel path element Le. Move inward by the amount. Then, the work travel path according to the U-turn travel pattern is determined for the new work target area CA which is a rectangle with the moved travel path element Ls and the travel path element Le as opposite sides, and the new work target area CA Automatic work running is started.

In step # 01 of FIG. 28, the parking position may not be positioned so as not to face the U-turn traveling path, and for example, the parking position may be positioned facing the leftmost traveling path element Ls. In this case, since the reciprocating travel in which the travel route element Ls is first selected is performed, the peripheral area of the parking position is expanded, so that the above-mentioned additional lap travel is no longer executed. Alternatively, only one additional lap may be performed.

Further, even in the case where the work running is coordinated by a plurality of harvesting machines 1, the above-mentioned additional lap running may be automatically performed. In the case of collaborative work, if reciprocating running is set as a running pattern and the parking position is set to a position facing the U-turn running path, immediately after the start of working running, multiple laps (about 3 to 4 laps) are set. Additional laps are automatically performed. As a result, the work target area CA is reduced, and a large space is secured on the inner peripheral side of the parking position. Therefore, even if one harvester 1 is parked at the parking position, the other harvester 1 can make a U-turn on the inner peripheral side of the parking position or make a U-turn on the inner peripheral side of the parking position with a margin. Can pass.

(2) In the above-described embodiment, when the reciprocating travel pattern is set, the parking position for work on the support vehicle such as the transport vehicle CV is set in the region where the U-turn travel is performed in the outer peripheral region SA. If so, the harvester 1 different from the harvester 1 stopped for the discharge work or the like is selected as a traveling route element that stops and waits until the end of the discharge work or the like or bypasses the parking position. It was configured to be used. However, in such a case, when automatic driving (working driving) is started in order to secure sufficient space for U-turn driving on the inner peripheral side of the parking position, one or more vehicles are used. The harvester 1 may be configured to automatically make several laps around the outer peripheral portion of the work target area CA.

(3) In the above-described embodiment, it is considered that the work width of the master harvester 1 m, which is the first work vehicle, and the slave harvester 1s, which is the second work vehicle, are the same, and the setting and selection of the traveling route element are performed. explained. Here, when the working width of the master harvester 1 m and the working width of the slave harvester 1s are different, how the traveling path element is set and selected will be described with two examples. The working width of the master harvester 1 m will be described as the first working width, and the working width of the slave harvester 1s will be described as the second working width. Specifically, the first work width is set to "6" and the second work width is set to "4" for easy understanding.

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

It is assumed that the master harvester 1 m departs from the travel path element of route number 17, and the slave harvester 1s departs from the travel route element of route number 12. As shown in FIG. 6, the route element selection unit 63 has a function of selecting a travel route element of the slave harvester 1s and a first route element selection unit 631 having a function of selecting a travel route element of the master harvester 1 m. It is divided into a second path element selection unit 632 having. When the route element selection unit 63 is constructed in the control unit 5 of the master harvester 1 m, the next travel route element selected by the second route element selection unit 632 is the communication processing unit 70 of the master harvester 1 m and the slave harvester. It is given to the route setting unit 64 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 does not necessarily coincide with the traveling path element, and if there is a deviation, automatic traveling control is performed in consideration of the deviation.

As shown in FIG. 29, the first route element selection unit 631 has a region (whether not run or already run) that is an integral multiple of the first work width or the second work width, or the first work width. The next travel route element is selected from the travel route element group that has not been traveled so as to leave the total area of the integral multiple and the integer multiple of the second work width (whether it has not been traveled or has already been traveled). The selected next travel route element is given to the route setting unit 64 of the master harvester 1 m. Similarly, the second route element selection unit 632 is a region of an integral multiple of the first work width or the second work width (whether it has not been run or has already been run), or an integral multiple of the first work width and the second work width. The next travel route element is selected from the travel route element group that has not been traveled so as to leave the total area (whether it has not been traveled or has already been traveled) with an integral multiple of.

That is, after the master harvester 1 m 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 reached. , The untraveled area having a width of an integral multiple of the first working width or the second working width will continue to be left. However, in the end, an unworked area having a narrow width smaller than the second working width may remain, and such an unworked area remaining at the end is the master harvester 1 m or the slave harvester 1s. Work is run on either.

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

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

As shown in FIG. 30, the master harvester 1m first travels on the travel path element of the route number Y1 first selected by the first route element selection unit 631. However, since the travel path element group shown in FIG. 30 is initially calculated with the first working width as the interval, the second working width is narrower than the first working width for the slave harvester 1s. The position coordinates of the travel route element of the route number X1 first selected by the route element selection unit 632 are corrected in order to fill the difference between the first work width and the second work width. That is, the traveling route element of the route number X1 is corrected outward by 0.5 times the difference between the first working width and the second working width (hereinafter, this difference is referred to as a width difference) (FIG. 30). , # 01). Similarly, the route numbers Y2, X8, and Y8, which are the next travel route elements selected with the travel of the slave harvester 1s, are also modified (FIGS. 30, # 02, # 03, and # 04). The master harvester 1m travels from the original route number Y1 to the travel route elements of the route numbers X9 and Y9 (FIGS. 30, # 03 and # 04), but the travel route element of the route number X2 selected next. Since the slave harvester 1s is running on the outside thereof, the position is corrected by the width difference (FIG. 30, # 04). When the travel path element of the route number X3 is selected for the slave harvester 1s, the slave harvester 1s is already traveling on the travel route element of the route number X1 located outside the route number X3. , The position is corrected by 1.5 times the width difference (FIG. 30, # 05). In this way, the difference between the first working width and the second working width is sequentially phased out according to the number of the traveling path elements on which the slave harvester 1s has traveled outside the selected traveling path elements. In order to kill, the position of the selected travel path element is corrected (FIG. 30, # 06). Here, the position correction of the travel route element is performed by the route management unit 60, but it 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 FIGS. 29 and 30, it is assumed that the first route element selection unit 631 and the second route element selection unit 632 are constructed in the control unit 5 of the master harvester 1 m. However, it is also possible that the second path element selection unit 632 is constructed in the slave harvester 1s. At that time, the slave harvester 1s receives the data indicating the travel path element group, and the first route element selection unit 631 and the second route element selection unit 632 exchange themselves with each other while exchanging the travel route elements selected. It is advisable to select the next travel path element of and make the necessary position coordinate correction. Further, the route management unit 60, the first route element selection unit 631, and the second route element selection unit 632 are all constructed in the communication terminal 4, and the selected travel route element is sent from the communication terminal 4 to the route setting unit 64. Configuration is also possible.

