JP7247240B2 - Automated driving system for work vehicles - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic traveling system for a work vehicle that automatically travels the work vehicle on a work site.

As a work vehicle, a ground penetration device that transmits and receives electromagnetic radiation that penetrates the ground below the work vehicle, and a signal from the ground penetration device detects obstacles within the cutting depth range of the work device (work tool) below the machine body. A work device comprising an automatic object response control device having an object detection device for detecting the presence or absence of an object (undesirable object) and a work tool control device for controlling elevation of the work device based on a signal from the object detection device. is configured to prevent contact with obstacles on the work site (see Patent Document 1, for example).

Japanese Patent Publication No. 10-504079

With the automatic object response control system as described above, the work implement can be prevented from coming into contact with an obstacle present below the work vehicle. However, in the automatic object response control system as described above, the presence of the obstacle cannot be detected until the work vehicle reaches above the obstacle to be contacted to avoid. contact avoidance can be performed appropriately with plenty of time.

In view of this situation, the main object of the present invention is to enable an automatically traveling work vehicle to appropriately avoid contact of a work device with an obstacle with sufficient margin.

The first characteristic configuration of the present invention is
a positioning unit that measures the current position of the work vehicle;
an automatic traveling unit for automatically traveling the work vehicle;
a first sensor for detecting an obstacle whose detection range includes a laterally outward side of the work vehicle;
a second sensor for detecting obstacles whose detection range includes the front of the work vehicle;
a third sensor capable of three-dimensionally measuring the front of the work vehicle;
and a contact avoidance control section that performs contact avoidance control for avoiding contact with the obstacle based on detection information from the first sensor, the second sensor and/or the third sensor.

According to this configuration, in order to avoid contact between the working device and the obstacle, when the working accuracy of the working device is lowered around the obstacle (for example, the work is left unfinished), the above-mentioned obstacle By the object notification processing, a work manager, a worker, or the like who has a portable communication terminal can easily predict a decrease in work accuracy, and can quickly perform an appropriate auxiliary work for the decrease in work accuracy.

Diagram showing schematic configuration of automated driving system Block diagram showing the schematic configuration of the automated driving system A diagram showing an example of a target travel route Diagram showing the measurement range of each lidar sensor and the detection range of each ultrasonic sensor in a side view Diagram showing the measurement range of each lidar sensor and the detection range of each ultrasonic sensor in plan view The perspective view which shows the attachment location of a 1st ultrasonic sensor. Flowchart showing the control operation of the map data processing unit in the map data update process Flowchart showing the control operation of the contact avoidance control unit in the contact avoidance control Flowchart showing the control operation of the contact avoidance control section in the first contact avoidance process Flowchart showing the control operation of the contact avoidance control section in the second contact avoidance process The figure which shows the attachment location of the 2nd ultrasonic sensor in another embodiment.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which an automatic traveling system for a work vehicle according to the present invention is applied to a tractor, which is an example of a work vehicle, will be described below as an example of a form for carrying out the present invention, based on the drawings.
The automatic traveling system for work vehicles according to the present invention is applicable to other than tractors, for example, ride-on work vehicles such as riding lawn mowers, riding rice transplanters, combine harvesters, and snowplows, and unmanned working vehicles such as unmanned lawn mowers. can do.

As shown in FIGS. 1 and 2, the tractor 1 exemplified in this embodiment is configured to automatically travel on a work site S (see FIG. 3) or the like by an automatic travel system for work vehicles. This automatic traveling system includes an automatic traveling unit 2 mounted on a tractor 1 and a mobile communication terminal 3 set to communicate with the automatic traveling unit 2 . As the mobile communication terminal 3, a tablet-type personal computer, a smartphone, or the like having a touch-operable display unit 51 (for example, a liquid crystal panel) or the like can be adopted.

The tractor 1 is provided with a traveling body 7 having left and right front wheels (an example of a traveling section) 5 functioning as drivable steering wheels and left and right drivable rear wheels (an example of a traveling section) 6 . A front frame 27 and a bonnet 8 are arranged on the front side of the traveling body 7, and an electronically controlled diesel engine (hereinafter referred to as an engine) 9 equipped with a common rail system is provided inside the bonnet 8. It is A cabin 10 forming a boarding-type operating section is provided on the rear side of the bonnet 8 of the traveling body 7 .

A mower, which is an example of a working device 12, is connected via a three-point link mechanism 11 to the rear portion of the traveling body 7 so as to be able to move up and down. Thus, the tractor 1 is configured for mowing. A working device 12 such as a rotary tillage device, a plow, or a snow removal device can be connected to the rear portion of the tractor 1 instead of the mowing device.

