JP7315897B2 - Autonomous Driving System for Work Vehicles Using Unmanned Aerial Vehicles - Google Patents

Description

TECHNICAL FIELD The present invention relates to an autonomous traveling system for a working vehicle that performs agricultural work while autonomously traveling in a field, and more particularly to an autonomous traveling system provided with obstacle detection means for detecting obstacles while the working vehicle autonomously travels.

2. Description of the Related Art Conventionally, there has been known an autonomous traveling system for a work vehicle configured to autonomously travel in a field during agricultural work by acquiring position information using a satellite positioning system. For example, in Patent Document 1, in order to prevent an autonomously traveling work vehicle from coming into contact with an obstacle, obstacle detection means such as an infrared radar or a camera detects obstacles existing around the work vehicle. , discloses a technique for controlling a work vehicle to perform avoidance actions such as stopping or detouring in front of an obstacle.

In this way, an autonomous traveling system that employs technical means for avoiding obstacles by providing obstacle detection means has the advantage of being able to prevent contact between the work vehicle and obstacles. There is a disadvantage that farm work is interrupted at this time and work efficiency decreases. In particular, animals such as birds temporarily come and go within the detection range of the obstacle detection means, causing a decrease in work efficiency.

In order to solve this problem, the autonomous driving system described in Patent Document 1 adopts a camera as an obstacle detection means, and performs image processing on the image captured by the camera, so that the detected obstacle is an animal other than a person. When it is determined that this is the case, the farm work is continued by not causing the work vehicle to perform an evasive action, thereby preventing a decrease in work efficiency.

JP 2015-191592 A

However, in reality, it is difficult to quickly and reliably determine whether or not an animal should be avoided by processing the images captured by the camera during autonomous driving, which requires speed of image processing and accuracy of obstacle detection. It may be difficult from the point of view of Therefore, there is still a problem that the work vehicle performs an avoidance action against an animal such as a bird, resulting in a decrease in work efficiency.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an autonomous traveling system for a work vehicle that can make animals such as birds that exist around the work vehicle during autonomous travel retreat from the surroundings of the work vehicle.

In order to achieve the above object, the invention of claim 1 is
A work vehicle configured to be able to autonomously travel in a field using a positioning satellite system;
an unmanned flying object that flies along with the work vehicle;
The unmanned flying object comprises obstacle detection means and obstacle removal means for removing obstacles,
The obstacle detection means is configured to be able to acquire biometric information of the detected obstacle,
It is determined from the biological information whether the obstacle is an animal other than a human, and if it is determined that the obstacle is an animal other than a human, the unmanned flying object is flown to the position of the obstacle, and the obstacle is detected. Provided is an autonomous traveling system for a work vehicle characterized by performing control to remove an obstacle by an object removing means.

According to a second aspect of the invention, there is provided the autonomous traveling system according to the first aspect, wherein the obstacle removing means includes an inflatable body that is freely wound and inflatable by air supply.

The invention according to claim 3 is the autonomous traveling system according to claim 1 or claim 2, further acquiring a captured image from an imaging device provided on the working vehicle and/or the unmanned flying object, Equipped with an information terminal that displays
It is characterized in that, when an obstacle is detected by the obstacle detection means, whether or not to perform control to remove the obstacle by the obstacle removal means can be instructed by operating the information terminal.

According to the invention of claim 1, it is determined whether the obstacle is an animal other than a human based on the biological information acquired from the obstacle, and when it is determined that the obstacle is an animal other than the human, the unmanned flight is performed. By making the body fly to the position of the obstacle and performing control to remove the obstacle by the obstacle removing means, it is possible to judge whether the obstacle is an animal other than a human being such as a bird. Since animals such as birds that come and go around the vehicle can be repelled from around the work vehicle, it is possible to prevent a decrease in work efficiency.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, when the obstacle is an animal other than a human, the inflatable body that can be inflated by supplying air does not injure the animal. Since it can be retracted and the inflatable body can be freely wound, it can be stored compactly when not in use.

According to the invention of claim 3, in addition to the effects of the invention of claim 1 or claim 2, the operator can visually confirm whether the obstacle is an animal or not by using the information terminal, By operating the information terminal, it is possible to instruct whether or not to perform control for removing the obstacle by the obstacle removing means, thereby preventing the work vehicle from avoiding operation due to erroneous detection and performing the work efficiently. can be done.

FIG. 1 is an explanatory diagram showing the overall configuration of an autonomous driving system according to a first embodiment of the invention. FIG. 2 is a block diagram showing the configuration of the control device of the work vehicle of FIG. 1. As shown in FIG. FIG. 3 is an explanatory diagram for explaining the planned travel route of the work vehicle in the field. FIG. 4 is a diagram for explaining a configuration example of the unmanned air vehicle in FIG. FIG. 5 is a block diagram showing the configuration of the unmanned flying object control device of the unmanned flying object of FIG. FIGS. 6(a) and 6(b) are diagrams for explaining a configuration example of the obstacle removing apparatus for the unmanned flying object of FIG. 1. FIG. FIG. 7 is a flow chart showing the processing of the control device when an obstacle is detected. FIG. 8 is a flow chart showing the processing of the unmanned air vehicle control device when an obstacle is detected. FIG. 9 is a schematic diagram showing the information flow of the autonomous driving system according to the first embodiment of the present invention. FIG. 10 is an explanatory diagram showing the overall configuration of the autonomous driving system according to the second embodiment of the invention.

A plurality of preferred embodiments of the present invention will be described below with reference to the accompanying drawings. First, the first embodiment will be described in detail with reference to FIGS. 1 to 9. FIG. In addition, the same number is attached|subjected to the substantially same element in each embodiment, and description is abbreviate|omitted.

(First embodiment)
<1-1. Overall configuration>
FIG. 1 is an explanatory diagram showing the overall configuration of an autonomous driving system 1 according to the first embodiment of the invention.
An autonomous traveling system 1 according to the present invention includes a work vehicle A, an unmanned flying object U, and an information terminal B, as shown in FIG. The work vehicle A performs agricultural work while autonomously traveling in the field, the unmanned flying object U plays the role of removing obstacles around the work vehicle A, and the information terminal B receives the operator's operation. It plays a role of sending instructions to the work vehicle A and the unmanned air vehicle U. Each specific configuration will be described in detail below.

