JP7316198B2 - Automated driving system for work vehicles - Google Patents

Description

TECHNICAL FIELD The present invention relates to an automatic traveling system for a work vehicle, which includes a target route generation unit that generates a target route that enables automatic travel of the work vehicle.

In the automatic traveling system for the work vehicle as described above, the steps of inputting the working width of the work device provided at the rear of the work vehicle, the step of setting the work area in the field, the work start position and the work stop position are performed. , a step of setting a reference travel start direction, a step of setting headlands at both ends of the work area, and a step of setting a travel route in the field, etc. Some have a target route generation unit that generates a target route that enables automatic driving (see, for example, Patent Document 1).

International Publication No. 2015/119263

The target paths generated by the target path generation unit include a plurality of parallel paths including a work path for advancing the work vehicle whose work device has been switched to the working state, and a direction for the work vehicle whose work device has been switched to the non-working state. A plurality of turning paths to turn are included. When the various setting steps exemplified in Patent Literature 1 are performed, the target path generation unit generates a plurality of parallel paths for the set work area based on the work width of the work device. They are arranged in parallel at intervals, and on the headlands set at both ends of the work area, multiple turning paths are arranged that connect multiple parallel paths in the order in which the work vehicle travels, allowing the work vehicle to travel automatically. Generate a goal path that allows.

In order for the work vehicle to automatically travel along the target route generated in this way, it is necessary to equip the work vehicle with a positioning unit that measures the position of the work vehicle on the work site using a satellite positioning system, a distance sensor, or the like. . When the positioning unit is installed in the work vehicle, a positioning antenna that enables positioning of the work vehicle by a satellite positioning system or the like, or a distance of the work vehicle to the edge of the work site is installed at a predetermined position of the work vehicle. Generally, a distance sensor or the like for measurement is arranged, and its position is set as a positioning reference point of the work vehicle.

In such a configuration, when the work vehicle automatically travels along the target route, for example, when the positioning reference point of the work vehicle reaches the end position of the parallel route, the work vehicle reaches the end position of the parallel route. Accordingly, along with this arrival, the route along which the work vehicle travels is switched from the parallel route to the turning route. The terminal position of the parallel path is set to the terminal position of the working path, and the working device is switched from the working state to the non-working state based on the switching of the paths at this time. Therefore, on the end side of each parallel path, the position of the work device when the positioning reference point of the work vehicle reaches the end position of the work route is the work end position of the work device of the work vehicle on the work route.

In other words, in the target route generated based on the technology described in Patent Document 1, from the end position of each work route (the start position of the turning route) to the start end of the work route, from the positioning reference point on the work vehicle The position retroactively by the separation distance to the position of the work device is the end position of the work by the work vehicle on the end side of each work path. Therefore, on each work route, the work vehicle that automatically travels along the work route can work between the end position of the work route and the work end position of the work vehicle when the work vehicle reaches this end position. An unworked route that cannot be performed exists for the distance described above, and this causes a decrease in work efficiency when the work is performed by automatically traveling the work vehicle.

In view of this situation, the main object of the present invention is to shorten the unworked paths existing in each work path as much as possible so as to improve the work efficiency when the work vehicle is automatically traveling.

A first characteristic configuration of the present invention is an automatic traveling system for a work vehicle,
a positioning unit for measuring the position of a working vehicle having a working device at the rear that can be switched between a working state and a non-working state;
a target route generation unit that generates a target route that enables the work vehicle to travel automatically;
a control unit that automatically travels the work vehicle along the target route based on the positioning information of the positioning unit;
The target path includes a work path along which the work vehicle in which the work device is switched to the working state moves forward, and a turning path in which the work vehicle in which the work device is switched to the non-working state is turned. , contains
The target route generation unit generates the target route by route setting that connects the plurality of work routes arranged in parallel at predetermined intervals in the order of travel of the work vehicle via the plurality of direction change routes. with
The target path generation unit extends the end side of the work path by a predetermined length to generate the work path to a length such that the end side of the work path enters the direction change path side by the predetermined length, and generating a first reverse travel path for reversing the work vehicle from a terminal position of the extended work path to a starting position of the turning path;
The control unit switches the working device from the working state to the non-working state based on the switching of the working route on which the work vehicle travels from the working route to the first reverse traveling route.

According to this configuration, the work device can be maintained in the working state until the work vehicle reaches the terminal position of the extended work path beyond the starting position of the turning path. As a result, compared to the case where the terminal position of the work path is set to the start position of the direction change path, the position of the work device when the work vehicle reaches the end position of the work path (work end position) can be It is possible to approach the start position of the path.

As a result, in each work path, the unworked path that exists between the end position of the work vehicle and the start position of the turning path can be shortened by the predetermined length for extending the work path. . As a result, it is possible to widen the work area in which work is performed by automatically traveling the work vehicle, and to improve work efficiency when working by automatically traveling the work vehicle.

During the period from when the work vehicle reaches the terminal position of the work path until it changes direction along the direction change path, the work vehicle follows the first reverse path and the work device is switched to the non-working state. , Since the work vehicle moves backward from the end position of the work path to the start position of the turning path, the position and size of the turning area for turning the work vehicle are the same as before the end of the work path is extended. The vehicle can be properly turned along the turning path toward the start position of the next work path.

Therefore, it is possible to shorten the above-mentioned unworked path without changing the position and size of the direction change area for changing the direction of the work vehicle, thereby improving the work efficiency when the work vehicle is automatically traveling. can be done.

The second characteristic configuration of the present invention is
The predetermined length is set to a length based on a separation distance from a travel device provided on the work vehicle to the work device.

According to this configuration, when the work vehicle whose work device has been switched to the non-working state travels backward along the first reverse travel route from the end position of the work route to the start position of the direction change route, the traveling device of the work vehicle is operated. It is possible to avoid the risk of stepping into an already-worked area by the device.