As shown in FIG. 2, the tractor 1 includes an electronically controlled transmission 13 for shifting the power from the engine 9, a fully hydraulic power steering mechanism 14 for steering the left and right front wheels 5, and the left and right rear wheels 6. Left and right side brakes (not shown) for braking, an electronically controlled brake operation mechanism 15 that enables hydraulic operation of the left and right side brakes, and a work clutch (not shown) that intermittently transmits power to a working device 12 such as a lawn mower. ), an electronically controlled clutch operation mechanism 16 that enables hydraulic operation of the work clutch, an electrohydraulically controlled lifting drive mechanism 17 that drives the working device 12 such as a mower to move up and down, various types of automatic traveling of the tractor 1, etc. vehicle speed sensor 19 for detecting the vehicle speed of the tractor 1, steering angle sensor 20 for detecting the steering angle of the front wheels 5, and positioning for measuring the current position and current direction of the tractor 1 A unit 21 and the like are provided.

The engine 9 may be an electronically controlled gasoline engine with an electronic governor. A hydromechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), a belt-type continuously variable transmission, or the like can be adopted as the transmission 13 . As the power steering mechanism 14, an electric power steering mechanism 14 or the like having an electric motor may be employed.

Inside the cabin 10, as shown in FIG. 1, a steering wheel 38 that enables manual steering of the left and right front wheels 5 via a power steering mechanism 14 (see FIG. 2), a driver's seat 39 for passengers, and a touch panel. A formula display and various operating tools are provided. On both lateral sides of the front part of the cabin 10, there are stepping steps 41 for stepping on and off the cabin 10 (driver's seat 39).

As shown in FIG. 2, the in-vehicle electronic control unit 18 includes a shift control section 181 that controls the operation of the transmission 13, a braking control section 182 that controls the operation of left and right side brakes, and an operation of the working device 12 such as a mower. A work device control unit 183 that controls the , a steering angle setting unit 184 that sets the target steering angle of the left and right front wheels 5 during automatic traveling and outputs it to the power steering mechanism 14, and a preset target traveling route for automatic traveling It has a non-volatile in-vehicle storage unit 185 or the like that stores P (see FIG. 3, for example).

As shown in FIG. 2, the positioning unit 21 includes satellites for measuring the current position and current azimuth of the tractor 1 using GPS (Global Positioning System), which is an example of a satellite positioning system (NSS: Navigation Satellite System). A navigation system 22, and an inertial measurement unit (IMU) 23, which has a triaxial gyroscope, a tridirectional acceleration sensor, and the like, and measures the attitude, orientation, and the like of the tractor 1, and the like are provided. Positioning methods using GPS include DGPS (Differential GPS: relative positioning method), RTK-GPS (Real Time Kinematic GPS: interferometric positioning method), and the like. In this embodiment, RTK-GPS suitable for positioning of mobile units is adopted. Therefore, as shown in FIGS. 1 and 2, reference stations 4 that enable positioning by RTK-GPS are installed at known positions around the work site.

As shown in FIG. 2, the tractor 1 and the reference station 4 are provided with GPS antennas 24 and 61 for receiving radio waves transmitted from a GPS satellite 71 (see FIG. 1), and an antenna between the tractor 1 and the reference station 4, as shown in FIG. Communication modules 25, 62, etc. are provided that enable wireless communication of various data including positioning data in the. As a result, the satellite navigation device 22 receives the positioning data obtained by the GPS antenna 24 on the tractor side receiving radio waves from the GPS satellites 71, and the GPS antenna 61 on the base station side receiving the radio waves from the GPS satellites 71. Based on the obtained positioning data, the current position and current azimuth of the tractor 1 can be measured with high accuracy. Further, the positioning unit 21 includes a satellite navigation device 22 and an inertial measurement device 23 to measure the current position, current azimuth, and attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy. can be done.

The GPS antenna 24, the communication module 25, and the inertial measurement device 23 provided in the tractor 1 are accommodated in the antenna unit 80, as shown in FIG. The antenna unit 80 is arranged at an upper position on the front side of the cabin 10 .

As shown in FIG. 2, the mobile communication terminal 3 includes a terminal electronic control unit 52 having various control programs for controlling the operation of the display unit 51, etc., and positioning data between the communication module 25 on the tractor side and A communication module 55 or the like that enables wireless communication of various data including The terminal electronic control unit 52 includes a travel route generation unit 53 that generates a target travel route P (for example, see FIG. 3) for travel guidance for automatically traveling the tractor 1, and various input data entered by the user, It has a non-volatile terminal storage unit 54 and the like for storing the target travel route P and the like generated by the travel route generation unit 53 .

When the travel route generating unit 53 generates the target travel route P, a user including a driver and an administrator follows the input guidance for setting the target travel route displayed on the display unit 51 of the mobile communication terminal 3. and vehicle body data such as the type and model of the working device 12 are input, and the input vehicle body data are stored in the terminal storage unit 54 . A travel area R (see FIG. 3) for which the target travel route P is to be generated is set as a work area in the work area S, and the terminal electronic control unit 52 of the mobile communication terminal 3 acquires map data including the work area S. , the shape and position of the work site S are specified from the map data, and work place data including the travel area R specified from the shape and position of the work site S specified are acquired. FIG. 3 shows an example in which a rectangular running area R is identified.

