JP6749448B2 - Work vehicle support system - Google Patents

Description

The present invention relates to a work vehicle support system for a work vehicle that automatically travels on a work site.

BACKGROUND ART Attempts have been made to automatically drive a work vehicle that performs work while traveling. For that purpose, the work area to be worked must be recognized through map data or the like. For example, in the unmanned work method for a field work vehicle disclosed in Patent Document 1, first, an outer circumference teaching is performed in which the outer circumference of a field, which is a work area, is manually driven to make one round, and the map coordinates and reference traveling direction of the field are Calculated. Next, by setting a traveling work route for performing work traveling in the entire area of the field, the vehicle automatically travels on the route based on the position information in the field and the traveling direction information of the vehicle that is obtained momentarily. , Work traveling for all areas in the field is performed by automatic control. The field work vehicle handled in Patent Document 1 is a tractor that performs plowing work, leveling work, scraping work, and the like, and travels over the entire area in the field.

Patent Document 2 discloses a method of calculating a target traveling route of an automatic traveling rice transplanter that performs seedling planting work by repeating straight line work traveling. This rice transplanter is equipped with a GPS for measuring the vehicle body position. The starting point is the position of the GPS antenna when the teaching SW is pressed at the start of teaching, and the ending point is the position of the GPS antenna when the teaching SW is pressed at the end of teaching. And A reference line connecting the start point and the end point is calculated based on the obtained information of the start point and the end point, and a straight line parallel to this reference line (segment) and in consideration of the planting width is used for planting work traveling. It is generated as the target route of.

JP, 10-066406, A JP, 2008-67617, A

In Patent Document 1, the outer periphery teaching traveling of the work vehicle for automatically calculating the work traveling route is performed to obtain position information of the field section, and substantial field work is performed during the teaching traveling. I don't know. After the outer periphery teaching traveling, the traveling work route for the entire field section obtained by the outer periphery teaching traveling is calculated, and the actual automatic work traveling is carried out. For this reason, the larger the field to be worked becomes, the more time and fuel required for outer circumference teaching travel becomes a wasteful expense that cannot be ignored from the viewpoint of field work.

In Patent Document 2, whether or not work (seedling work) is performed during linear teaching traveling is not specified. Further, when calculating the work traveling route, only the work traveling route parallel to the linear reference line obtained by the linear teaching traveling can be calculated. Furthermore, since the map information of the entire field cannot be obtained during teaching travel, the number of round trip routes and the route length of the work travel route cannot be calculated in advance.
From such a situation of the conventional technique, a more effective technique for calculating an automatic work traveling route in a work place where an outline map is not prepared is desired.

The work vehicle support system according to the present invention is a vehicle position detection module that detects a vehicle position of a work vehicle, and a vehicle position that is acquired by the vehicle position detection module when traveling around an outer periphery of a scheduled work area. A non-working area contour map calculating unit that calculates a contour map of a non-working area within the scheduled work area from the data, and the non-working area contour map calculating unit is a locus point group corresponding to the vehicle position data. Using the center of gravity position as the reference center, a plurality of side elements near the reference center are calculated from the locus point group, and the polygon outer shape map of the unworked area is calculated from the side elements .

In this configuration, when the outer circumference of the work scheduled area is circulated in order to calculate the outer shape map (coordinate position) of the work scheduled area, work is also performed on the work scheduled area at the same time. In other words, by performing the initial work traveling (also teaching traveling) along the boundary line of the scheduled work area, the work in the outermost peripheral area of the scheduled work area is performed, and it is acquired by the vehicle position detection module during the initial work traveling. The coordinate position of the boundary line of the scheduled work area can be obtained from the own vehicle position data. From the coordinate position of the boundary line of the scheduled work area, the outline map of the unworked area, excluding the area where the work is completed by the initial work traveling, is calculated from the scheduled work area. Even in the teaching traveling for acquiring the coordinate position of the outermost peripheral area of the work scheduled area, the work is performed in the work scheduled area, so that the work efficiency is good.

In order to travel automatically in the unworked area, a target travel route suitable for the unworked area is required. Therefore, in the embodiment of the present invention, a route calculation unit that calculates a target traveling route for traveling in the unworked region based on the contour map calculated by the unworked region contour map calculation unit is provided. ing.