Therefore, it is possible to shorten the above-mentioned unworked path while avoiding the possibility that the travel device of the work vehicle will step into the already-worked area, thereby improving work efficiency when the work is performed by automatically traveling the work vehicle.

The third characteristic configuration of the present invention is
The target path generating unit determines that the position of the work device when the work vehicle after the direction change reaches the start position of the work path is equal to the position of the work device when the work vehicle reaches the end position of the work path after extension. The point is that the starting position of the working path is set so as to match the position of the working device in the above.

According to this configuration, the position of the working device (work start position) when the work vehicle reaches the start position of the work path and starts work travel is changed to the work device position (work start position) when the work vehicle reaches the end position of the work route. can be aligned with the position of the work device (work end position) when finishing the work. Then, similarly to the terminal end of the work path, the position of the work device (work start position) when the work vehicle reaches the start position of the work path can be brought closer to the end position of the turning path.

Therefore, it is possible to shorten the unworked path that exists between the end position of the direction change path and the work start position of the work vehicle, thereby improving the work efficiency when working with the work vehicle automatically traveling. In addition, the work accuracy can be improved when the work is performed by automatically traveling the work vehicle.

The fourth characteristic configuration of the present invention is
The target path generation unit includes a non-work path extending from a terminal position of the direction change path beyond a start position of the work path, and a work vehicle extending from a rear end position of the non-work path to a start position of the work path. The point is to generate a second reverse path for causing the vehicle to move backward.

According to this configuration, when the work vehicle moves from the end position of the turning path to the start position of the work path, if the position or orientation of the work vehicle deviates from the work path beyond the allowable range, the By moving the work vehicle forward on the work path and moving the work vehicle backward on the second reverse path, the position and orientation of the work vehicle with respect to the start position of the work path can be corrected within an allowable range.

Therefore, when the work vehicle reaches the start position of the work path and starts traveling for work, the position and orientation of the work vehicle with respect to the work path can be made appropriate. Accuracy can be improved.

The fifth characteristic configuration of the present invention is
The target path generation unit causes the work vehicle to move to a position ahead of an end position on the work path by a braking distance corresponding to a target vehicle speed of the work vehicle on the work path as the work vehicle reaches the position. The point is to set a switching position for switching the travel route from the work route to the first reverse travel route.

When performing a forward/reverse switching operation of the work vehicle, a distance (braking distance for forward/rearward switching) is required to allow movement of the work vehicle from the start to the completion of the forward/reverse switching operation. . Therefore, for example, when the work vehicle reaches the terminal position of the work path, if the work vehicle is set to switch from the work path to the first reverse travel path, the work vehicle will move along the work path. It will unnecessarily overrun by the braking distance from the end position. Since this overrun becomes longer as the vehicle speed of the work vehicle increases, the faster the target vehicle speed of the work vehicle set in the work route, the lower the work efficiency due to unnecessary overrun.

Therefore, in this configuration, the above-described switching position is set at a position before the end position of the work path by the above-described braking distance. Unnecessary overruns can be prevented, and a decrease in work efficiency due to unnecessary overruns can be avoided.

The sixth characteristic configuration of the present invention is
The control unit reduces the target vehicle speed as the work vehicle approaches the end position of the work path.

As described above, the control unit switches the working device from the working state to the non-working state based on the switching from the work route of the route on which the work vehicle travels to the first reverse travel route. If the switching position is set at a position a braking distance before the terminal position of the work path, the faster the target vehicle speed on the work path, the shorter the distance that the work vehicle automatically travels on the work path.

Therefore, in this configuration, in addition to the fifth characteristic configuration described above, the control unit reduces the target vehicle speed on the work path as the work vehicle approaches the end position of the work path.

As a result, the closer the work vehicle is to the terminal position of the work path, the lower the vehicle speed of the work vehicle can be, and the above-described braking distance can be shortened. As a result, it is possible to lengthen the distance that the work vehicle automatically travels and works on each work route.

Therefore, it is possible to improve the work efficiency when the work vehicle is automatically traveling without causing a decrease in work efficiency due to overrun of the work vehicle from the work path.

Diagram showing schematic configuration of automatic driving system for work vehicle Schematic diagram showing the transmission configuration of the tractor Block diagram showing a schematic configuration of an automatic driving system for work vehicles Block diagram showing a schematic configuration of an obstacle detection unit, etc. A plan view showing an example of a target route for automatic driving Enlarged view of the target route showing the state in which the work vehicle is moving forward on the work route in the work traveling state. Enlarged view of the target route showing the state in which the work vehicle has advanced along the work route and reached the terminal position of the work route in the work traveling state. FIG. 11 is an enlarged view of the target path showing the state in which the work vehicle has moved backward on the first reverse path in the non-working state and has reached the starting position of the starting side turning path; Enlarged view of the target path showing the state in which the work vehicle has advanced along the starting side turning path in the non-work traveling state and has reached the terminal position of the starting side turning path. Enlarged view of the target path showing the state in which the work vehicle has advanced on the right forward path in the non-working state and reached the terminal position of the right forward path. Enlarged view of the target path showing the state in which the work vehicle has reached the terminal position of the left reverse path after moving backward on the left reverse path in the non-working state. Enlarged view of the target route showing the state in which the work vehicle has advanced along the terminal-side turning route in a non-working state and has reached the terminal position of the terminal-side turning route. Enlarged view of the target route showing the state in which the work vehicle has advanced along the non-work route in the non-work traveling state and has reached the terminal position of the non-work route. FIG. 10 is an enlarged view of the target route showing the state in which the work vehicle has traveled backward on the second reverse route in the non-working state and has reached the terminal position of the second reverse route; Enlarged view of the target route showing the state in which the work vehicle moves forward on the work route in the work traveling state. Flowchart showing the control operation of the target route generation section in the target route generation control Flowchart showing the control operation of the target route generation unit in parallel route generation processing Flowchart showing the control operation of the target route generation section in the direction change route generation processing Enlarged view of the target path showing another embodiment in which the switching position is set at a position before the end position of the work path

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.