When the work place data including the shape, position, etc. of the specified work place S is stored in the terminal storage unit 54, the travel route generation unit 53 stores the work place data and vehicle body data stored in the terminal storage unit 54. A target travel route P is generated using

As shown in FIG. 3, the travel route generator 53 divides and sets the travel region R into a central region R1 and an outer peripheral region R2. The central region R1 is set in the central portion of the traveling region R, and serves as a reciprocating work region in which the tractor 1 automatically travels in the reciprocating direction in advance to perform a predetermined work (for example, mowing). . The outer peripheral region R2 is set around the central region R1, and is a revolving work region in which the tractor 1 automatically travels in the revolving direction following the central region R1 to perform predetermined work. The traveling route generating unit 53 calculates the turning radius necessary for turning the tractor 1 at the work site S based on the turning radius, the longitudinal length of the tractor 1, the working width, etc., which are included in the vehicle body data. I'm looking for space. The travel route generator 53 divides the travel region R into a central region R1 and an outer peripheral region R2 so as to secure the required space around the outer periphery of the central region R1.

As shown in FIG. 3, the travel route generator 53 creates a target travel route P using vehicle body data, work site data, and the like. For example, the target travel path P includes a plurality of work paths P1 that have the same straight distance in the central region R1 and are arranged and set in parallel at regular intervals corresponding to the work width, and the end and start ends of the adjacent work paths P1. , and a circular path P3 (indicated by a dotted line in the drawing) formed in the outer peripheral region R2. A plurality of work paths P1 are paths for performing predetermined work while the tractor 1 travels straight. The turning path P2 is a U-turn path for changing the traveling direction of the tractor 1 by 180 degrees without the tractor 1 performing a predetermined work. are connected. The circuit route P3 is a route for performing a predetermined work while the tractor 1 is traveling in a circuit in the outer peripheral region R2. In the circuit route P3, the route portions located at the four corners of the traveling area R are route portions for changing the traveling direction of the tractor 1 by 90 degrees while appropriately performing forward traveling and backward traveling. Incidentally, the target travel route P shown in FIG. 3 is merely an example, and the type of target travel route to be generated can be changed in various ways according to vehicle body data, work site data, and the like.

The target travel route P generated by the travel route generation unit 53 can be displayed on the display unit 51, and is stored in the terminal storage unit 54 as route data associated with vehicle body data, work area data, and the like. The route data includes the azimuth angle of the target travel route P, the set engine rotation speed, the target travel speed, and the like, which are set according to the travel mode of the tractor 1 on the target travel route P and the like.

In this way, when the traveling route generation unit 53 generates the target traveling route P, the terminal electronic control unit 52 transfers the route data together with the map data from the mobile communication terminal 3 to the tractor 1, thereby The control unit 18 can obtain the route data along with the map data. The in-vehicle electronic control unit 18 automatically travels the tractor 1 along the target travel route P while acquiring its own current position (current position of the tractor 1) with the positioning unit 21 based on the acquired route data. can be done. The current position of the tractor 1 acquired by the positioning unit 21 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, at intervals of several seconds), and the current position of the tractor 1 is grasped by the mobile communication terminal 3. there is

Regarding the transfer of the route data, the entire route data can be transferred from the terminal electronic control unit 52 to the vehicle-mounted electronic control unit 18 at once before the tractor 1 starts automatic traveling. Further, for example, the route data including the target travel route P can be divided into a plurality of route portions each having a small amount of data and having predetermined distances. In this case, only the initial route portion of the route data is transferred from the terminal electronic control unit 52 to the in-vehicle electronic control unit 18 before the tractor 1 starts automatic traveling. After the start of automatic driving, each time the tractor 1 reaches a route acquisition point set according to the amount of data, etc., the route data only for the subsequent route portion corresponding to that point is sent from the terminal electronic control unit 52 to the vehicle electronic control unit. It may be transferred to unit 18 .

When starting the automatic traveling of the tractor 1, for example, after the user or the like moves the tractor 1 to the start point, when various automatic traveling start conditions are satisfied, the user displays the display unit on the mobile communication terminal 3. By operating 51 to instruct the start of automatic travel, the mobile communication terminal 3 transmits the instruction to start the automatic travel to the tractor 1 . As a result, in the tractor 1, the in-vehicle electronic control unit 18 receives the instruction to start automatic travel, so that the positioning unit 21 acquires the current position of the tractor 1 (the current position of the tractor 1), and moves to the target travel route P. Automatic travel control is started to automatically travel the tractor 1 along the road.

The automatic travel control includes an automatic transmission control for automatically controlling the operation of the transmission 13, an automatic braking control for automatically controlling the operation of the brake operation mechanism 15, an automatic steering control for automatically steering the left and right front wheels 5, and a lawn mower. includes an automatic control for work that automatically controls the operation of the work device 12 of .