<1-2. Configuration of Work Vehicle>
The working vehicle A has a configuration of a so-called robot tractor in which a working machine WM as an agricultural working means is detachably attached to the rear portion of a traveling vehicle body a1 having an autonomous traveling means. The traveling vehicle body a1 and the working machine WM are not necessarily limited to the configuration of a tractor, and may have a configuration of a combine harvester, for example.

As shown in FIG. 1, the traveling vehicle body a1 has an engine EN serving as a driving source and a fuel tank (not shown) disposed in a bonnet a11. The speed is changed by the device TR (see FIG. 2) and transmitted to the front wheels a13 and the rear wheels a14 for running. A fuel remaining amount sensor NS (see FIG. 2) is arranged in the fuel tank so that the remaining amount of fuel can be detected.

A cabin a15 in which a worker can get in is arranged at the rear part of the bonnet a11, and a steering handle ST as a traveling operation means is provided on the dashboard in the cabin a15.

When the steering handle ST is rotated, the front wheels a13 are rotated according to the direction and amount of operation of the steering device (not shown). It is possible to steer in the direction of travel. Although not shown, steering angle detection means capable of detecting the steering angle (rotational angle) of the steering handle ST is provided at the turning base of the steering handle ST. This steering angle detection means is composed of, for example, an angle sensor such as a rotary encoder.

Further, a steering actuator AC (see FIG. 2) is provided on the rotating shaft (steering shaft) of the steering handle ST to control the rotation of the steering handle ST to enable automatic operation. As a result, the work vehicle A determines the steering angle of the steering handle ST and controls the rotation of the steering handle ST by the steering actuator AC, thereby enabling control of the traveling direction of the work vehicle A during autonomous travel. there is

Also, although not shown, the transmission case a12 accommodates a PTO clutch, a PTO transmission, and a braking device so that power transmission to the PTO shaft can be controlled. As a result, the work vehicle A can drive and control the work machine WM.

The work machine WM is connected to the rear part of the traveling vehicle body a1, and is driven by power transmission from the engine EN via the PTO shaft to perform agricultural work such as plowing on the field. As the work machine WM, a cultivator for cultivating a field is mounted, but it is not limited to this, and various machines such as a fertilizer applicator, a lawn mower, a sowing machine, etc. can be selected and mounted. .

Although not shown in FIG. 1, the traveling vehicle body a1 is provided with an obstacle detection sensor CS1 (see FIG. 2) which is an obstacle detection means for detecting obstacles that hinder travel. there is

The obstacle detection sensor CS1 is configured by disposing a sonar that emits ultrasonic waves at an appropriate location on the traveling vehicle body a1. It is possible to detect the presence or absence of objects and the position and direction of obstacles. The obstacle detectable area Ar is set in a predetermined area around the traveling vehicle body a1. The obstacle detection sensor CS1 outputs detected information to an autonomous traveling ECU (C1), which will be described later.

A positioning antenna AN for measuring the current position of the traveling vehicle A and a positioning radar device LD for measuring the relative position of the unmanned air vehicle U are arranged on the upper surface of the cabin a15. Further, an imaging device (camera) KM is provided on the front part of the upper surface.

The positioning antenna AN is a receiving device that receives GPS signals, which are radio signals from GPS satellites, which are positioning satellites. The positioning antenna AN outputs the received GPS signal as reception information to a position information processing ECU (C2), which will be described later.

The positioning radar device LD is a device that measures the relative position of the unmanned air vehicle U with respect to the work vehicle A by radiating high frequencies (millimeter waves) in the millimeter wave band around the work vehicle A and receiving the reflected signals. is. The measurement information of the positioning radar device LD includes information of the horizontal relative position dx, the longitudinal relative position dy, and the vertical relative position dz when a specific direction is defined as forward with respect to the work vehicle A. The positioning radar device LD outputs measurement information to a position information processing ECU (C2), which will be described later.

A charging device BC for charging a battery (not shown), which is a power source for driving the unmanned flying object U, is arranged in the upper part of the cabin a15. This charging device BC transmits power using a spiral power transmission coil, and is capable of non-contact power feeding to an unmanned air vehicle U having a built-in power reception coil. The charging device BC is arranged on the upper surface of the cabin a15. As a result, it is possible to charge the unmanned flying object that has landed at a predetermined position (charging port) on the upper surface of the cabin a15.

<1-3. Control Device for Work Vehicle>
FIG. 2 is a block diagram showing the configuration of the control device C of the work vehicle A of FIG. 1. As shown in FIG. The work vehicle A is configured such that the control device C controls the operation of the work vehicle A related to farm work.

As shown in FIG. 2, the control device C of the work vehicle A includes a plurality of ECUs (Electronic Control Units), which are configured to exchange information with each other via a communication bus BA. An autonomous travel ECU (C1) that controls travel of the work vehicle A, a position information processing ECU (C2) that processes position information, etc., an engine ECU (C3) that controls the engine EN, a transmission ECU that controls the transmission TR ( C4), a brake ECU (C5) that controls the brake BR, a work machine ECU (C6) that controls operations such as driving, stopping, and raising and lowering the work machine WM, an unmanned aircraft U and an information terminal B connected to the network NW. It has a communication unit CD that enables communication with.

Each ECU is configured with a CPU that performs arithmetic processing and a memory that can read and write information necessary for the arithmetic processing. Various functions shown in the blocks of the ECU are realized. The same applies to an unmanned aircraft control device Cu, which will be described later.

The network NW is constructed by, for example, a WAN (Wide Area Network) such as the Internet, a dedicated communication network, a VPN (Virtual Private Network), or the like.

The position information processing ECU (C2) includes a current position processing unit c21, a relative position processing unit c22, an obstacle processing unit c23, and a position information storage unit c24. It is connected.