In addition to the tractor, the automatic traveling system for a work vehicle according to the present invention includes, for example, a riding maintenance machine, a riding lawn mower, a riding rice transplanter, and a riding seeding machine, as well as riding work vehicles capable of automatically traveling, and , unmanned cultivators, unmanned lawn mowers, and other unmanned working vehicles.

As shown in FIG. 1, a tractor 1 exemplified in this embodiment has a rotary tillage device 3, which is an example of a working device, connected to its rear portion via a link mechanism 2 so as to be able to move up and down and roll. . Thus, the tractor 1 is configured for rotary tillage.

At the rear of the tractor 1, working devices such as a plow, a disk harrow, a cultivator, a subsoiler, a sowing device, a spreading device, a mowing device, and a harvesting device are connected instead of the rotary tillage device 3. be able to.

The tractor 1 can automatically travel in a farm field A (see FIG. 5), which is an example of a working area, by using an automatic traveling system for working vehicles. As shown in FIGS. 1 and 3, an automatic traveling system for a work vehicle includes an automatic traveling unit 4 mounted on a tractor 1, and a wireless communication device set to be able to communicate wirelessly with the automatic traveling unit 4. A mobile communication terminal 5, which is an example, and the like are included. The mobile communication terminal 5 is provided with a multi-touch display device 50 and the like that enable various information displays and input operations related to automatic driving.

As the mobile communication terminal 5, a tablet personal computer, a smart phone, or the like can be adopted. For wireless communication, a wireless LAN (Local Area Network) such as Wi-Fi (registered trademark) or short-range wireless communication such as Bluetooth (registered trademark) can be employed.

As shown in FIGS. 1 and 2, the tractor 1 is provided with drivable and steerable left and right front wheels 10 and drivable left and right rear wheels 11 as traveling devices. As shown in FIGS. 1 to 3, the tractor 1 includes a cabin 13 forming a ride-on operation section 12, an electronically controlled diesel engine (hereinafter referred to as an engine) 14 having a common rail system, and the engine 14. A bonnet 15 and a transmission unit 16 for shifting power from the engine 14 are provided. The engine 14 may be an electronically controlled gasoline engine having an electronic governor.

As shown in FIG. 3, the tractor 1 includes a full hydraulic power steering unit 17 for steering the left and right front wheels 10, a brake unit 18 for braking the left and right rear wheels 11, and intermittent power transmission to the rotary tillage device 3. An electrohydraulically controlled working clutch unit 19, an electrohydraulically controlled elevating drive unit 20 for driving the rotary tillage device 3 up and down, and an electrohydraulically controlled rolling unit 21 for enabling the rotary tillage device 3 to be driven in the roll direction. , a vehicle state detection device 22 including various sensors and switches for detecting various setting states and operation states of various parts of the tractor 1, and an on-vehicle control unit 23 having various control units. . The power steering unit 17 may be of an electric type having an electric motor for steering.

As shown in FIG. 1, the driving unit 12 includes a steering wheel 25 for manual steering, a seat 26 for a passenger, and an operation terminal 27 that enables various information display and input operations. . Although not shown, the operation unit 12 includes operation levers such as an accelerator lever and a shift lever, and operation pedals such as an accelerator pedal and a clutch pedal. For the operation terminal 27, a multi-touch liquid crystal monitor, a virtual terminal compatible with ISOBUS, or the like can be adopted.

As shown in FIG. 2, the transmission unit 16 includes a traveling transmission system 16A that shifts the power from the engine 14 for traveling and a work transmission system 16B that shifts the power for work. Power after shifting by the travel transmission system 16A is transmitted to the left and right front wheels 10 via a transmission shaft 28 for driving the front wheels, a front wheel differential 30 built in the front axle case 29, and the like. Further, the power after the speed change by the work transmission system 16B is transmitted to the rotary tillage device 3. The transmission unit 16 is provided with left and right brakes 31 for individually braking the left and right rear wheels 11 .

The travel transmission system 16A includes an electronically controlled main transmission 32 for shifting power from the engine 14, and an electrohydraulically controlled forward/reverse switching device 33 for switching the power from the main transmission 32 between forward and reverse. , a gear-type auxiliary transmission 34 that shifts the forward or reverse power from the forward/reverse switching device 33 to two stages of high and low speeds, and the forward or reverse power from the forward/reverse switching device 33 to super low speed. A gear-type creep transmission 35, an auxiliary transmission 34, or a rear-wheel differential 36 that distributes the power from the creep transmission 35 to the left and right rear wheels 11, and the power from the rear-wheel differential 36 is reduced. left and right reduction gears 37 that transmit the power to the left and right rear wheels 11, and an electro-hydraulic control type transmission switching device 38 that switches transmission from the auxiliary transmission 34 or creep transmission 35 to the left and right front wheels 10. ing.

The work transmission system 16B includes a hydraulic work clutch 39 for connecting and disconnecting the power from the engine 14, a work transmission 40 for switching the power via the work clutch 39 between three speeds of forward rotation and one speed of reverse rotation, and a work transmission system 16B. and a PTO shaft 41 for outputting the power from the gearbox 40 for work. The power extracted from the PTO shaft 41 is transmitted to the rotary tillage device 3 via an external transmission shaft (not shown) or the like. The work clutch 39 is included in the work clutch unit 19 together with an electromagnetic control valve (not shown) or the like that controls the flow of oil to the work clutch 39 .

The main transmission 32 includes an I-HMT (Integrated Hydro-static Mechanical Transmission), which is an example of a hydromechanical continuously variable transmission having higher transmission efficiency than a hydrostatic transmission (HST). Adopted.