In the automatic shift control, the shift control unit 181 controls the speed of the tractor 1 on the target travel route P based on the route data of the target travel route P including the target travel speed, the output of the positioning unit 21, and the output of the vehicle speed sensor 19. The operation of the transmission 13 is automatically controlled so that the vehicle speed of the tractor 1 can be obtained as the target traveling speed set according to the traveling mode or the like.

In the automatic braking control, the braking control unit 182 controls the left and right side brakes in the braking region included in the route data of the target travel route P based on the target travel route P and the output of the positioning unit 21. The operation of the brake operating mechanism 15 is automatically controlled so that the wheels 6 are properly braked.

In the automatic steering control, the steering angle setting unit 184 controls the target positions of the left and right front wheels 5 based on the route data of the target travel route P and the output of the positioning unit 21 so that the tractor 1 automatically travels along the target travel route P. A steering angle is obtained and set, and the set target steering angle is output to the power steering mechanism 14 . Based on the target steering angle and the output of the steering angle sensor 20, the power steering mechanism 14 automatically steers the left and right front wheels 5 so that the steering angle of the left and right front wheels 5 is obtained as the target steering angle.

In the automatic work control, the work device control unit 183 controls the tractor 1 to perform work such as the starting end of the work route P1 (see, for example, FIG. 3) based on the route data of the target travel route P and the output of the positioning unit 21. When the work device 12 reaches the start position, a predetermined work (for example, mowing work) is started, and the tractor 1 reaches the work end position such as the end of the work path P1 (see, for example, FIG. 3). Accordingly, the operations of the clutch operating mechanism 16 and the lifting drive mechanism 17 are automatically controlled so that the predetermined work by the working device 12 is stopped.

Thus, in this tractor 1, the transmission 13, the power steering mechanism 14, the brake operation mechanism 15, the clutch operation mechanism 16, the elevation drive mechanism 17, the vehicle electronic control unit 18, the vehicle speed sensor 19, the steering angle sensor 20, An automatic traveling unit 2 that automatically travels the tractor 1 along the target traveling route P based on the measurement information from the positioning unit 21 and the target traveling route P is configured by the communication module 25 and the like.

In this embodiment, not only can the tractor 1 automatically travel without a user or the like in the cabin 10, but it is also possible to automatically travel the tractor 1 with a user or the like in the cabin 10. Therefore, not only can the tractor 1 automatically travel along the target travel route P by the automatic travel control by the in-vehicle electronic control unit 18 without the user or the like boarding the cabin 10, but also the user or the like can board the cabin 10. Even in this case, the tractor 1 can be automatically traveled along the target travel route P by the automatic travel control by the in-vehicle electronic control unit 18 .

When a user or the like is on board in the cabin 10, the running state of the tractor is set to an automatic running state in which the tractor 1 is automatically run by the in-vehicle electronic control unit 18, and the tractor 1 is made to run based on the driving of the user or the like. It can be switched to and from the manual running state. Therefore, while the tractor is automatically traveling along the target traveling route P in the automatic traveling state, the traveling state of the tractor can be switched from the automatic traveling state to the manual traveling state. Conversely, while the tractor is traveling in the manual traveling state, the traveling state of the tractor can be switched from the manual traveling state to the automatic traveling state. For switching between the manual driving state and the automatic driving state, for example, a switching operation unit for enabling switching between the automatic driving state and the manual driving state can be provided in the vicinity of the driver's seat 39. The operation part can also be displayed on the display part 51 of the mobile communication terminal 3 . Further, when the user operates the steering wheel 38 during automatic travel control by the in-vehicle electronic control unit 18, the travel state of the tractor can be switched from the automatic travel state to the manual travel state.

As shown in FIGS. 1, 2, and 4 to 6, the tractor 1 detects the presence or absence of an obstacle Z around the tractor 1 (traveling body 7), and when the obstacle Z is detected, the work device 12 is equipped with a contact avoidance system 100 for avoiding contact with an obstacle Z. The contact avoidance system 100 includes a right sensor unit 103 for detecting an obstacle, which has two front and rear first ultrasonic sensors 103A and 103B that include detection ranges Na and Nb that include the outer right side of the tractor 1, and a sensor unit 103 for detecting an obstacle. A left sensor unit 104 for detecting an obstacle having two front and rear first ultrasonic sensors 104A and 104B whose detection ranges Na and Nb include the outside, and a bottom portion of the tractor 1 whose detection range M is on the front side of the working device 12. A second ultrasonic sensor 105 for obstacle detection set downward from 1A, a front lidar sensor 101 whose front side of the tractor 1 is set in the measurement range C, and the rear side of the tractor 1 is set in the measurement range D. It has a rear rider sensor 102, a map data processing unit 106 that updates map data, and a contact avoidance control unit 107 that performs contact avoidance processing to avoid contact between the work device 12 and the obstacle Z.