(4) The control function block described with reference to FIG. 6 in the above-described embodiment is merely an example, and each functional unit can be further divided or a plurality of functional units can be integrated. Further, the functional unit is divided into a control unit 5 as an upper control device, a communication terminal 4, and a management computer 100. The distribution of this functional unit is also an example, and each functional unit is assigned to an arbitrary upper control device. It is also possible to sort. If the upper control devices are connected so that data can be exchanged, the data can be distributed to another upper control device. For example, it is possible to construct all the functions of the communication terminal 4 on the master harvester 1 m. Further, in the control function block diagram shown in FIG. 6, the other vehicle position relationship calculation unit 56 is built in the control unit of the harvester 1, but may be built in the communication terminal 4. In this case, information such as the current position of each harvester 1, the currently traveling (selected) travel path element, and the like is sent from each harvester 1 to the communication terminal 4. On the contrary, the other vehicle positional relationship calculated by the other vehicle positional relationship calculation unit 56 is sent to the work state evaluation unit 55 of each work vehicle 1. Further, in the control function block diagram shown in FIG. 6, the work area data input unit 42, the external data generation unit 43, and the area setting unit 44 are constructed in the communication terminal 4 as the first travel route management module CM1. .. Further, the route management unit 60, the route element selection unit 63, and the route setting unit 64 are constructed in the control unit 5 of the harvester 1 as the second travel route management module CM2. Instead of this, the route management unit 60 may be included in the first travel route management module CM1. Further, the external 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 constructed in the control unit 5, or all of the second travel route management module CM2 may be constructed in the communication terminal 4. It is convenient to construct the communication terminal 4 in which as many control function units as possible related to travel route management can be taken out because the degree of freedom in maintenance and the like is increased. The distribution of the functional unit is limited by the processing capacity of the communication terminal 4 and the control unit 5 and the communication speed between the communication terminal 4 and the control unit 5.

(5) 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 not only to automatic driving but also to manual driving, and of course, it is also possible to operate a mixture of automatic driving and manual driving.

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

(7) In the above-described embodiment, as shown in FIG. 6, a strip route element calculation unit 602 is provided in addition to the mesh route element calculation unit 601, and the strip route element calculation unit 602 provides a work target area. An example in which a traveling path element group, which is a group of parallel lines covering CA, is calculated is shown. However, the reciprocating travel may be realized by using the travel route element which is a mesh-shaped line group calculated by the mesh route element calculation unit 601 without providing the strip route element calculation unit 602.

(8) In the above-described embodiment, the parameters of the vehicle traveling equipment group 71 and the working equipment group 72 of the slave harvester 1s are changed based on the visual results of the observer when the cooperative traveling control is performed. An example is shown. However, it is configured so that the images (videos and still images taken at regular intervals) taken by the cameras mounted on the master harvester 1 m and the slave harvester 1s are displayed on the monitor mounted on the master harvester 1 m. Then, the observer may see this image, judge the working condition of the slave harvester 1s, and change the parameters of the vehicle traveling equipment group 71 and the working equipment group 72. Alternatively, the parameters of the slave harvester 1s may be changed in conjunction with the change of the parameters of the master harvester 1m.

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

(10) In the above-described embodiment, an example in which cooperative automatic driving is performed by two harvesters 1 is shown, but cooperative automatic driving by three or more harvesters 1 is also the same work vehicle automatic driving system and travel route management. It can be realized by the device.

In addition to the harvester 1 which is a normal combine harvester as a work vehicle, the work vehicle automatic traveling system of the present invention can be used as a self-removing combine harvester or corn harvester as long as it is a work vehicle capable of traveling while automatically working on the work site. It can also be applied to other harvesters 1 such as machines, tractors equipped with work devices such as tillers, paddy field work machines, and the like.

1: Harvester (working vehicle)
1m: Master harvester 1s: Slave harvester 4: Communication terminal 5: Control unit 41: Touch panel 42: Work area data input unit 43: External data generation unit 44: Area setting unit 50: Communication processing unit 51: Travel control unit 511 : Automatic driving control unit 512: Manual driving control unit 52: Work control unit 53: Own vehicle position calculation unit 55: Work state evaluation unit 56: Other vehicle position relationship calculation unit 60: Route management unit 63: Route element selection unit 64: Route setting unit 70: Communication processing unit 80: Satellite positioning module SA: Outer peripheral area CA: Work target area CC: Mid-division area

Claims (1)

A work vehicle automatic driving system for multiple work vehicles that work cooperatively on the work site.

Images