In addition, instead of the I-HMT, the main transmission 32 includes a hydraulic mechanical transmission (HMT), a hydrostatic continuously variable transmission, or a belt-type continuously variable transmission. , etc. may be adopted. Also, instead of a continuously variable transmission, an electro-hydraulic control type stepped transmission having multiple hydraulic variable speed clutches and multiple electromagnetic variable speed valves for controlling oil flow to them is adopted. You may

The transmission switching device 38 changes the transmission state to the left and right front wheels 10 to the transmission interruption state to cut off the transmission to the left and right front wheels 10, and the peripheral speed of the left and right front wheels 10 to be the same as the peripheral speed of the left and right rear wheels 11. A constant speed transmission state in which power is transmitted to the left and right front wheels 10 so that the power is transmitted to the left and right front wheels 10, and a double speed power transmission state in which power is transmitted to the left and right front wheels 10 so that the peripheral speed of the left and right front wheels 10 is about twice the peripheral speed of the left and right rear wheels 11. Switch to the transmission state. As a result, the driving state of the tractor 1 can be switched between a two-wheel drive state, a four-wheel drive state, and a front wheel double speed state.

Although not shown, the brake unit 18 includes the left and right brakes 31 described above, a foot brake system that operates the left and right brakes 31 in conjunction with the stepping operation of the left and right brake pedals provided in the operation unit 12, and the operation unit 12. A parking brake system that operates the left and right brakes 31 in conjunction with the operation of the parking lever provided in 12, and a turning brake that operates the brakes 31 on the inside of the turn in conjunction with steering of the left and right front wheels 10 at a set angle or more. system, etc. The turning brake system includes an electrohydraulic control type brake operating device 18A capable of independently operating the left and right brakes 31 .

The vehicle state detection device 22 is a general term for various sensors, switches, etc. provided in each part of the tractor 1 . As shown in FIG. 4, the vehicle state detection device 22 includes an accelerator sensor 22A for detecting the operating position of an accelerator lever, a shift sensor 22B for detecting the operating position of a shift lever, and an operating position of a reverser lever for switching between forward and backward travel. a first rotation sensor 22D for detecting the output rotation speed of the engine 14; a vehicle speed sensor 22E for detecting the vehicle speed of the tractor 1; a steering angle sensor 22F for detecting the steering angle of the front wheels 10; A height sensor 22G for detecting the height position, a second rotation sensor 22H for detecting the rotation speed of the PTO shaft 41 as the driving rotation speed of the rotary tillage device 3, and the like are included.

As shown in FIG. 2, the vehicle speed sensor 22E employs a rotation sensor for detecting the rotation speed and rotation direction of the transmission shaft 49 that transmits power from the auxiliary transmission 34 or the creep transmission 35 to the rear wheel differential 36. ing.

As shown in FIGS. 3 and 4, the in-vehicle control unit 23 includes an engine control section 23A that controls the engine 14, and a transmission unit control section 23B that controls the transmission unit 16 such as the vehicle speed of the tractor 1 and switching between forward and backward travel. , a steering control unit 23C that performs control related to steering, a work device control unit 23D that performs control related to work devices such as the rotary tillage device 3, a display control unit 23E that performs control related to display and notification for the operation terminal 27, etc., control related to automatic travel and a non-volatile vehicle-mounted storage unit 23G that stores a target route P for automatic travel generated according to the field A (see FIG. 5) and the like. Each control section 23A to 23F is constructed by an electronic control unit in which a microcontroller or the like is integrated, various control programs, or the like. The controllers 23A to 23F are interconnected via CAN (Controller Area Network) so as to be able to communicate with each other.

For mutual communication between the controllers 23A to 23F, a communication standard other than CAN or a next-generation communication standard such as in-vehicle Ethernet or CAN-FD (CAN with Flexible Data rate) may be adopted.

The engine control unit 23A performs engine speed maintenance control for maintaining the engine speed at a speed corresponding to the operation position of the accelerator lever, based on the detection information from the accelerator sensor and the detection information from the first rotation sensor 22D. etc.

The transmission unit control section 23B calculates the actual vehicle speed of the tractor 1 and determines the traveling direction of the tractor 1 based on the information detected by the vehicle speed sensor 22E. The transmission unit control section 23B controls the main transmission 32 so that the vehicle speed of the tractor 1 is changed to a speed corresponding to the operation position of the transmission lever based on the detection information of the transmission sensor 22B and the detection information of the vehicle speed sensor 22E. Vehicle speed control for controlling the operation and forward/reverse switching control for switching the transmission state of the forward/reverse switching device 33 based on the information detected by the reverser sensor 22C are executed. The vehicle speed control includes deceleration stop processing for stopping the traveling of the tractor 1 by decelerating the main transmission 32 to the zero speed state when the shift lever is operated to the zero speed position.

The transmission unit control section 23B selects the traveling drive mode of the tractor 1 between the two-wheel drive mode and the four-wheel drive mode based on the operation of a first selection switch (not shown) that enables selection of the traveling drive mode of the tractor 1. and the front wheel acceleration mode, the turning brake mode, and the front wheel acceleration turning brake mode. The first selection switch is provided in the operation section 12 and included in the vehicle state detection device 22 .

In the two-wheel drive mode, the transmission unit control section 23B switches the transmission switching device 38 to the transmission interrupted state, thereby interrupting the transmission to the left and right front wheels 10 and driving only the left and right rear wheels 11 of the tractor 1. run in the two-wheel drive state.

In the four-wheel drive mode, the transmission unit control section 23B switches the transmission switching device 38 to a constant-speed drive state, thereby transmitting the tractor 1 to the left and right front wheels 10 and the left and right front wheels 10 and the left and right rear wheels 11 . and are driven at a constant speed in a four-wheel drive state.