Each of the ultrasonic sensors 103A, 103B, 104A, 104B, and 105 measures the distance to the object by the TOF (Time Of Flight) method, which measures the distance to the object from the round trip time until the transmitted ultrasonic wave hits the object and bounces back. to measure. Based on the intensity of the reflected waves, the ultrasonic sensors 103A, 103B, 104A, 104B, and 105 detect that an object within the detection range is unevenness of the ground, grass, etc. that does not interfere with a predetermined work (for example, mowing work) by the work device 12. or an obstacle Z such as a manhole or a side ditch block that causes an obstacle.

As shown in FIGS. 1 and 4 to 6, the left sensor unit 104 is attached to the bottom surface of the left boarding/alighting step 41 arranged on the lower left side of the cabin 10 so as to face downward to the left with a small angle of depression. Thereby, the left sensor unit 104 is set so that the left outer side of the tractor 1 becomes the detection range N. As shown in FIG. The detection range N of the left sensor unit 104 is set to a wide range in the front-rear direction including the detection ranges Na, Nb of the two first ultrasonic sensors 104A, 104B arranged in the front-rear direction.
As shown in FIG. 5 , the right sensor unit 103 is attached to the bottom surface of the right step 41 arranged on the lower right side of the cabin 10 so as to face right and downward with a small depression angle. Thus, the right sensor unit 103 is set so that the detection range N is on the right outer side of the tractor 1 . The detection range N of the right sensor unit 103 is set to a wide range in the front-rear direction including the detection ranges Na, Nb of the two first ultrasonic sensors 103A, 103B arranged in the front-rear direction.
As shown in FIGS. 1 and 4 , the second ultrasonic sensor 105 is located on the bottom portion 27A of the front frame 27 located on the front side of the work device 12 of the tractor 1, on the left and right sides of the front end of the bonnet 8 on the rear side. mounted between the front wheels 5 of the Thereby, the detection range M of the second ultrasonic sensor 105 is set downward from the bottom portion 27A of the front frame 27 between the left and right front wheels 5 .

Each lidar sensor (LiDAR Sensor: Light Detection and Ranging Sensor) 101, 1
02 uses the TOF (Time Of Flight) method, which measures the distance to the object to be measured from the reciprocating time until the laser beam (for example, pulsed near-infrared laser beam) hits the object to be measured and bounces back. Measure the distance to an object. Each lidar sensor 101, 102 scans laser light vertically and horizontally at high speed, and sequentially measures the distance to the measurement object at each scanning angle, thereby measuring the distance to the measurement object in three dimensions. do. Each lidar sensor 101, 102 repeatedly measures the distance to the object to be measured within the measurement range in real time. Each lidar sensor 101 , 102 generates a three-dimensional image from the measurement results and outputs the image to the in-vehicle electronic control unit 18 . The three-dimensional images from the lidar sensors 101 and 102 can be displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3, thereby allowing the user or the like to see the front side of the tractor 1. The situation and the situation on the rear side can be visually recognized. Incidentally, in a three-dimensional image, for example, colors can be used to indicate the distance in the perspective direction.

As shown in FIGS. 1, 4, and 5, the front rider sensor 101 is arranged in a front-down posture in which the front side of the tractor 1 is viewed obliquely from above, at the left-right central portion of the front end portion of the roof 35 of the cabin 10. ing. Thus, the front lidar sensor 101 is set so that the front side of the tractor 1 becomes the measurement range C. As shown in FIG. The rear lidar sensor 102 is arranged in a left-right center portion of the rear end portion of the roof 35 of the cabin 10 so as to look down on the rear side of the tractor 1 obliquely from above. Thereby, the rear lidar sensor 102 is set so that the rear side of the tractor 1 becomes the measurement range D. As shown in FIG.
Incidentally, with respect to the measurement ranges C and D of the respective lidar sensors 101 and 102, cutting processing may be performed to limit the range in the left-right direction to a set range corresponding to the working width of the working device 12. FIG.

As shown in FIG. 2 , the map data processing section 106 and the contact avoidance control section 107 are provided in the in-vehicle electronic control unit 18 . The in-vehicle electronic control unit 18 is communicably connected to the electronic control unit for the engine included in the common rail system, the lidar sensors 101 and 102, and the sensor units 103 and 104 through CAN (Controller Area Network). It is

As shown in FIGS. 1, 2 and 4, the tractor 1 has a front camera 108 whose imaging range is the front side of the traveling body 7, and a rear camera 109 whose imaging range is the rear side of the traveling body 7. are provided. As with the front rider sensor 101 , the front camera 108 is arranged at the left-right central portion of the front end of the roof 35 of the cabin 10 in a front-down posture that looks down on the front side of the tractor 1 from obliquely upward. Like the rear lidar sensor 102, the rear camera 109 is arranged at the left-right central portion of the rear end portion of the roof 35 of the cabin 10 in a rearward-down posture that looks down on the rear side of the tractor 1 from obliquely upward. Images captured by the front camera 108 and the rear camera 109 can be displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3, so that the user or the like can see the surroundings of the tractor 1. can be visualized.