The current position processing unit c21 acquires the reception information of the positioning antenna AN at predetermined time intervals (for example, every one second), calculates the current position of the work vehicle A, and calculates the current position indicating the current position of the work vehicle A. Create an information _DAP . The current location information _DAP includes location information such as latitude and longitude and time information measured by the positioning antenna AN. The created current position information _DAP is stored as chronological data in the position information storage section c24.

The relative position processing unit c22 acquires the measurement information of the positioning radar device LD at predetermined time intervals, calculates the relative position of the work vehicle A and the unmanned flying object U from the measurement information of the positioning radar device LD, and calculates the relative position of the unmanned flying object Create relative position information _DAU that indicates the relative position of U. The relative position information _DAU includes the relative position d of the unmanned air vehicle U (that is, the relative position dx in the horizontal direction, the relative position dy in the longitudinal direction, and the relative position dz in the vertical direction) and the time information measured by the positioning radar device LD. there is The created relative position information _DAU is stored in the position information storage section c24.

The obstacle processing unit c23 acquires the detection information of the obstacle detection sensor CS1 at predetermined time intervals, determines the presence or absence of an obstacle within the obstacle detectable area Ar from the detection information of the obstacle detection sensor CS1, When it is determined that there is an obstacle, obstacle position information _DAO indicating the position of the obstacle is created from the current position information _DAP stored in the position information storage section c24 and the detection information of the obstacle detection sensor CS1. The obstacle position information _DAO includes obstacle position information including latitude and longitude, obstacle size information, and time information detected by the obstacle detection sensor CS1. The created obstacle position information _DAO is stored in the position information storage section c24. Further, when the obstacle processing section c23 determines that there is an obstacle, it notifies that an obstacle has been detected and transmits the obstacle position information _DAO to the autonomous traveling ECU (C1).

The position information storage unit c24 is configured to include a storage device such as an HDD (Hard Disk Drive), a flash memory, etc., in order to be able to store various types of information.

The communication unit CD is a communication unit capable of transmitting and receiving various types of information to and from the unmanned air vehicle U and the information terminal B by wireless communication. ing.

The autonomous traveling ECU (C1) is connected to an imaging device (camera) KM, a gyro sensor JI, a direction sensor HI, a charging device BC, and a fuel level sensor NS so as to be able to obtain various types of information. It is configured to be able to transmit a control command to a controlled object S such as an engine ECU (C3), a transmission ECU (C4), a brake ECU (C5), and a working machine ECU (C6). Furthermore, the autonomous traveling ECU includes a farm field data creation unit c11 that creates farm field data _DH , a farm field data storage unit c12 that stores the farm field data _DH , a planned travel route data creation _unit c13 that creates planned travel route data DY, A planned traveling route data storage unit c14 for storing planned traveling route data _DY , an avoidance operation determination unit c15 for determining an avoidance operation when an obstacle is detected, and an autonomous traveling control unit c16 for controlling each mechanism related to autonomous traveling and agricultural work. I have.

The imaging device (camera) KM outputs the captured image to the autonomous traveling ECU (C1) of the work vehicle A, and the autonomous traveling ECU (C1) transmits the acquired captured image to the information terminal B via the communication unit CD. It is possible to display it by

The gyro sensor JI detects the longitudinal tilt (pitch), the lateral tilt (roll), and the angular velocity of turning (yaw) of the work vehicle A. The azimuth sensor HI detects the traveling direction of the work vehicle A. do. These are provided at appropriate locations on the work vehicle A. As shown in FIG.

The fuel remaining amount sensor NS is a sensor that detects the amount of fuel remaining in the engine EN. It is possible to judge.

The farm field data creation unit c11 has a function of creating farm field data _DH indicating the shape of the farm field, and includes a predetermined program and the like for creating the farm field data _DH . The farm field data creation unit c11 grasps the position information of the inner circumference of the farm field from the current position information _DAp and indicates the shape of the farm field as the working vehicle A makes a round around the inner circumference of the farm field by the operator's operation. Field data _DH can be created. The field data _DH includes field shape information and position information such as latitude and longitude. The produced field data _DH are stored in the field data storage section c12. The field shape information may be converted into data as a two-dimensional shape or a three-dimensional shape. comprehension becomes possible.

The planned traveling route data creation unit c13 calculates a planned traveling route Y of the work vehicle A from the farm field data _DH stored in the farm field data storage unit c12, and generates planned traveling route data DY indicating this planned traveling route _Y. do. The autonomous travel ECU (C1) of the work vehicle A is configured to refer to the planned travel route data _DY and allow the work vehicle A to travel autonomously along the planned travel route Y.

FIG. 3 is an explanatory diagram for explaining the planned travel route Y of the working vehicle in the field.
For example, as shown in FIG. 3, the planned travel route Y includes a linear work route Y1 that is arranged adjacently in parallel at a predetermined interval in the field, a turning route Y2 that alternately connects the ends of the straight roads, It is configured including a headland route Y3 along the inner circumference of the farm field. The autonomous traveling system 1 visualizes the planned traveling route Y calculated by the planned traveling route data creation unit c13 and displays it on the information terminal B before starting the work, and the worker operates the information terminal B to start farm work. In advance, it is possible to change the planned travel route Y by transmitting instruction information for adjusting the interval of the work route Y1 to the work vehicle A.

The avoidance motion determination section c15 acquires the obstacle position information _DAO and instruction information from the information terminal B, and determines whether or not the work vehicle A performs an avoidance motion with respect to the obstacle. Specifically, the avoidance operation determination unit c15 determines the distance between the work vehicle A and the obstacle from the acquired obstacle position information _DAO , and when the distance between the work vehicle A and the obstacle is smaller than a predetermined value That is, when it is determined that the distance between the work vehicle A and the obstacle is extremely short, a control command is sent to the autonomous traveling control section c16 to perform an avoidance operation in order to avoid collision with the obstacle. When the distance between the work vehicle A and the obstacle is greater than or equal to a predetermined value, an instruction is received from the worker as to whether or not to avoid the obstacle. is detected and necessary information is sent.