A suitable route for automatic work traveling in the unworked area varies depending on the state of the work target, for example, the growing state of the grain culm in the harvesting work of wheat or rice, even if the area shapes are similar. Therefore, in one of the preferred embodiments of the present invention, the route calculation unit is configured to generate a plurality of target traveling routes and output an optimal target traveling route based on a predetermined traveling condition. ing. As a result, the target travel route optimally adapted to the set travel conditions (travel speed, working time, presence/absence of inclination, etc.) is output, which makes automatic work traveling more reasonable. In particular, when the economic efficiency of the work is emphasized, it is preferable that the required traveling time is predicted and calculated for each of the plurality of target traveling routes, and the required traveling time is used as the traveling condition.

Judgment based on the experience of the operator is also important for determining the route of automatic work traveling in the unworked area. Therefore, in one of the preferred embodiments of the present invention, the route calculation unit generates a plurality of the target traveling routes, and the plurality of the target traveling routes are notified to the operator for selection. The required travel time is important as a criterion for the operator. From this, there is also an advantage in that the required travel time is predicted for each of the plurality of target travel routes, and the required travel time is reported in association with the plurality of target travel routes.

While executing the automatic work traveling along the target traveling route, there may be a situation where the target traveling route must be left for some reason. If, for example, the fuel is exhausted or the work vehicle is a combine, if the grain tank becomes full, a road such as a ridge must be approached for refueling and grain unloading. After that, the automatic work traveling is performed again by returning to the departure position of the target travel route. However, when the departure position is far away, it is more efficient to start the automatic work travel from the target travel route that reaches the shortest distance. Therefore, in one of the preferred embodiments of the present invention, when the work vehicle departs from the target travel route during the work travel to the unworked area using the target travel route, the work travel up to that time is performed. In the own vehicle position data acquired by the own vehicle position detection module, the outline map of the new unworked area is calculated, based on the newly calculated outline map and the current position of the work vehicle that has left, The target travel route for the work travel in the remaining unworked area is recalculated.

Agricultural work vehicles such as combine harvesters perform work such as harvesting in a work target area (field, etc.) while repeating reciprocating straight-line travel and direction-changing travel (generally, U-turn) therebetween. At that time, the work is performed in a straight line traveling, and is not performed in the direction change traveling. If the work target area is a rectangle such as a rectangle, the turning trajectory will be symmetrical between the straight-to-turning traveling trajectory and the turning-to-straight traveling trajectory, which facilitates steering control. is there. However, if the work target area is a non-rectangular shape such as a trapezoid, the turning trajectory will be asymmetrical between the straight-to-direction traveling trajectory and the direction-to-straight traveling trajectory. Is complicated, and the positional deviation after the direction change is likely to occur. In order to avoid this problem, in one of the preferred embodiments of the present invention, the target travel route is calculated as a unit traveling unit that is a combination of straight line work traveling and direction change non-working, and the direction change non-working is calculated as follows. , A simple U-turn traveling in which the U-turn approaching steering angle and the U-turn leaving steering angle match, and an auxiliary straight non-working traveling connecting the end point of the simple U-turn traveling and the end point of the straight-line working traveling Has been done. In this configuration, since the direction-change non-working traveling is composed of the simple U-turn traveling whose traveling loci are symmetrical and the straight traveling for adjustment, the steering control is simplified, and the displacement after the direction changing is less likely to occur.

Generally, a combine harvester that performs grain harvesting first performs swivel cutting along the outer circumference of the field, and harvests the inner area with the already cut area on the outer circumference used as a direction change area. If this cutting around is used as the above-mentioned initial work traveling (and teaching traveling), good working efficiency can be obtained. From this, in one of the suitable embodiments of the present invention, the work vehicle is a combine, and the orbiting work traveling of the outer periphery is a round cutting traveling for harvesting the grain stems.

It is an explanatory view for explaining the basic principle of the work vehicle support system according to the present invention. 1 is a side view of a combine, which is an example of a work vehicle equipped with a work vehicle support system according to the present invention. It is a top view of a combine. It is a plane sectional view showing the inside of the cabin of a combine harvester. It is a functional block diagram for explaining a control system of a combine in which a work vehicle support system was incorporated. It is a flowchart figure which shows an example of the work traveling control by the work vehicle assistance system. It is a travel route map showing an example of a target travel route for central work travel. It is a travel route map showing an example of a target travel route for central work travel. It is a travel route map showing an example of a target travel route for central work travel.