As shown in FIGS. 2 to 5, the map data processing unit 106 determines whether the left and right sensor units 103 and 104 are obstacles based on the positioning information from the positioning unit 21 and the detection information from the left and right sensor units 103 and 104 . Each time Z is detected, map data update processing is performed to update the map data by registering the detected obstacle Z in the map data in real time. The contact avoidance control unit 107 performs the above-described contact avoidance control in real time based on updated map data, positioning information from the positioning unit 21, and the like.

Based on the flowchart shown in FIG. 7, the control operation of the map data processing unit 106 in the map data update process will be described.
The map data processing unit 106 monitors detection information from the left and right sensor units 103 and 104, and determines whether or not the left or right sensor unit 103 or 104 has detected an obstacle Z such as a manhole. Presence/absence determination processing is performed (step #1).
When the map data processing unit 106 determines that the obstacle Z has been detected in the obstacle presence/absence determination processing, the map data processing unit 106 obtains the position information of the sensor units 103 and 104 that detected the obstacle Z included in the vehicle body data (for the tractor 1). mounting positions of the sensor units 103 and 104), distance information from the sensor units 103 and 104 to the obstacle Z included in the detection information from the sensor units 103 and 104, and positioning information from the positioning unit 21. Based on the positional information of the tractor 1 stored therein, an obstacle positional information obtaining process for obtaining the positional information of the obstacle Z in the work site S is performed (step #2).
Next, the map data processing unit 106 performs map data update processing for updating the map data by registering the obstacle Z in the map data based on the obtained positional information of the obstacle Z (step #3). Further, the map data processing unit 106 transmits the acquired positional information of the obstacle Z to the terminal electronic control unit 52, and generates map data for instructing the terminal electronic control unit 52 to update the map data stored in the terminal storage unit 54. Obstacle notification for updating command processing and displaying the updated map data on the display unit 51 of the mobile communication terminal 3 to notify the manager or the like who owns the mobile communication terminal 3 of the existence position of the obstacle Z such as a manhole. (steps #4 and #5), and then returns to step #1.

That is, for example, in a work site S where an obstacle Z such as a manhole exists as shown in FIGS. Occasionally, the left sensor unit 104 detects the obstacle Z, and based on this detection, the map data processing unit 106 performs the above-described obstacle position information acquisition processing and map data update processing, thereby performing contact avoidance control. Based on the updated map data and the positioning information from the positioning unit 21, the unit 107 determines the position of the obstacle Z on the work site S when the tractor 1 passes the side of the obstacle Z. can recognize that it exists. As a result, the contact avoidance control unit 107 can perform appropriate contact avoidance processes based on the contact avoidance control with sufficient time.

The control operation of the contact avoidance control unit 107 in the contact avoidance control will be described based on the flow charts shown in FIGS. As shown in FIG. 8, the contact avoidance control unit 107 first controls the deceleration of the tractor 1 by a set distance from the existing position of the obstacle Z based on the updated map data and the positioning information from the positioning unit 21. A deceleration position arrival determination process is performed to determine whether or not the position Pa (see FIG. 3) has been reached (step #10).
While the tractor 1 has not reached the deceleration position Pa in the deceleration position arrival determination process, the contact avoidance control unit 107 suspends the deceleration process of reducing the vehicle speed to the set speed for contact avoidance, and the tractor 1 reaches the deceleration position Pa. Deceleration processing is performed along with the arrival (step #11).
In addition, the contact avoidance control unit 107 controls the left and right front wheels 5 and the left and right rear wheels of the tractor 1 based on vehicle body data including tread (wheel distance), updated map data, and positioning information from the positioning unit 21 . 6 performs run-over determination processing for determining whether or not the robot 6 runs over the obstacle Z registered in the map data (step #12).
If the contact avoidance control unit 107 determines in the run-on determination process that the obstacle will not run over the obstacle, the contact avoidance control unit 107 detects the height of the obstacle Z based on the detection information from the second ultrasonic sensor 105, and controls the operation of the elevation drive mechanism 17. (step #13), and if it is determined to run over the obstacle Z, the height of the obstacle Z is detected based on the measurement information from the front rider sensor 101, and the operation of the elevation drive mechanism 17 is controlled. A second contact avoidance process is performed (step #14).
Then, when the first contact avoidance process or the second contact avoidance process is completed, the contact avoidance control unit 107 performs a vehicle speed return process for increasing the vehicle speed to the original vehicle speed before the deceleration process (step #15). After that, the process returns to step #10.