The autonomous travel control unit c16 acquires the planned travel route data _DY from the planned travel route data storage unit c14 and the farm field data _DH from the farm field data storage unit c12. ), the current position of the work vehicle A in the field is specified in real time by acquiring the current position information D _Ap from the position information processing ECU (C2), and the work vehicle A travels along the planned travel route Y. Thus, a control command is transmitted to the controlled object S. In addition, a control command is transmitted to the work machine ECU (C6) so that the work machine WM is driven at a preset appropriate timing to perform farm work. At this time, the travel control unit c16 calculates the detection information acquired from the gyro sensor JI and the direction sensor HI by means of the attitude/azimuth calculation means, and determines the attitude and traveling direction of the work vehicle A, thereby determining the traveling direction during autonomous travel. can be controlled.

<1-4. Configuration of Unmanned Air Vehicle>
FIG. 4 is a diagram for explaining a configuration example of the unmanned air vehicle in FIG.
The unmanned flying object U is an unmanned and autonomously flying small flying object (UAV (Unmanned aerial vehicle)), and has a configuration called a drone. The unmanned flying object U includes a pedestal u1, four arms u2 extending from the pedestal u1, and legs u3 extending downward from the pedestal u1.

The four arms u2 are provided with a propeller u4 and a power motor u5 that rotates the propeller u4.

An unmanned flying object controller Cu for controlling the operation of the unmanned flying object U is built in the pedestal u1. A second positioning antenna AN2 for receiving GPS signals, which are radio signals from GPS satellites, is provided on the upper portion of the pedestal u1.

As shown in the figure, a housing u6 is attached to the lower part of the pedestal u1, and the housing u6 includes a battery (not shown) that supplies driving power to the unmanned aircraft U and a work vehicle. A power receiving device BC2 (see FIG. 5) that can charge the battery by receiving electric power sent by contactless power supply from the charging device BC of A is built in; a second positioning radar device LD2 that emits millimeter-wave radio waves for detecting the relative position of the second positioning radar device LD2, an obstacle detection sensor CS2 that is a second obstacle detection means for detecting obstacles, and obstacle removal An obstacle removing device OM is provided for doing so.

The second positioning radar device LD2 radiates high frequencies (millimeter waves) in the millimeter wave band around the unmanned flying object U and receives its reflected signal to determine the relative position of the work vehicle A with respect to the unmanned flying object U. It is a measuring device. The measurement information of the second positioning radar device LD2 includes a horizontal relative position dx ₂ , a longitudinal relative position dy ₂ , and a vertical relative position dz ₂ when a specific direction is defined as forward with respect to the unmanned air vehicle U. Contains information. The second positioning radar device LD2 outputs measurement information to a second position information processing ECU (Cu2), which will be described later.

The second obstacle detection sensor CS2 radiates radio waves (millimeter waves) around the unmanned air vehicle U, receives its reflected signal, and detects an obstacle detectable area Ar that can be detected by the second obstacle detection sensor CS2. ₂ , and the position and direction of the obstacle can be detected. Furthermore, by using millimeter waves as radio waves for obstacle detection, the second obstacle detection sensor CS2 can acquire biological information such as pulse and respiration from the detected obstacle. The obstacle detectable area _Ar2 is set in a predetermined area around the unmanned air vehicle U. As shown in FIG. The second obstacle detection sensor CS2 outputs detected information to a second position information processing ECU (Cu2), which will be described later. In this way, the unmanned flying object U also has the obstacle detectable area Ar ₂ , so that in addition to the obstacle detectable area Ar of the work vehicle A, it is possible to detect obstacles in a wide range and flexibly. Improve efficiency.

<1-5. Unmanned Air Vehicle Control Device>
2 is a block diagram showing the configuration of an unmanned air vehicle control device Cu of the unmanned air vehicle U of FIG. 1; FIG. The unmanned air vehicle U is configured to control the operation of the unmanned air vehicle U by an unmanned air vehicle controller Cu.

The unmanned air vehicle control unit Cu includes an autonomous flight ECU (Cu1) that controls the autonomous flight of the unmanned air vehicle U and a second ECU (Cu1) that processes position information and the like, which are configured to be able to exchange information with each other via a communication bus BA2. A position information processing ECU (Cu2) and a communication unit CD2 that can communicate with the work vehicle A and the information terminal B by connecting to the network NW are provided.

The second position information processing ECU (Cu2) includes a second current position processing unit cu21, a second relative position processing unit cu22, a second obstacle processing unit cu23, a living body determination unit cu24, and a second position information storage unit cu25, A second positioning antenna AN2, a second positioning radar device LD2, and a second obstacle detection sensor CS2 are connected.

The second current position processing unit cu21 obtains information received by the second positioning antenna AN2 at predetermined time intervals (for example, every few seconds), calculates the current position of the unmanned flying object U, and calculates the current position of the unmanned flying object U. Create the current position information _DUP that indicates the position. The current location information _DUP includes location information such as latitude and longitude and time information measured by the second positioning antenna AN2. Then, the created current position information _DUP is stored as chronological data in the second position information storage unit cu25.

The second relative position processing unit cu22 acquires the measurement information of the second positioning radar device LD2 at predetermined time intervals, and calculates the relative positions of the unmanned flying object U and the work vehicle A from the measurement information of the second positioning radar device LD2. relative position information _DUA indicating the relative position of the work vehicle A is created. The relative position information D _UA includes the relative position d2 of the unmanned air vehicle U (that is, the relative position dx ₂ in the horizontal direction, the relative position dy ₂ in the longitudinal direction, and the relative position dz ₂ in the vertical direction) and the relative position dz 2 measured by the second positioning radar device LD 2 . Contains time information. The created relative position information _DUA is stored in the second position information storage unit cu24.

The second obstacle processing unit cu23 acquires the detection information of the second obstacle detection sensor CS2 at predetermined time intervals, and from the detection information of the second obstacle detection sensor CS2, detects obstacles within the obstacle detectable area _Ar2. The presence or absence of an object is determined, and when it is determined that there is an obstacle, obstacle information _DUO regarding the obstacle is created from the detection information of the second obstacle detection sensor CS2. The obstacle information _DUO includes relative position information of the obstacle with respect to the unmanned air vehicle U, size information of the obstacle, biological information of the obstacle, and time information detected by the second obstacle detection sensor CS2. The created obstacle information _DUO is stored in the second position information storage unit cu25. Further, when the second obstacle processing unit cu23 determines that there is an obstacle, the second obstacle processing unit cu23 sends obstacle information _DUO to the autonomous flight ECU (Cu1) and the living body determination unit cu24 along with a notification that an obstacle has been detected. Send.