Before describing a specific embodiment of the work vehicle support system according to the present invention, a basic principle of the work vehicle support system, particularly a basic principle of calculating an outline map of a work scheduled area through teaching traveling will be described with reference to FIG. To do. In FIG. 1, a work scheduled area to be worked by a work vehicle equipped with this work vehicle support system is shown by a simple rectangle. The work vehicle includes a manual travel control unit that performs manual travel using a manual travel operation unit that includes a steering lever, an automatic travel control unit that performs automatic travel based on automatic travel information, and a vehicle that detects the position of the work vehicle. And a vehicle position detection module. The manual traveling operation unit is manually operated by an operator who is on board the work vehicle. The automatic traveling information includes traveling device information and working device information. The traveling device information includes steering control data and vehicle speed control data for automatically controlling the travel of the work vehicle so that the vehicle position detected by the vehicle position detection module matches the target traveling route. The work equipment information includes work control data for the work equipment for performing work to be performed while traveling on the target travel route.

A field is assumed here as the planned work area, and the outer periphery is bounded by fences and ridges. The work run for this field, for example, the harvest work run for rice and wheat, is divided into the first round work run along the outer circumference and the central work run for the unworked area left by the round work run. To be The round-trip work traveling is a work traveling along one side of the outer periphery of a polygon (a quadrangle in FIG. 1) and a turning traveling performed in a corner area of the polygon (the direction is changed by incorporating a backward movement: also called an α-turn). Can be divided into The round work traveling is performed under the manual traveling control, and the central working traveling is performed under the automatic traveling control.

At the time of a manual work traveling round trip, a vehicle position data group (for example, a circular traveling log including a latitude/longitude data group) indicating the vehicle position continuously detected by the vehicle position detection module is recorded as a round work traveling locus. To be done. The recorded data group of the vehicle position is virtually shown by a black dot in FIG. By adding the work width to this round work traveling locus, the map data of the worked area in the scheduled work area created through the round work traveling can be calculated. Further, the area located inside the worked area (lightly painted in FIG. 1) is an unworked area to be worked by the subsequent automatic work running. The outline map of this unworked area can be calculated from the map data of the worked area. In addition, as shown in a partially enlarged view of the circular work traveling locus in FIG. 1, when the circular work traveling is repeated a plurality of times, the data group of the vehicle position of the innermost peripheral traveling work is an outline map of an unworked area. It is used to calculate Of course, at this time, the data group of the vehicle position of the lap other than the innermost circumference work traveling is also used to complement the loss of the data group of the own vehicle position in the innermost circumference work traveling.

An example of an algorithm for calculating the outline map of the unworked area from the data group of the own vehicle position which is the orbital traveling log is shown below.
(1) Noise-related vehicle position data is removed from the orbiting traveling log, which is the traveling locus point group, by filtering, and only the data group considered to belong to the traveling locus is extracted.
(2) The position of the center of gravity of the extracted data group is calculated.
(3) The azimuth of each point of the extracted data group with respect to the center of gravity is calculated using the reference point (generally the end point of the work around the work vehicle) as a base point.
(4) From the calculated azimuth of each point, data for 360 degrees (for one round of the non-working area) with the center of gravity as the reference center is extracted as the processing target data.
(5) The extracted processing target data is divided into side elements belonging to each side of a polygon (a quadrangle in FIG. 1).
(6) The divided side elements of each side are linearly approximated, an approximate linear equation representing each side is calculated, and the intersection coordinates of each side are calculated.
(7) The outline map of the unworked area is calculated based on the reference position of the vehicle position on the vehicle body and the working width.