In the front wheel acceleration mode, the transmission unit control section 23B executes front wheel transmission control to switch the transmission switching device 38 between the constant speed transmission state and the double speed transmission state based on the information detected by the steering angle sensor 22F. For front wheel shift control, when the steering angle of the front wheels 10 reaches a set angle or more, it is determined that the tractor 1 has started turning, and the transmission switching device 38 is switched from the constant speed transmission state to the double speed transmission state. and front wheel deceleration processing for determining that the tractor 1 has finished turning when the steering angle of the front wheels 10 becomes less than the set angle, and switching the transmission switching device 38 from the double-speed transmission state to the constant-speed transmission state. It is included. As a result, in the front wheel acceleration mode, the tractor 1 can be driven with the front wheels accelerating when the tractor 1 is turning, and the turning radius of the tractor 1 can be reduced.

In the turning brake mode, the transmission unit control section 23B controls the operation of the brake operating device 18A based on the detection information of the steering angle sensor 22F to switch the left and right brakes 31 between the braking release state and the turning inside braking state. Execute turn brake control. In turning brake control, when the steering angle of the front wheels 10 reaches a set angle or more, it is determined that the tractor 1 has started turning, and the steering direction of the front wheels 10 is determined from the direction of increase or decrease in the steering angle at that time. a turning inner braking process for switching the brake 31 on the inner side of the turn from the braking release state to the braking state; and a braking release process for switching the brake 31 in the state (turning inner side) to the braking release state. As a result, in the turning brake mode, the tractor 1 can be driven in the turn inside braking state when the tractor 1 is turning, and the turning radius of the tractor 1 can be reduced.

In the front wheel acceleration turning brake mode, the transmission unit control section 23B executes the above-described front wheel transmission control and turning brake control based on the detection information of the steering angle sensor 22F. As a result, in the front wheel acceleration turning brake mode, the tractor 1 can be driven in the front wheel acceleration turning inside braking state when the tractor 1 is turning, and the turning radius of the tractor 1 can be further reduced.

The work device control unit 23D controls the operation of the work clutch unit 19 based on the operation of the PTO switch 22K (see FIG. 4) provided in the operation unit 12, and the lifting switch provided in the operation unit 12. 22L (see FIG. 4) and the setting value of the height setting dial, etc. Rolling control for controlling the operation of the rolling unit 21 and the like are executed based on this. A PTO switch 22K, an elevation switch 22L, a height setting dial, and a roll angle setting dial are included in the vehicle state detection device 22. FIG.

As shown in FIG. 3, the tractor 1 is provided with a positioning unit 42 for measuring the position, orientation, etc. of the tractor 1 . The positioning unit 42 includes a satellite navigation device 43 for measuring the position and orientation of the tractor 1 using a GNSS (Global Navigation Satellite System), which is an example of a satellite positioning system, and a 3-axis gyroscope and a 3-direction An inertial measurement unit (IMU) 44 that has an acceleration sensor and the like and measures the attitude and orientation of the tractor 1 is included. Positioning methods using GNSS include DGNSS (Differential GNSS: relative positioning system) and RTK-GNSS (Real Time Kinematic GNSS: interferometric positioning system). In this embodiment, RTK-GNSS suitable for positioning of mobile units is adopted. Therefore, as shown in FIG. 1, base stations 6 that enable positioning by RTK-GNSS are installed at known positions around the field.

As shown in FIGS. 1 and 3, the tractor 1 and the base station 6 are provided with GNSS antennas 45 and 60 for receiving radio waves transmitted from the positioning satellite 7 (see FIG. 1), Communication modules 46 , 61 and the like are provided that enable wireless communication of information including positioning information with the station 6 . Thereby, the satellite navigation device 43 of the positioning unit 42 receives the positioning information obtained by the GNSS antenna 45 of the tractor 1 receiving the radio wave from the positioning satellite 7, and the GNSS antenna 60 of the base station 6 receives the radio wave from the positioning satellite 7. , the position and orientation of the tractor 1 can be measured with high accuracy. Further, the positioning unit 42 has a satellite navigation device 43 and an inertial measurement device 44, so that the position, azimuth, and attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 can be measured with high accuracy. .

In this tractor 1, the inertial measurement device 44, GNSS antenna 45, and communication module 46 of the positioning unit 42 are included in the antenna unit 47 shown in FIG. The antenna unit 47 is arranged at the upper left-right central position on the front side of the cabin 13 .

Although illustration is omitted, the position of the tractor 1 (positioning reference position) measured by the positioning unit 42 is set to the installation position of the GNSS antenna 45 on the tractor 1 . The GNSS antenna 45 is installed on the left-right center of the tractor 1 in the upper part of the front side of the cabin 13 .
The position of the tractor 1 measured by the positioning unit 42 may be set to the center position of the rear wheel axle of the tractor 1 instead of the installation position of the GNSS antenna 45 . In this case, the position of the tractor 1 can be obtained from the positioning information of the positioning unit 42 and the vehicle body information including the positional relationship between the mounting position of the GNSS antenna 45 in the tractor 1 and the center position of the rear wheel axle.

As shown in FIG. 3, the mobile communication terminal 5 includes an electronic control unit in which a microcontroller is integrated, a terminal control unit 51 having various control programs, and the like. The terminal control unit 51 includes a display control unit 51A that controls display and notification on the display device 50 and the like, a target route generation unit 51B that generates a target route P that enables automatic traveling of the tractor 1, and a target route generation unit 51A. A non-volatile terminal storage unit 51C that stores the target route P generated by the unit 51B and the like are included. The terminal storage unit 51C includes vehicle body information including the turning radius of the tractor 1 and the working width of the rotary tillage device 3, and the position and shape of the field A as various information used to generate the target route P. field information, etc. are stored.

The target route P is stored in the terminal storage unit 51</b>C in a state of being associated with vehicle information, field information, etc., and can be displayed on the display device 50 of the mobile communication terminal 5 . The target route P includes various information related to automatic travel, such as the direction of travel of the tractor 1, the target vehicle speed, the front wheel steering angle, the start position pa of automatic travel, and the end position pb of automatic travel.