After acquiring the obstacle information _DUO , the living body determination unit cu24 determines whether the detected obstacle is an animal or not, and if it is an animal, whether it is a person or not based on the biological information included in the obstacle information _DUO . . Specifically, whether the obstacle is an animal or not is determined by determining the presence or absence of the heartbeat or the presence or absence of respiration of the obstacle, or the presence or absence of the heartbeat and respiration from the biological information. Next, when the obstacle is determined to be an animal, whether or not it is a person is determined by analyzing the heartbeat pattern obtained from the biological information. The living body determination unit cu24 transmits the determination result of the detected obstacle to the autonomous flight ECU (Cu1).

The second position information storage unit cu25 is configured to include a storage device such as an HDD (Hard Disk Drive), flash memory, etc., in order to be able to store various types of information.

The second communication unit CD2 is a communication unit capable of transmitting and receiving various types of information to and from the work vehicle A and the information terminal B by wireless communication. It is

An inertial sensor (acceleration sensor, gyro sensor) KC, an imaging device (camera) KM2, a battery level detection unit BS, and a power receiving device BC2 are connected to the autonomous flight ECU (Cu1) so as to be able to acquire various information. , obstacle removing device OM, and power motor u5. Further, the autonomous flight ECU (Cu1) includes a second field data storage unit cu11 that stores field data _DH , a second planned traveling route data storage unit _cu12 that stores planned traveling route data DY, A flight position determination unit cu13 that determines the position, a charging operation determination unit cu14 that determines the charging operation of the unmanned flying object U, an obstacle removal operation determination unit cu15 that determines the obstacle removal operation, and an autonomous travel control unit that controls autonomous flight. cu16 is provided.

The inertial sensor (acceleration sensor, gyro sensor) KC outputs detection information to the autonomous flight ECU (Cu1) of the unmanned air vehicle U, which enables the autonomous flight ECU (Cu1) to determine the balance and direction of travel of the aircraft. It has become.

The second imaging device (camera) KM2 outputs the captured image to the autonomous flight ECU (Cu1) of the unmanned air vehicle U, and the autonomous flight ECU (Cu1) transmits the acquired captured image via the second communication unit CD2. It is possible to transmit to the information terminal B and display it.

The remaining battery level detection unit BS is a device that detects the remaining battery level of the unmanned flying object U, and outputs information on the remaining battery level to the autonomous flight ECU (Cu1). Also, the power receiving device BC2 outputs information such as whether or not it is in a power receiving state to the autonomous flight ECU (Cu1).

The second field data storage unit c11 is capable of storing field data _DH , and includes a storage device such as a HDD (Hard Disk Drive) or flash memory. Field data _DH is stored. The field data _DH stored in the second field data storage section c12 may be obtained from the field data storage section c12 of the working vehicle A, or may be created by the unmanned flying object U based on observation. may be obtained from an external server or the like via the network NW.

The second field planned travel route data storage unit cu12 is capable of storing planned travel route data _DY . Before starting, the planned traveling route data _DY is stored in advance. The planned traveling route data _DY stored in the second field planned traveling route data storage unit cu12 may be acquired from the planned traveling route data storage unit cu12 of the work vehicle A or the information terminal B, or may be obtained from another external server. or the like via the network NW.

The flight position determining unit cu13 determines the relative position of the unmanned flying object U to the work vehicle A during agricultural work, and performs autonomous flight control so that the unmanned flying object U flies while maintaining the determined relative position. A control command is sent to the unit cu16. The relative position at which the unmanned flying object U flies with respect to the work vehicle A during farm work can be specified by operating the information terminal B and can be changed as appropriate. The relative positions at which the unmanned air vehicle U flies during agricultural work include, for example, any of the front position P1, the right side position P2, the left side position P3, the rear position P4, and the upper position P5 of the tractor 1, as shown in FIG. Alternatively, the relative position can be specified so that the robot flies around the work vehicle A (front position P1-right side position P2-left side position P3-rear position P4).

When the power of the battery falls below a predetermined threshold, the charging operation determination unit cu14 controls the autonomous flight control unit so that the unmanned flying object U flies to the charging device BC disposed on the top surface of the cabin a15 of the work vehicle A and lands. Send control instructions to cu16. At this time, the unmanned flying object U grasps the positional relationship with the work vehicle A by the second positioning radar device LD2 so as not to be detected by the obstacle detection sensor CS1 of the work vehicle A under the control of the autonomous flight control unit cu16. While avoiding the obstacle detectable area Ar of the work vehicle A, it is configured to fly to the top of the charging device BC (charging port).

The obstacle removal operation determination unit cu15 obtains the obstacle information _DUO from the second obstacle processing unit cu23 together with the notification that an obstacle has been detected, and determines the detected obstacle from the living body determination unit cu24. Acquire the judgment result and determine the action to deal with the obstacle. Specifically, when the obstacle is an animal other than a human, a control command is sent to the obstacle removing device OM and the autonomous flight control unit cu16 to perform an obstacle removing operation to remove the obstacle. Here, the obstacle removing operation means that, when the unmanned flying object U is flying autonomously, the unmanned flying object U is caused to fly to the position of the obstacle according to the control command from the obstacle removing operation determination unit cu15, and the position of the obstacle is determined. It means that the blower om1 of the obstacle removing device OM, which will be described later, is activated in the vicinity to remove the obstacle. If the obstacle cannot be removed in the obstacle removing operation, or if the obstacle is not an animal, a notification to that effect is sent to the information terminal B, and instruction information is obtained from the information terminal B.