When the outline map of the unworked area is calculated, the target travel route for automatic work travel (central work travel) in the unworked area is calculated. In the example of FIG. 1, the target travel route includes reciprocating linear work traveling in the unworked area and directional turning traveling in the worked area for connecting the forward and return paths of the linear work traveling. The target travel route can be calculated according to the start point of the target travel route (central work travel start point), the direction of the straight work travel, the distance between the forward and return paths of the adjacent straight work travel, and the like. At that time, the movement between the paths connecting the forward path and the return path is performed by combining straight traveling and turning, and it is also possible to reverse the vehicle by moving backward. The time it takes from the start to the end of movement between routes depends on the movement distance and the presence/absence of forward/reverse switching. In a simple movement between routes such as a U-turn, the movement time is short, but the area required for turning becomes large. Further, in the movement between the switching paths, the area required for the movement is small, but the movement time is long. Basically, the movement between routes with the shortest movement time is adopted. However, various target routes can be calculated based on the flexibility of combinations of movements between various routes and the size of the outer peripheral region that is the completed region. Therefore, the following modes are prepared as a method for selecting a target travel route that is actually used from the calculated plurality of target travel routes.
Mode 1: A plurality of target travel routes are generated, a plurality of target travel routes are displayed on a monitor screen or the like, and the target travel route to be executed is determined by the operator's selection.
Mode 2: The required travel time when the generated target travel route is executed is predicted as one of the travel conditions, and the shortest target travel route is automatically selected.
Mode 3: A plurality of target travel routes are displayed together with the required travel time, and the target travel route to be executed is determined by the operator's selection.

Regarding the calculation of the target travel route including the straight travel and the direction change travel of the target travel route, the target travel route calculation algorithm differs depending on the type of transition from the straight travel to the direction change travel. In FIG. 1, as the direction-changing traveling, the turning traveling is adopted in the round work traveling in the manual traveling, and the U-turn traveling is adopted in the central working traveling. It is preferable to select which direction change travel is to be adopted according to the position and direction of the connected straight line travel, but the calculation condition may be limited to either direction change travel or one work. They may be mixed in the area.

In FIG. 1, the work target area is shown as a rectangle, but in reality, as shown in the partially enlarged view of FIG. 1, there are many cases in which the sides are inclined like a trapezoid. In such a case, if a direction-changing traveling route that directly connects the end of the outward route and the start end of the returning route for straight work traveling is connected by an arc route, the curvature of the U-shaped direction-changing traveling route continuously changes. Therefore, automatic traveling control becomes difficult. In order to deal with such a situation, as shown in the partially enlarged view of FIG. 1, the direction change traveling is a simple U-turn traveling in which the U-turn approach steering angle and the U-turn exit steering angle are the same, that is, the substantial Specifically, an algorithm for dividing into a semi-circle and an auxiliary straight line non-working run that connects the end point of the simple U-turn run and the end point of the straight line work run is adopted.

Next, one specific embodiment of the work vehicle support system according to the present invention will be described using an example of being mounted on a combine, which is an example of a work vehicle. FIG. 2 is a side view of the combine, and FIG. 3 is a plan view. The combine is a self-removing combine, and includes a crawler type traveling device 1 and a body frame 2 supported by the traveling device 1. A front part of the machine body frame 2 is provided with a mowing unit 3 capable of ascending and descending for cutting the planted grain culms. At the rear part of the machine body frame 2, a threshing device 11 for threshing the cut culms and a grain tank 12 for storing grain are arranged side by side in the left-right direction. A cabin 13 is provided at the front of the machine frame 2 and in front of the grain tank 12. The cabin 13 includes a ceiling panel 14. The engine 10 is arranged below the cabin 13. The grain tank 12 is provided with an unloader 15 that discharges the grain in the grain tank 12.

The reaping unit 3 is configured to be vertically swingable around a horizontally swinging horizontal swing axis. The mowing unit 3 includes a raising device 31 that causes planted grain culms, a mowing device 32 that trims the raised grain culms, and a conveying device 33 that conveys the stalks to the threshing device 11.

As shown in FIGS. 3 and 4, the cabin 13 is provided with a driver's seat 130. A front panel 131 is provided on the front side of the driver's seat 130, and a side panel 132 is provided on the left side of the driver's seat 130. On the front panel 131, for example, operation tools such as a steering lever (steering lever) 91 and a meter panel 133 that displays various kinds of information are arranged. On the meter panel 133, a work speed, engine rotation, a meter screen showing the remaining fuel amount, and the like are displayed. Further, a monitor 134 such as a liquid crystal panel for graphically displaying specific information is arranged on the upper left side in the cabin 13, for example. The monitor 134 displays a target travel route selection screen used for automatic work travel. On the side panel 132, for example, the main shift lever 92 and other operation tools are arranged. An unloader remote controller 135 is mounted on the side panel 132.