As shown in FIG. 9, in the first contact avoidance process, the contact avoidance control unit 107 first detects the signal from the second ultrasonic sensor 105 obtained when the second ultrasonic sensor 105 reaches above the obstacle Z. A first height detection process is performed to detect the height of the obstacle Z based on the detection information (step #20).
Then, the contact avoidance control unit 107 performs a first avoidance height setting process for setting the minimum contact avoidance height of the working device 12 suitable for the height of the detected obstacle Z, and the operation of the elevation drive mechanism 17. A first avoidance elevation process is performed to control and raise the working device 12 to the contact avoidance height (steps #21 and #22).
After that, the contact avoidance control unit 107 determines whether or not the working device 12 has passed over the obstacle Z based on the vehicle body data, the updated map data, and the positioning information from the positioning unit 21. Passage determination processing is performed (step #23).
Then, the contact avoidance control unit 107 performs first avoidance height maintenance processing for maintaining the work device 12 at the contact avoidance height while the work device 12 does not pass over the obstacle Z in the first passage determination processing. (step #24), and as the work device 12 passes above the obstacle Z, the work device 12 is lowered to the original work height position before the first avoidance rise processing is performed. Return processing is performed (step #25).
After that, the first contact avoidance process is terminated and the process proceeds to step #15.

As shown in FIG. 10, in the second contact avoidance process, the contact avoidance control unit 107 first detects when the left and right front wheels 5 run over the obstacle Z and the measurement information from the front rider sensor 101 changes. A second height detection process is performed to detect the height of the obstacle Z based on the change in the measurement information from the front rider sensor 101 (step #30). Incidentally, when both the left and right front wheels 5 run over the obstacle Z, the contact avoidance control unit 107 detects the height of the obstacle Z based on the height difference of the measurement information from the front rider sensor 101 at that time. . Further, when either the left or right front wheel 5 runs over the obstacle Z, the contact avoidance control unit 107 calculates the height of the obstacle Z based on the degree of inclination of the measurement information from the front rider sensor 101 at that time. detect.
Then, the contact avoidance control unit 107 performs a second avoidance height setting process for setting the minimum contact avoidance height of the working device 12 suitable for the height of the detected obstacle Z, and the operation of the elevation drive mechanism 17. A second avoidance rise process is performed to control and raise the working device 12 to the contact avoidance height (steps #31 and #32).
Thereafter, the contact avoidance control unit 107 determines whether or not the work device 12 has passed over the obstacle Z based on the vehicle body data, the updated map data, and the positioning information from the positioning unit 21. Passage determination processing is performed (step #33).
Then, the contact avoidance control unit 107 performs second avoidance height maintenance processing for maintaining the work device 12 at the contact avoidance height while the work device 12 does not pass over the obstacle Z in the second passage determination processing. (step #34), and as the work device 12 passes above the obstacle Z, the work device 12 is lowered to the original work height position before the second avoidance rise processing is performed. Return processing is performed (step #35).
After that, the second contact avoidance process is terminated and the process proceeds to step #15.

By the above control operation, the contact avoidance control unit 107 can detect the height of the obstacle Z by the second ultrasonic sensor 105 by preventing the left and right front wheels 5 from running over the obstacle Z, and 5 rides on the obstacle Z and the second ultrasonic sensor 105 becomes unable to detect the height of the obstacle Z. The risk of the device 12 coming into contact with the obstacle Z can be avoided.
Also, in order to avoid contact between the working device 12 and the obstacle Z, the working accuracy of the working device 12 around the obstacle Z may be degraded (for example, the mowing height of the mowing device may increase). , the above-described obstacle notification process allows the administrator or the like who owns the mobile communication terminal 3 to easily predict a decrease in work accuracy, and to perform an appropriate auxiliary work (for example, manual work) for the decrease in work accuracy. mowing work) can be performed quickly.
In addition, the vehicle speed until the tractor 1 reaches the deceleration position Pa can be increased by the deceleration process described above. As a result, the working device 12 can be prevented from coming into contact with the obstacle Z while improving work efficiency.

[Another embodiment]
Another embodiment of the present invention will be described.
It should be noted that the configuration of each embodiment described below is not limited to being applied alone, and can be applied in combination with the configurations of other embodiments.

(1) Another representative embodiment regarding the configuration of the work vehicle 1 is as follows.
For example, the work vehicle 1 may be configured with semi-crawler specifications having left and right crawlers instead of the left and right rear wheels 6 as the rear traveling portion.
For example, the work vehicle 1 may be configured to have a full-crawler specification in which left and right crawlers are provided as the traveling portion instead of the left and right front wheels 5 and the left and right rear wheels 6 .
For example, the work vehicle 1 may be configured to be electrically powered with an electric motor instead of the engine 9 .
For example, the work vehicle 1 may be configured as a hybrid specification including the engine 9 and an electric motor.
For example, the work vehicle 1 may be configured with a rear wheel steering specification in which the left and right rear wheels 6 function as steering wheels.
For example, the work vehicle 1 may be configured so that a plurality of work vehicles 1 run side by side using an automatic traveling system to perform work.
For example, instead of the cabin 10, the work vehicle 1 may be configured to include a protective frame extending from the traveling body 7 above the boarding space.
For example, the work vehicle 1 may be configured to have a mid-mount specification in which the work device 12 is vertically movable between the left and right front wheels 5 and the left and right rear wheels 6 .