The autonomous flight control unit cu16 transmits a control command to the power motor u5 to control the rotation of the propeller u4, enabling the unmanned flying object U to fly autonomously. In this autonomous flight, the autonomous flight control unit cu16 acquires the field data _DH from the second field data storage unit c12, and the current position information _DUP and the relative position information _DUA from the second position information storage unit cu24. By obtaining the information, the current position of the unmanned flying object U in the field is grasped, and at the same time, the relative position with respect to the work vehicle A is grasped. As a result, the autonomous flight control unit cu16 controls the unmanned flying object U to follow the work vehicle A while maintaining the relative position determined by the flight position determination unit cu13 during farm work, thereby removing obstacles. During work, the power motor u5 is controlled so as to fly toward the obstacle.

The second communication unit CD2 is a communication unit capable of transmitting and receiving information to and from the work vehicle A and the information terminal B by wireless communication. It is configured.

The unmanned flying object control device Cu configured in this way grasps the relative position of the working vehicle A by the second positioning radar device LD2 during agricultural work by the working vehicle A, is controlled to fly autonomously above the work vehicle A while keeping a relative distance of . During autonomous flight, the second obstacle detection sensor CS2 detects an obstacle existing around the work vehicle A. When the obstacle is detected, it is determined whether the obstacle is a person or not, and an animal other than a person is detected. When it is determined that there is an obstacle, the unmanned flying object U is controlled so that the obstacle removing device OM performs an obstacle removing operation.

<1-6. Unmanned Air Vehicle Obstacle Removal Device>
FIGS. 6(a) and 6(b) are diagrams for explaining a configuration example of the obstacle removing apparatus for the unmanned flying object of FIG. 1. FIG. The unmanned flying object U is equipped with an obstacle removing device OM, and the obstacle removing device OM is connected to a blower om1 configured to be drive-controllable by an obstacle removing operation determination unit cu14, and to an ejection port of the blower. and an inflatable balloon om2. For the material of the inflatable balloon om2, for example, nylon taffeta, tarpaulin or the like can be used.

In the obstacle removing device OM configured in this manner, the fan om3 of the blower om1 is rotationally driven to inject air into the inflatable balloon om2 to inflate it during the obstacle removing operation. Inside the inflatable balloon om2, a long thin plate-like metal elastic body om4 in which the winding state is stored is arranged. As shown, it is housed in the housing u6 in a wound state together with the metal elastic body om4. On the other hand, while the fan om3 is rotating, as shown in FIG. 6B, the metal elastic body om4 expands as the inflatable balloon om2 expands. As a result, the unmanned flying object U can remove an obstacle by pressing the inflated inflatable balloon om2 against the obstacle during the obstacle removing operation.

When the fan om3 is stopped from the inflated state of the inflatable balloon om2, air is released from the inflatable balloon om2 and the inflatable balloon om2 is contracted. Housed in body u6. As a result, the inflatable balloon om2 can be housed in the housing u6 and made compact except during the obstacle removing operation. According to the obstacle removing device OM configured as described above, when the obstacle is an animal other than a human, the inflatable balloon om2, which is an inflatable body that can be expanded by supplying air, can remove the animal without hurting it. Since the inflatable body can be freely wound, it can be stored compactly when not in use.

Whether or not the obstacle removal operation has successfully removed the obstacle can be determined, for example, by disposing a contact sensor or the like (not shown) on the inflatable balloon om2.

<1-7. Configuration of Information Terminal>
The information terminal B is a remote control device having a function of presenting various information acquired by the work vehicle A and the unmanned flying object U to the worker and a function of operating the working vehicle A and the unmanned flying object U. The information terminal B may be a dedicated computer, or may be, for example, a general-purpose personal computer or a highly functional mobile terminal such as a so-called smart phone or tablet terminal.

The information terminal B, as shown in FIG. 1, has an information terminal control section b1, a third communication section b2, a monitor b3, and an operation section b4. The third communication section b2, the monitor b3, and the operation section b4 are each electrically connected to the information terminal control section b1.

The information terminal control unit b1 is mainly composed of a microcomputer having a CPU (not shown) and storage areas such as a ROM, a RAM, and a rewritable flash memory. A storage area (not shown) of the information terminal control unit b1 stores a program for applying the information terminal B to the autonomous driving system 1. FIG.

The third communication unit b2 is a communication unit capable of transmitting and receiving information to and from the work vehicle A and the unmanned flying object U by wireless communication. It is

The monitor b3 is, for example, a general liquid crystal monitor or the like, and has a function of displaying biological information obtained from the unmanned flying object U via the network NW and images or videos taken by the camera KM of the unmanned flying object U. have.

The operation unit b4 has a function of receiving the operation of the operator of the work vehicle A and the unmanned flying object U. The operation received by the operation unit b4 is transmitted as instruction information to the work vehicle A and the unmanned flying object U by the third communication unit b2. sent to U.

<1-8. Processing when Obstacle Detected by Work Vehicle A>
FIG. 7 is a flow chart showing the processing of the control device C when an obstacle is detected.
The obstacle processing unit c23 obtains the detection information from the obstacle detection sensor CS1, and when determining that an obstacle exists within the obstacle detection possible area Ar, indicates the position of the obstacle from the detection information of the obstacle detection sensor CS1. Create obstacle position information D _AO (Yes in step S101).

Next, the obstacle processing section c23 transmits the obstacle position information _DAO to the avoidance action determination section c15. The avoidance operation determination unit c15 determines the distance between the work vehicle A and the obstacle from the acquired obstacle position information _DAO , and when the distance between the work vehicle A and the obstacle is smaller than a predetermined value, that is, the work vehicle When it is determined that the distance between A and the obstacle is extremely close (No in step S102), in order to avoid collision with the obstacle, a control command is sent to the autonomous driving control unit c16 to perform an avoidance operation ( step S105).

On the other hand, when the distance between the work vehicle A and the obstacle is equal to or greater than a predetermined value from the acquired obstacle position information _DAO (Yes in step S102), the avoidance operation determination unit c15 avoids the obstacle from the worker. In order to receive an instruction as to whether an obstacle has been detected, the communication unit CD notifies the information terminal B that an obstacle has been detected via the network NW. The work terminal B that has received the notification receives the operator's operation from the operation unit b4, acquires instruction information as to whether or not to perform an avoidance action to avoid the obstacle, and transmits this to the control device C (step S103).