This combine is capable of not only manual traveling based on the operation of the control lever 91 and the main shift lever 92 but also automatic traveling along a set target route. As an operation tool related to automatic traveling, for example, an autopilot ON/OFF switch 90 and a teaching traveling ON/OFF switch 96 for instructing execution or suspension of automatic traveling are arranged on the side panel 132. Note that these switches may be replaced by software switches displayed on the monitor 134, or may be provided in both forms.

As shown in FIGS. 2 and 3, a vehicle position detection box 620 mounted on a bracket extending upward from a side end of the ceiling panel 14 is disposed above the cabin 13. The vehicle position detection box 620 contains an antenna, a computing device, etc. used for detecting the vehicle position. In this embodiment, satellite navigation and inertial navigation are adopted for the vehicle position detection.

FIG. 5 shows a control system constructed in this combine. This control system includes a first vehicle-mounted network 5A and a second vehicle-mounted network 5B. The first vehicle-mounted network 5A and the second vehicle-mounted network 5B are bridged by the relay unit 5C. In the first vehicle-mounted network 5A, functional elements that perform basic operation control of the combine, for example, an input signal processing unit 50, a manual travel control unit 52, a device control unit 53, an engine control unit 54, and a notification unit 55 are built. ing. In the second vehicle-mounted network 5B, functional elements related to automatic driving functioning as a work vehicle support system according to the present invention, for example, an automatic driving control unit 61, a vehicle position detection module 62, a contour map calculation unit 63, and a route calculation unit 64 are provided. Has been built. This work vehicle support system employs the basic principle described with reference to FIG.

The device control unit 53 includes a traveling device control unit 531 that gives a control signal to drive various operating devices for traveling (traveling device), and a work that gives control signals to various operating devices for work (working device) to drive. A device control unit 532 is included. As shown in FIG. 5, the traveling equipment and the working equipment are collectively referred to as the operating equipment 20. The engine control unit 54 gives control signals to the engine 10 for starting, stopping, adjusting the number of revolutions of the engine 10, and the like. The manual traveling operation unit 9 shown in FIG. 5 is a general term for operating tools operated by a person during work traveling of the combine, and includes a steering lever 91, a main shift lever 92, and the like. In this combine, the by-wire system is basically adopted, and the operation on the manual traveling operation unit 9 is input to the input signal processing unit 50 as an operation signal. The work state detection device 8 detects state information of the operating device 20, that is, work device information, and various sensors and switches (for example, switches for detecting engagement/disengagement of clutches of various work mechanisms) mounted on the combine. And vehicle speed sensor) etc. are included. The detection signal from the work state detection device 8 is also basically input to the input signal processing unit 50.

The notification unit 55 transmits a notification signal to the notification device 73 to notify various information to be given to the operator and the surroundings. The notification device 73 includes not only the monitor 134 but also various lamps inside and outside the body (for example, the notification lamp 731 shown in FIGS. 2 and 3) and the buzzer 732.

The manual traveling control unit 52 uses the signal input through the input signal processing unit 50 and the work device information from the work state detection device 8 to perform arithmetic processing and determination processing, and to operate the operation device 20 based on the manual operation. Generate data to control. The generated data is sent to the device control unit 53, and is converted and output from the device control unit 53 to the operating device 20 as a control signal. As a result, the operation of the operating device 20 corresponding to the manual operation is realized. For example, the direction change drive of the traveling device 1 is performed based on the direction change output signal, and the machine body traveling direction is changed.

The vehicle position detection module 62 includes a satellite navigation module 621 that detects a direction such as latitude and longitude using GNSS (GPS may be used), and its configuration is the positioning used in a car navigation system or the like. Similar to the unit. The vehicle position detection module 62 in this embodiment includes a gyro acceleration sensor and a magnetic sensor to detect the instantaneous movement (direction vector etc.) and direction of the work vehicle and to supplement the satellite navigation module 621. An inertial navigation module 622 incorporating a heading sensor is provided.