(2) Another representative embodiment of the contact avoidance control unit 107 is as follows.
For example, in the contact avoidance control, the contact avoidance control unit 107 may be configured to perform a route correction process for correcting a part of the target travel route P so that the work vehicle 1 does not pass over the obstacle Z. good. In this configuration, the contact avoidance control unit 107 transmits part of the corrected target travel route P to the terminal electronic control unit 52, and corrects the target travel route P stored in the terminal storage unit 54. A route correction command process for commanding the control unit 52, and a target travel route P after correction is displayed on the display unit 51 of the mobile communication terminal 3 so that an administrator or the like who owns the mobile communication terminal 3 can see the target travel route after correction. A corrected route notification process for notifying P may also be performed.
For example, if the work vehicle 1 is of a mid-mount specification in which the work device 12 is vertically movable between the left and right front wheels 5 and the left and right rear wheels 6, the contact avoidance control unit 107 may be configured to use the second ultrasonic sensor. 105 or based on detection information from the rider sensor 101, when it is detected that the height of the obstacle Z exceeds the upper limit height of the work device 12, forced stop processing is performed to stop the traveling of the work vehicle 1. It may be a configuration.
For example, when the work device 12 is a ground type such as a rotary tillage device, the contact avoidance control unit 107 does not perform the above-described first avoidance height setting processing and second avoidance height setting processing. In the ascending process and the second avoidance ascending process, the work device 12 may be raised to a preset work standby ascending position.
For example, the contact avoidance control unit 107 detects the height of the obstacle Z based on the measurement information from the rear rider sensor 102 when it is determined in the run-on determination process that the traveling units 5 and 6 run over the obstacle Z. The second contact avoidance process may be performed to control the operation of the up-and-down drive mechanism 17 .

(3) Another representative embodiment of the first ultrasonic sensors 103A, 103B, 104A, 104B is as follows.
For example, the first ultrasonic sensors 103A, 103B, 104A, 104B may be arranged one each on the left and right sides of the work vehicle 1, or three or more may be arranged on each of the left and right sides of the work vehicle 1. may be
For example, the first ultrasonic sensors 103A, 103B, 104A, and 104B may be arranged on both left and right sides of the work vehicle 1 at regular intervals in the front-rear direction.

(4) The second ultrasonic sensor 105, for example, as shown in FIG. It may be arranged at a position on the front side of the running portions 5 and 6 .

1 work vehicle 1A bottom part 3 mobile communication terminal 2 automatic traveling unit 5 traveling part (front wheel)
6 Running part (rear wheel)
12 working device 17 lifting drive mechanism 21 positioning unit 54 storage unit (terminal storage unit)
101 rider sensor 102 rider sensor 103A first ultrasonic sensor 103B first ultrasonic sensor 104A first ultrasonic sensor 104B first ultrasonic sensor 105 second ultrasonic sensor 106 map data processing unit 107 contact avoidance control unit 185 storage unit ( in-vehicle memory)
C Measuring range (Lider sensor)
D Measuring range (lidar sensor)
M detection range (second ultrasonic sensor)
Na detection range (first ultrasonic sensor)
Nb detection range (first ultrasonic sensor)
Pa Deceleration position S Work area Z Obstacle

Claims (5)

a positioning unit that measures the current position of the work vehicle;
an automatic traveling unit for automatically traveling the work vehicle;
a non-contact second sensor for detecting obstacles whose detection range includes the front of the work vehicle;
a contact avoidance control unit capable of executing contact avoidance control for avoiding contact with the obstacle based on detection information from the second sensor;
The automatic traveling system for the work vehicle, wherein the second sensor is arranged below the bottom of the front frame of the work vehicle. The work vehicle is provided with a work device that can be moved up and down,
The contact avoidance control unit avoids contact between the work device and the obstacle,
2. The automatic traveling system according to claim 1, wherein the contact avoidance control is executed by performing elevation control of the working device. further comprising a first sensor for detecting an obstacle whose detection range includes a laterally outward side of the work vehicle;
The automatic driving system according to claim 1 or 2, wherein the contact avoidance control section executes the contact avoidance control based on detection information of the first sensor in addition to the detection information of the second sensor. The automatic traveling system according to any one of claims 1 to 3, wherein the second sensor is arranged on the front side of the traveling portion of the work vehicle. The automatic driving system according to any one of claims 1 to 4, wherein the second sensor is arranged on the front side of the front end of the front frame.

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