The avoidance operation determination unit c15 of the control device C acquires the instruction information from the work terminal B, and when receiving an instruction to avoid the obstacle (Yes in step S105), the autonomous travel control unit c16 performs the avoidance operation. Send a control command to that effect. If the instruction not to avoid the obstacle is received, or if the instruction information is not obtained within the predetermined time, the process returns to step S101.

When the autonomous driving control section c16 acquires a control command to perform an avoidance action from the avoidance action determination section c15, the autonomous travel control section c16 controls the control target S to perform an obstacle avoidance action. This avoidance operation is, for example, the operator performing an operation such as stopping traveling, detouring to the left or right with respect to the traveling direction so as to avoid obstacles, and then returning to the planned traveling route Y and traveling. can be preset.

When the obstacle is not detected (No in step S101) or when the avoidance operation is completed (step S105), the control device C determines whether or not the farm work is finished. If the process is finished (Yes in step S106) and the farm work is not finished, the process returns to step S101.

<1-9. Processing when Obstacle Detected by Unmanned Aircraft>
FIG. 8 is a flow chart showing the processing of the unmanned flying object control device Cu when an obstacle is detected.
The second obstacle processing unit cu23 acquires the detection information from the second obstacle detection sensor CS2, and when determining that an obstacle exists within the obstacle detectable area _Ar2 , creates obstacle information _DUO regarding the obstacle. Then, along with a notification that an obstacle has been detected, the obstacle information _DUO is transmitted to the autonomous flight ECU (Cu1) and the living body determination unit cu24 (Yes in step S201).

The obstacle removal operation determination unit cu15 obtains the obstacle information _DUO from the second obstacle processing unit cu23 together with the notification that an obstacle has been detected, and determines the detected obstacle from the living body determination unit cu24. When the determination result is acquired, if the obstacle is not an animal (No in step S202), an instruction is received from the worker as to whether or not to avoid the obstacle. Along with notifying the terminal B that an obstacle has been detected, the captured image acquired by the second imaging device KM2 is transmitted. The information terminal B that has received the notification displays the captured image on the monitor b3, receives the operator's operation from the operation unit b4, acquires the instruction information as to whether or not to perform the obstacle removing operation, and uses it as an unmanned flight. It is transmitted to the body control device Cu (step S206).

When the obstacle is an animal (Yes in step S202) and the determination result of the living body determination unit cu24 is other than a person (Yes in step S203), the obstacle removal operation determination unit cu15 removes the obstacle. A control command is sent to the obstacle removing device OM and the autonomous flight control unit cu16 so as to operate. As a result, the unmanned flying object U flies to the position of the obstacle under the control of the autonomous flight control unit cu16, and performs the obstacle removing operation under the control of the obstacle removing device OM (step S204).

Obstacle information _DUO relating to obstacles is created from the detection information of the second obstacle detection sensor CS2. The obstacle information _DUO includes relative position information of the obstacle with respect to the unmanned air vehicle U, size information of the obstacle, biological information of the obstacle, and time information detected by the second obstacle detection sensor CS2. The created obstacle information _DUO is stored in the second position information storage unit cu25. Further, when the second obstacle processing unit cu23 determines that there is an obstacle, the second obstacle processing unit cu23 sends obstacle information _DUO to the autonomous flight ECU (Cu1) and the living body determination unit cu24 along with a notification that an obstacle has been detected. Send.

The obstacle removal operation determination unit cu15 obtains the obstacle information _DUO from the second obstacle processing unit cu23 together with the notification that an obstacle has been detected, and determines the detected obstacle from the living body determination unit cu24. The determination result is obtained, and it is determined whether or not to perform the obstacle removing operation. Specifically, when the obstacle is an animal other than a human, a control command is sent to the obstacle removing device OM and the autonomous flight control unit cu16 to perform an obstacle removing operation to remove the obstacle.

If the obstacle removal operation fails to remove the obstacle within a predetermined time (Yes in step S205), or if the obstacle is not an animal (No in step S202), the obstacle removal operation determination unit cu15 determines the field data. D _H , planned travel route data D _Y , and obstacle information D _UO are referred to determine whether or not there is an obstacle on the planned travel route Y. When it is determined that there is an obstacle on the planned travel route Y (Yes in step S206), necessary information such as a captured image is transmitted together with a notification to that effect to information terminal B, and instruction information is sent from information terminal B. acquire (step S207).

The unmanned air vehicle control device Cu acquires the instruction information from the information terminal B, and when receiving an instruction to perform the obstacle removal operation from the information terminal B (Yes in step S208), the unmanned air vehicle control apparatus Cu instructs the controller to perform the obstacle removal operation. , the obstacle removal operation determination unit cu15 transmits a control command, and the obstacle removal operation is performed by the obstacle removal device OM and the autonomous flight control unit cu16 (step S209).

The unmanned air vehicle control device Cu acquires the instruction information from the information terminal B, and when it receives an instruction from the information terminal B not to perform the obstacle removing operation, or receives the instruction information from the information terminal B within a predetermined time. is not obtained (No in step S208), it is determined whether or not the farming work is finished. If the farming work is finished, the process is finished (Yes in step S210). back to In this way, by using the biological information obtained from the obstacle, it is possible to determine whether the obstacle is an animal such as a bird, and to work with animals such as birds that come and go around the work vehicle during autonomous driving. Since it can be withdrawn from the surroundings of the vehicle, it is possible to prevent a decrease in work efficiency. Further, the operator can visually confirm whether or not the obstacle is an animal by using the information terminal B, and can operate the information terminal B to determine whether or not to perform control to remove the obstacle by the obstacle removing means. can be instructed, it is possible to prevent the work vehicle A from avoiding operation due to erroneous detection, and work can be performed more efficiently.