The outer shape map calculation unit 63 calculates an outer shape map of a field that is a target of automatic work traveling. When the teaching traveling ON/OFF switch 96 is turned ON, the teaching work mode for calculating the outer shape map is activated, and when the outer circumference of the field where rice and wheat are grown is manually run, the orbiting work traveling is performed. At this time, from the vehicle position data acquired by the vehicle position detection module 62, the contour map calculation unit 63 calculates a contour map of an unworked area in which automatic work traveling is to be performed. When the outline map is calculated, the route calculation unit 64 calculates the target travel route for traveling in the unworked area based on the outline map. When a plurality of target travel routes are calculated, an illustration schematically showing each target travel route is displayed on the screen of the monitor 134 together with the estimated travel time, and the operator is prompted to select it.

The automatic travel control unit 61 executes automatic travel based on the automatic travel information necessary for automatic travel. The automatic traveling information includes the deviation between the own vehicle position based on the own vehicle position data and the target traveling route, the deviation between the traveling direction of the own vehicle and the extending direction of the target traveling route, the preset vehicle speed, and the target traveling route. It includes the operation of the work device to be performed during traveling, the machine state information from the work state detection device 8, and the like. The automatic traveling control unit 61 supplies necessary control data to the equipment control unit 53 based on such automatic traveling information, and controls the traveling equipment and working equipment mounted on the combine.

In this embodiment, the relay unit 5C not only exchanges data between the first vehicle-mounted network 5A and the second vehicle-mounted network 5B, but also includes an input/output interface and a data processing unit for external devices. There is. Therefore, the relay unit 5C is connected to the notification light 731 as the notification device 73, the buzzer 732, the auto pilot ON/OFF switch 90, the teaching travel ON/OFF switch 96, and further, the automatic travel remote controller 95 is wirelessly connected. It is connected.

As shown in FIG. 2 and FIG. 3, the notification light 731 is a cylindrical lamp that is erected on the ceiling of the grain tank 12, and is lit during automatic traveling to indicate that the combine is automatically traveling. Can be informed. Similarly, the buzzer 732 can notify the surroundings that the combine is traveling for teaching work or is automatically traveling. During automatic traveling of the combine, since it is necessary to give a necessary minimum command to the combine from outside the combine, an automatic traveling remote controller 95 is prepared. The remote control 95 for automatic traveling is provided with, for example, an emergency stop button, an engine start button, and an automatic operation button, and externally gives a command for emergency stop of the combine, engine start, and automatic operation to the combine control system. be able to.

Next, an example in which the combine performs the cutting and harvesting work while automatically traveling in the field will be described with reference to the flowchart of FIG. First, the operator manually moves the combine to a start position where the orbiting work traveling is started (#10). The teaching traveling ON/OFF switch 96 is turned on (#12), and the circular traveling traveling as the headland work and the outer peripheral teaching traveling are simultaneously performed (#14). When a sufficient headland can be secured, the traveling traveling work is ended, and the teaching traveling ON/OFF switch 96 is turned OFF to stop the outer periphery teaching. When the teaching travel ON/OFF switch 96 is turned OFF (YES branch of #16), the outer shape of the unworked area of the field other than the headland is used by using the vehicle position data group acquired in the outer circumference teaching travel up to that point. The map is calculated (#20).

Since the mowing and harvesting work of the unworked area is performed by the automatic work running, one or more target travel routes in the unworked area are calculated (#22). The traveling speed is set for the calculated target traveling route, and the required traveling time is predicted (#24). If there are a plurality of calculated target travel routes, the operator selects the target travel route. If there is one calculated target travel route, the operator can check the target travel route illustration and predicted travel time on the monitor 134. It is displayed (#26). When the target travel route for the automatic work travel is determined (#28), the combine is moved to the start position of the automatic work travel (#30). When the combine reaches the start position of the automatic work traveling, the automatic pilot ON/OFF switch 90 is turned on (#32), and the automatic work traveling is started (#34).