As shown in FIG. 3, the tractor 1 and the mobile communication terminal 5 are provided with communication modules 48 and 52 that enable wireless communication of various information including positioning information between the vehicle-mounted control unit 23 and the terminal control unit 51. are provided. The communication module 48 of the tractor 1 functions as a converter that bi-directionally converts communication information between CAN and Wi-Fi when Wi-Fi is adopted for wireless communication with the mobile communication terminal 5 . The terminal control unit 51 can acquire various information about the tractor 1 including the position and orientation of the tractor 1 through wireless communication with the onboard control unit 23 . As a result, various types of information including the position and direction of the tractor 1 with respect to the target route P can be displayed on the display device 50 of the mobile communication terminal 5 .

The terminal control unit 51 transmits the field information, the target route P, and the like stored in the terminal storage section 51C to the in-vehicle control unit 23 in response to the transmission request command from the in-vehicle control unit 23 . The in-vehicle control unit 23 stores the received field information, the target route P, and the like in the in-vehicle storage section 23G. Regarding the transmission of the target route P, for example, the terminal control unit 51 may transmit all of the target route P from the terminal storage unit 51C to the vehicle-mounted control unit 23 at once before the tractor 1 starts automatic traveling. can be Further, the terminal control unit 51 divides the target route P into a plurality of divided route information for each predetermined distance, and every time the travel distance of the tractor 1 reaches the predetermined distance from the stage before the tractor 1 starts automatic travel Alternatively, a predetermined number of divided route information corresponding to the running order of the tractor 1 may be sequentially transmitted from the terminal storage section 51C to the vehicle-mounted control unit 23 .

Detected information from various sensors, switches, and the like included in the vehicle state detection device 22 is input to the automatic travel control unit 23F. As a result, the automatic travel control unit 23F can monitor various setting states of the tractor 1, operating states of the respective units, and the like.

In the automatic traveling control unit 23F, various manual setting operations for enabling automatic traveling of the tractor 1 are performed by a user such as a passenger or an administrator, and the traveling mode of the tractor 1 is changed from the manual traveling mode to the automatic traveling mode. When the display device 50 of the mobile communication terminal 5 is operated and the start of automatic traveling is instructed in the state switched to the mode, the position and direction of the tractor 1 are acquired by the positioning unit 42, and the target route P is displayed. Then, the automatic travel control for automatically traveling the tractor 1 is started.

During the execution of the automatic driving control, the automatic driving control unit 23F, for example, when the display device 50 of the mobile communication terminal 5 is operated by the user to give an instruction to end the automatic driving, or when the driving unit 12 is on board the automatic driving control unit 23F. When the user operates a manual operation tool such as the steering wheel 25 or an accelerator pedal, the automatic driving control is ended and the driving mode is switched from the automatic driving mode to the manual driving mode.

The automatic driving control by the automatic driving control unit 23F includes an automatic engine control process for transmitting a control command for automatic driving related to the engine 14 to the engine control unit 23A, an automatic driving control process for the vehicle speed of the tractor 1, switching between forward and backward travel, and the like. Automatic vehicle speed control processing for transmitting a control command to the transmission unit control section 23B, automatic steering control processing for transmitting a steering control command for automatic travel to the steering control section 23C, and work devices such as the rotary tillage device 3 It includes work automatic control processing for transmitting a control command for automatic travel to the work device control section 23D.

In the automatic engine control process, the automatic driving control unit 23F issues an engine rotation speed change command to the engine control unit 23A to change the engine rotation speed based on the set rotation speed included in the target route P. Send. The engine control unit 23A executes engine speed change control for automatically changing the engine speed in accordance with various control commands relating to the engine 14 transmitted from the automatic travel control unit 23F.

In the vehicle speed automatic control process, the automatic travel control unit 23F provides a shift operation command for instructing a shift operation of the main transmission 32 based on the target vehicle speed included in the target path P, and a shift operation instruction included in the target path P. Based on the traveling direction of the tractor 1, a forward/reverse switching command for instructing a forward/rearward switching operation of the forward/rearward switching device is transmitted to the transmission unit control section 23B. The transmission unit control section 23B automatically controls the operation of the main transmission 32 in response to various control commands regarding the main transmission 32 and the forward/reverse switching device transmitted from the automatic travel control section 23F. Also, automatic forward/reverse switching control for automatically controlling the operation of the forward/reverse switching device is executed. The vehicle speed control includes, for example, an automatic deceleration stop process in which, when the target vehicle speed included in the target route P is zero speed, the main transmission 32 is controlled to decelerate to the zero speed state to stop the tractor 1 from traveling. It is included.

In the steering automatic control process, the automatic driving control unit 23F transmits a steering command for steering the left and right front wheels 10 based on the front wheel steering angle included in the target route P, etc. to the steering control unit 23C. . The steering control unit 23C controls the operation of the power steering unit 17 to steer the left and right front wheels 10 according to the steering command sent from the automatic driving control unit 23F. When the vehicle is steered beyond an angle, automatic turning brake control is executed by operating the brake unit 18 to operate the brake on the inner side of the turn.

In the automatic work control process, the automatic travel control unit 23F instructs the rotary tiller 3 to switch to the work state based on the arrival of the tractor 1 at each work start position included in the target route P. and a work end command instructing the rotary tillage device 3 to switch to the non-working state based on the arrival of the tractor 1 at each work stop position included in the target path P to the work device control unit 23D. Send. The work device control unit 23D controls the operation of the work clutch unit 19 and the lifting drive unit 20 in accordance with various control commands regarding the rotary tillage device 3 transmitted from the automatic travel control unit 23F, thereby operating the rotary tillage device 3. Automatic work start control for driving and lowering to the working height, automatic work end control for raising the rotary tillage device 3 to the non-working height and stopping the driving, etc. are executed. As a result, the traveling state of the tractor 1 that automatically travels along the target path P is changed to the working state of the rotary tillage device 3 (the state in which the rotary tillage device 3 is driven and lowered to the working height) and the working travel state in which the tractor 1 automatically travels. and a non-working traveling state in which the tractor 1 automatically travels while the rotary tilling device 3 is in a non-working state (a state in which the rotary tilling device 3 is raised to the non-working height and stopped).