<1-10. Method of Identifying Position of Obstacle>
FIG. 9 is a schematic diagram showing the information flow of the autonomous driving system according to the first embodiment of the present invention. As shown in FIG. 9, captured images acquired by the imaging device KM of the work vehicle A and the second imaging device KM2 of the unmanned air vehicle U are transmitted in real time to the information terminal B via the network NW, and the information It can be displayed on the monitor b3 of the terminal B, so that the operator can visually confirm the obstacle. When the work vehicle A detects an obstacle, the autonomous traveling system 1 uses the current position information D _AP , the obstacle position information D _AO , and the field data _DH so that the work vehicle A and the information terminal B It is possible to specify the positions of work vehicles and obstacles in the In addition, the information terminal B can display the position of the obstacle in the field on the monitor b3 by acquiring these pieces of information so that the worker can recognize it.

When the unmanned flying object U detects an obstacle, the autonomous traveling system 1 uses the obstacle information D _UO , the relative position information D _AU , the current position information D _AP , and the field data D _H to detect the work vehicle A and The information terminal B can specify the positions of the work vehicle A and the obstacles in the field. That is, the relative position between the obstacle and the unmanned air vehicle U is grasped by the obstacle information D _UO , the relative position between the unmanned air vehicle U and the work vehicle A is grasped by the relative position information D _AU , and the field data D By using _H and the current position information _DAP , the positions of the work vehicle A and the obstacle in the field are grasped. The relative position information _DAU indicating the position of the unmanned flying object U with respect to the work vehicle A may be the relative position information _DUA indicating the position of the working vehicle A with respect to the unmanned flying object U. By acquiring these pieces of information, the information terminal B can display the position of the obstacle in the field on the monitor b3 so that the worker can recognize it.

(Second embodiment)
<2-1. Overall configuration>
FIG. 10 is an explanatory diagram showing the overall configuration of an autonomous mobile system 1' according to the second embodiment of the present invention. In the first embodiment, an example using _one unmanned air vehicle U was shown, but as shown in _{FIG . N} ).

<2-2. Charging Operation According to Second Embodiment>
A charging device BC (charging port) in the upper part of the cabin a15 according to the second embodiment of the present invention is configured to be capable of charging a plurality of unmanned air vehicles U. While a specific unmanned flying object U is being charged, the cu 14 operates other unmanned flying objects U and switches the unmanned flying object U to be operated according to the remaining battery level of the unmanned flying object U, thereby continuously performing farm work. It is configured to be able to continue As a result, the battery capacity can be reduced compared to the case where one unit is operated, and the cost and weight can be reduced.

<2-3. Obstacle Detection Method According to Second Embodiment>
Further, the autonomous traveling system 1' according to the second embodiment stores the field data _DH in each of the plurality of unmanned flying objects U, operates the plurality of unmanned flying objects U at the same time, and clears the obstacles in the entire field. By detecting it, it is configured to be able to quickly detect obstacles in the entire field. Furthermore, for the detected obstacles, it is possible to send instruction information to the unmanned flying object U by operating the information terminal B to select an arbitrary unmanned flying object U and perform an obstacle removing operation. It has become. In addition, when an obstacle in the entire field is detected by a plurality of unmanned flying objects U, one charged unmanned flying object U is configured to stand by on the charging device BC (charging port) at the top of the cabin a15. By doing so, even if the batteries of a plurality of unmanned flying vehicles U used for detecting obstacles in the entire field run out, it is possible to quickly start farm work using the charged unmanned flying bodies U. .

1 autonomous driving system A work vehicle a1 traveling vehicle body a11 bonnet a12 transmission case a13 front wheels a14 rear wheels a15 cabin C1 autonomous driving ECU
C2 position information processing ECU
C3 engine ECU
C4 Transmission ECU
C5 brake ECU
C6 Work equipment ECU
CD communication unit S controlled object c11 farm field data creation unit c12 farm field data storage unit c13 planned travel route data creation unit c14 planned travel route data storage unit c15 avoidance operation determination unit c16 autonomous travel control unit c21 current position processing unit c22 relative position processing unit c23 obstacle processing unit c24 position information storage unit AC steering actuator AN positioning antenna LD positioning radar device CS1 obstacle detection sensor KM imaging device (camera)
JI Gyro sensor HI Orientation sensor BC Charging device NS Remaining fuel sensor EN Engine WM Work machine TR Transmission BR Brake ST Steering handle NW Network BA Communication bus B Information terminal b1 Information terminal control unit b2 Third communication unit b3 Monitor b4 Operation unit U unmanned flying object u1 pedestal u2 arm u3 leg u4 propeller u5 power motor u6 housing Cu1 autonomous flight ECU
Cu2 Second position information processing ECU
CD2 Second communication unit S Control object cu11 Second field data storage unit cu12 Second planned travel route data storage unit cu13 Flight position determination unit cu14 Charging operation determination unit cu15 Obstacle removal operation determination unit cu16 Autonomous flight control unit cu21 Second present Position processing unit cu22 Second relative position processing unit cu23 Second obstacle processing unit cu24 Living body determination unit cu25 Second position information storage unit AN2 Second positioning antenna LD2 Second positioning radar device CS2 Second obstacle detection sensor BA2 Second communication Bus KM Second imaging device (camera)
KC Inertial sensor OM Obstacle removal device om1 Blower om2 Inflatable balloon om3 Fan om4 Metal elastic body

Claims (1)

A work vehicle configured to be able to autonomously travel in a field using a positioning satellite system;
an unmanned flying object that flies along with the work vehicle;
The unmanned flying object comprises obstacle detection means and obstacle removal means for removing obstacles,
The obstacle detection means is configured to be able to acquire biological information of obstacles,
It is determined whether the obstacle is an animal from the biometric information, and if it is determined to be an animal, it is determined from the heartbeat pattern of the obstacle included in the biometric information whether it is an animal other than a human. , when it is determined that the obstacle is an animal other than a person, the unmanned flying object is controlled to fly to the position of the obstacle and to remove the obstacle by an obstacle removing means;
The obstacle removing means includes an expandable body that can be freely wound and expanded by supplying air, and a blower that supplies air to the expandable body,
The inflatable body has a long cylindrical bag body, and a long thin plate-shaped metal elastic body in which a winding state is stored is disposed inside the bag body. An autonomous traveling system characterized in that it is configured to extend and to be in a winding state by stopping.