In the case of emergency evacuation, the automatic work traveling can be stopped by using the operation of the control lever 91 as a trigger as described above, but normally it is ended by the OFF operation of the autopilot ON/OFF switch 90. .. In this flowchart, the transition control from automatic driving to manual driving, which is an emergency evacuation, is omitted. During the automatic work traveling, it is checked whether or not a command to stop the automatic traveling is given by the OFF operation of the auto pilot ON/OFF switch 90 (#36). When the OFF operation of the autopilot ON/OFF switch 90 is confirmed, it is further checked whether or not the work traveling on all the target traveling routes assigned to the unworked area is completed (#38). If the work traveling is not completed (NO branch of #38), it is considered that the route has left during the work, and the manual traveling control is performed. An example of this leaving run is a leaving run in which the vehicle body is moved to the transport vehicle waiting in the ridge for unloading the full grain tank 12 in the combine, which is one of the normally running runs. Yes (#40). Completion of departure traveling is confirmed again by turning on the autopilot ON/OFF switch 90 (#42). When the autopilot ON/OFF switch 90 is turned ON, that is, when the leaving traveling is completed (#42 YES branch), the position of the own vehicle of the combine at that time and the outline map of the unworked area left at the time of leaving Then, the target travel route including the restart position of the automatic work travel is recalculated (#44). The movement to the restart position of the automatic work traveling can be performed by the automatic traveling control, but can also be performed by the manual traveling control (#46). In any case, when the automatic work traveling restart position on the new target traveling route is reached, the automatic working traveling along the target traveling route as before is restarted (#48).

If the work traveling on all the target travel routes is completed in the check in step #38, the work in the planned work area is completed, and thus the harvesting work is completed.

[Another embodiment]
(1) In the above-described embodiment, when the deviation of the actual travel path of the work vehicle from the target travel route exceeds a predetermined value, or the overlap amount deviates from the preset overlap amount by a predetermined amount or more. In this case, the target travel route is newly calculated, but it is also possible to recalculate the target travel route at an arbitrary timing based on the judgment of the operator.
(2) In the above-described embodiment, the combine control system includes the first vehicle-mounted network 5A and the second vehicle-mounted network 5B that are bridged by the relay unit 5C. Alternatively, a single in-vehicle network may be used. If the first in-vehicle network 5A is used as an in-vehicle network for a conventional manually-operated vehicle, and if an automatic traveling function is added to the conventional manually-operated vehicle, the relay unit 5C bridges the second in-vehicle network 5B with a functional block relating to the automatic traveling. By constructing, there is an advantage that the vehicle-mounted network of the conventional manually-operated vehicle can be substantially used as it is.
(3) In the above-described embodiment, the manual traveling operation unit 9 is operated by the operator on the combine to manually travel, but the signal from the automatic traveling remote controller 95 is an input signal processing unit. It may be configured to be input to 50, and to be manually traveled by operating the automatic travel remote controller 95 by an operator outside the vehicle. In this case, it is preferable that a smartphone or a tablet terminal is adopted as a substitute for the monitor 134 and that the operator outside the vehicle operates the monitor 134.
(4)
In the above-described embodiment, as the target travel route for the automatic work travel (central work travel) after the outline map is calculated, the reciprocating linear work travel is connected by 180 degrees U-turn travel as shown in FIG. Things that went out were picked up. Hereinafter, examples of other target travel routes will be described.
(A) The target travel route shown in FIG. 7 travels in a quadrangle spiral shape from the outside toward the center, and the 90-degree corners connecting the straight routes are the reverse travel route in which reverse travel is combined. Has become. This switching route will be described. This turning-back traveling route is a first route r1 that travels forward from the entrance-side straight-line route L1 before entering the turning-back traveling route while curving in a substantially straight line shape or in a spiral direction (indicated by a straight line in the drawing). A second route r2 that travels backward at a steering angle in a direction, and a third route r3 that travels forward from the turning-back traveling route toward the next exit-side linear route L2. In addition, it is convenient that the second route r2 extends to a position where the third route r3 is substantially a straight line. In FIG. 7, the turning travel is shown only on the four outer circumferences, but it can be incorporated at all 90-degree corners.
(B) In the target travel route shown in FIG. 8, every two linear routes L1 to L6 arranged in parallel are connected by a 180 degree U-turn route. At that time, the 180-degree U-turn path crosses over one or more straight paths. That is, one or more linear paths are sandwiched between two linear paths connected by the U-turn path. In this target travel route, the straight route L1 is connected to the straight route L4 by the 180-degree U-turn route S1 sandwiching the two straight routes L2 and L3. Next, the straight path L4 is connected to the straight path L2 by the 180-degree U-turn path S2 sandwiching the straight path L3. Further, the straight line path L2 is connected to the straight line path L5 by a 180-degree U-turn path S3 that sandwiches the two straight line paths L3 and L4. As described above, since the 180-degree U-turn route is connected to the next straight route across one or more straight routes, the radius of curvature becomes large, which facilitates turning, resulting in high-speed running. Hold.
(C) The target travel route shown in FIG. 9 is a combination of the target travel route of FIG. 7 and the target travel route of FIG. That is, the turning travel route shown in FIG. 7 is used for the travel route on the outside thereof. The traveling route shown in FIG. 8 is used as the traveling route inside thereof, which is a traveling route using a 180-degree U-turn route sandwiching one or more straight routes.