That is, the automatic traveling unit 4 described above includes the power steering unit 17, the brake unit 18, the work clutch unit 19, the lifting drive unit 20, the rolling unit 21, the vehicle state detection device 22, the vehicle control unit 23, the positioning unit 42, and the , communication modules 46, 48, and the like. By appropriately operating these, the tractor 1 can be automatically traveled accurately along the target route P, and the rotary tillage device 3 can properly perform tillage work.

As shown in FIGS. 3 and 4, the tractor 1 is equipped with a peripheral situation acquisition system 8 that acquires the peripheral situation of the tractor 1 . As shown in FIG. 4, the surrounding situation acquisition system 8 includes an imaging unit 80 that acquires image information by imaging the surroundings of the tractor 1, and an obstacle detection unit that detects obstacles existing around the tractor 1. 85 are included. Obstacles detected by the obstacle detection unit 85 include persons such as workers working in the field A, other work vehicles, and existing utility poles and trees in the field A.

As shown in FIGS. 1 and 4, the imaging unit 80 includes a front camera 81 whose imaging range is set to a predetermined range in front of the cabin 13, and a rear camera 81 whose imaging range is set to a predetermined range behind the cabin 13. A camera 82 and an image processing device 83 (see FIG. 4) for processing image information from each of the front and rear cameras 81 and 82 are included. The image processing device 83 is constructed by an electronic control unit in which a microcontroller and the like are integrated, various control programs, and the like. The image processing device 83 is connected to the in-vehicle control unit 23 and the like via CAN so as to be able to communicate with each other.

The image processing device 83 generates an image of the front side and the rear side of the tractor 1 corresponding to the imaging range of each camera 81, 82 from the image information sequentially transmitted from each of the front and rear cameras 81, 82. processing, etc. Then, image transmission processing for transmitting each generated image to the display control section 23E of the in-vehicle control unit 23 is performed. The display control unit 23E transmits each image from the image processing device 83 to the operation terminal 27 via CAN and also to the display control unit 5A of the mobile communication terminal 5 via the communication modules 48 and 52 .

Thereby, the front side image and the rear side image of the tractor 1 generated by the image processing device 83 can be displayed on the operation terminal 27 of the tractor 1, the display device 50 of the mobile communication terminal 5, or the like. This display allows the user to easily grasp the conditions of the front side and the rear side of the tractor 1 .

As shown in FIGS. 1 and 4, the obstacle detection unit 85 includes a front obstacle sensor 86 whose obstacle detection range is set to the front side of the tractor 1, and a front obstacle sensor 86 whose obstacle detection range is set to the rear side of the tractor 1. It includes a set rear obstacle sensor 87 and a side obstacle sensor 88 in which both the left and right sides of the tractor 1 are set to an obstacle detection range. The front obstacle sensor 86 and the rear obstacle sensor 87 employ lidar sensors that use pulsed near-infrared laser light to detect obstacles. The lateral obstacle sensor 88 employs a sonar that uses ultrasonic waves to detect obstacles.

As shown in FIG. 4, the front obstacle sensor 86 and the rear obstacle sensor 87 use near-infrared laser light to measure the distance to each ranging point (measuring object) present in the measurement range. It has units 86A and 87A and control units 86B and 87B for generating distance images based on the measurement information of the measurement units 86A and 87A. The lateral obstacle sensor 88 detects a measurement object existing in the measurement range based on the transmission and reception of ultrasonic waves by the right ultrasonic sensor 88A and the left ultrasonic sensor 88B that transmit and receive ultrasonic waves, and the ultrasonic waves transmitted and received by the respective ultrasonic sensors 88A and 88B. It has a single control 88C that measures the distance to an object.

The controllers 86B, 87B, 88C of the obstacle sensors 86 to 88 are constructed by an electronic control unit integrated with a microcontroller and various control programs. Each control section 86B, 87B, 88C is connected to the in-vehicle control unit 23 or the like via CAN so as to be able to communicate with each other.

The automatic travel control unit 23F controls the travel of the tractor 1 based on the positioning information of the positioning unit 42 and the detection information of the obstacle sensors 86 to 88 transmitted to the vehicle-mounted control unit 23. Execute collision avoidance control to avoid collision with In the collision avoidance control, the automatic traveling control unit 23F instructs the transmission unit control unit 23B to execute each collision avoidance traveling control according to the detection information of each obstacle sensor 86 to 88, etc. to avoid colliding with obstacles.

The target route generation unit 51B generates vehicle body information including the turning radius of the tractor 1 and the working width of the rotary tillage device 3, field information including the position and shape of the field A where the tractor 1 is used for work, and information for the user. A target route generation control for generating a target route P is executed based on various arbitrary setting information set by the controller.

The vehicle body information includes the first separation distance L1 (see FIGS. 5 to 8) from the installation position of the GNSS antenna 45 on the tractor 1 to the rotary tillage device 3 measured by the positioning unit 42, and the rear wheel 11 of the tractor 1 to the rotary tillage device 3 (see FIGS. 5-8), and so on.

In this embodiment, as shown in FIG. 1, the first separation distance L1 is set to the distance from the installation position of the GNSS antenna 45 in the tractor 1 to the rotation center position X1 of the tillage tine 3A in the rotary tillage device 3. ing. The second separation distance L2 is set to the distance from the axle center X2 of the rear wheel 11 of the tractor 1 to the rotation center position X1 of the tillage tine 3A.