INDUSTRIAL APPLICABILITY The present invention can be applied to self-removing combine harvesters, ordinary combine harvesters, or work vehicles such as rice transplanters and tractors.

20: Operating device 31: Raising device 32: Harvesting device 33: Conveying device 5A: First in-vehicle network 5B: Second in-vehicle network 5C: Relay unit 50: Input signal processing unit 52: Manual traveling control unit 53: Device control unit 531 : Traveling equipment control unit 532: Working equipment control unit 54: Engine control unit 55: Notification unit 61: Automatic traveling control unit 62: Own vehicle position detection module 620: Own vehicle position detection box 621: Satellite navigation module 622: Inertial navigation Module 63: Outline map calculation unit 64: Route calculation unit 73: Notification device 731: Notification light 8: Work state detection device 9: Manual traveling operation unit 90: Autopilot ON/OFF switch 91: Steering lever 92: Main shift lever 95: Remote controller for automatic driving 96: ON/OFF switch for teaching travel

Claims (9)

A vehicle position detection module that detects the vehicle position of the work vehicle by satellite navigation,
A non-working area contour map calculator that calculates a contour map of a non-working area in the work planning area from the vehicle position data acquired by the vehicle position detection module when traveling around the circumference of the work planning area and, with a,
The unworked area outer shape map calculation unit calculates a plurality of side elements near the reference center from the locus point group with the center of gravity of the locus point group corresponding to the vehicle position data as a reference center, and calculates the side elements from the side elements. A work vehicle support system for calculating a contour map of the polygonal unworked area . The work vehicle according to claim 1, further comprising: a route calculation unit that calculates a target travel route for performing work travel in the unworked area based on the outer shape map calculated by the unworked area outer shape map calculation unit. Support system. The work vehicle support system according to claim 2, wherein the route calculation unit generates a plurality of the target traveling routes and outputs an optimum target traveling route based on a predetermined traveling condition. The work vehicle support system according to claim 2, wherein the route calculation unit generates a plurality of the target traveling routes and notifies the plurality of the target traveling routes for selection by an operator. The work vehicle support system according to claim 3, wherein the required traveling time is predicted for each of the plurality of target traveling routes, and the required traveling time is used as the traveling condition. The work vehicle according to any one of claims 2 to 4, wherein the required travel time is predicted for each of the plurality of target travel routes, and the required travel time is reported in association with the plurality of target travel routes. Support system. When the work vehicle departs from the target traveling route during the work traveling to the unworked area using the target traveling route, the vehicle position data acquired by the vehicle position detecting module in the work traveling until then. From this, a new outline map of the unworked area is calculated, and based on the newly calculated outline map and the current position of the work vehicle that has left, the target travel route for work traveling in the remaining unworked area is re-established. The work vehicle support system according to any one of claims 2 to 6, which is calculated. The target travel route is calculated as a unit travel unit that combines linear work travel and direction change non-work travel,
The direction-changing non-working traveling is a simple U-turn traveling in which the U-turn approaching steering angle and the U-turn leaving steering angle are the same, and an assist for connecting the end point of the simple U-turn traveling and the end point of the straight-line working traveling. The work vehicle support system according to any one of claims 2 to 7, wherein the work vehicle support system is calculated by being divided into straight non-work traveling. The work vehicle support system according to any one of claims 1 to 8, wherein the work vehicle is a combine, and the orbiting work traveling of the outer periphery is a round cutting traveling for grain culm harvesting.

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