The field information includes a plurality of shape identification points in the field A obtained using GNSS when the tractor 1 is driven along the outer periphery of the field A in order to identify the shape and size of the field A. (Shape identification coordinates) Cp1 to Cp4 (see FIG. 5), and shape identification lines SL (see FIG. 5) connecting these shape identification points to identify the shape and size of the field A, etc. there is

In the present embodiment, as shown in FIG. 5, a rectangular agricultural field A is exemplified as the agricultural field A. Therefore, four corner points Cp1 to Cp4 are acquired as a plurality of shape specifying points, and they are A rectangular shape specifying line SL connecting the corner points Cp1 to Cp4 is generated.

5 to 15 and the flowcharts shown in FIGS. 16 to 18, the control operation of the target route generation section 51B in the target route generation control will be described.

In this target route generation control, the user has already manually input various arbitrary setting information such as the start position pa and the end position pb of the automatic traveling, and the work traveling direction of the tractor 1. This is a premise.

As shown in the flowchart of FIG. 16, the target route generation unit 51B sets the start position pa and the end position pb of automatic travel to the positions shown in FIG. When the work traveling direction of the tractor 1 is set along the short side of the farm field A, first, the farm field A is plotted based on the four corner points Cp1 to Cp4 and the rectangular shape specifying line SL. Then, a first division process is performed to divide the field A into a margin area A1 adjacent to the outer edge of the field A and a workable area A2 located inside the margin area A1 (step #1).

The margin area A1 is provided to prevent the rotary tillage device 3 from coming into contact with other objects such as ridges and fences adjacent to the field A when the tractor 1 automatically travels along the edge of the workable area A2. Second, it is an area secured between the outer edge of the field A and the workable area A2.

Based on the turning radius of the tractor 1, the working width of the rotary tillage device 3, and the like, the target path generation unit 51B sets the workable area A2 to a pair of directions set at the ends of the long sides of the workable area A2. A second segmentation process is performed to segment the vehicle into a changeover region A2a and a reciprocating travel region A2b set between a pair of direction change regions A2a (step #2).

In addition, in FIGS. 5 to 15, a boundary line BL indicating the boundary between the direction change area A2a and the reciprocation area A2b is described in order to facilitate understanding of the direction change area A2a and the reciprocation area A2b.

The target route generation unit 51B performs parallel route generation processing for generating a plurality of parallel routes P1 arranged in parallel at predetermined intervals according to the work width in the direction along the long side of the field A in the reciprocating travel area A2b. (step #3).

The target route generation unit 51B performs a direction change route generation process for generating a plurality of direction change routes P2 for changing the direction of the tractor 1 whose rotary tillage device 3 has been switched to the working state in each direction change region A2a (step # 4).

The above-described various optional setting information includes the type of the direction change route P2. In this embodiment, as shown in FIGS. A case is illustrated in which a switchback-type turning path is selected in which the tractor 1 turns and travels in a fishtail shape.
Incidentally, as the turning path P2, it is possible to select a U-shaped turning path or the like in which the tractor 1 is made to turn and travel in a U-shape, other than the switchback type turning path.

In the parallel route generation process, as shown in the flowchart of FIG. 17, the target route generation unit 51B separates a first predetermined distance L3 from the start position p1 of each parallel route P1 in the forward direction of the tractor 1 on the parallel route P1. A first path generation process is performed to generate a first forward path (non-working path described in the claims) P1a over the first relay position p2 (step #31).

The target route generation unit 51B generates a reverse route (second reverse position described in the scope of claims) from the first relay position p2 to a second relay position p3 separated by a predetermined length L4 in the reverse direction of the tractor 1 on the parallel route P1. A second route generation process for generating route) P1b is performed (step #32).

The target route generation unit 51B performs a third route generation process for generating a second forward route P1c extending from the second relay position p3 to the terminal position p4 of the parallel route P1 (step #33). In the third route generation process, the target route generation unit 51B extends the starting end side of the second forward route P1c by a predetermined length L4 from the first relay position p2 to the second relay position p3, The terminal side of the forward path P1c is extended by a predetermined length L4 from the boundary between the direction change area A2a and the reciprocating travel area A2b, and the entire length of the second forward path P1c is extended from the second intermediate position p3 to the direction change area A2a. and the reciprocating travel area A2b, the end side of the second forward path P1c is set to have a second predetermined distance L5 that enters the direction change area A2a with a predetermined length L4.

The target route generation unit 51B changes the route along which the tractor 1 travels from the first forward route P1a to the reverse route P1b as the tractor 1 reaches the first relay position p2. A first switching position setting process for setting the switching position is performed (step #34).

The target route generation unit 51B changes the route along which the tractor 1 travels from the reverse route P1b to the second forward route P1c when the tractor 1 reaches the second relay position p3. A second switching position setting process for setting the switching position is performed (step #35).

In the turning path generation process, as shown in the flowchart of FIG. 18, the target path generation unit 51B generates a starting end turning path for turning the tractor 1 forward by 90 degrees from the starting position p5 of each turning path P2. A fourth route generation process for generating P2a is performed (step #41).

The target path generation unit 51B performs a fifth path generation process for generating a right forward path P2b for advancing the tractor 1 rightward from the terminal position p6 of the starting side turning path P2a (step #42).

The target path generation unit 51B performs a sixth path generation process for generating a left reverse path P2c that causes the tractor 1 to move leftward from the terminal position p7 of the right forward path P2b (step #43).

The target path generation unit 51B performs a seventh path generation process for generating a terminal-side turning path P2d that turns the tractor 1 forward by 90 degrees from the terminal position p8 of the left reverse path P2c (step #44).

As the tractor 1 reaches the terminal position p6, the target route generation unit 51B changes the path along which the tractor 1 travels from the starting side turning path P2a to the right forward path P2b. A third switching position setting process for setting the third switching position is performed (step #45).

The target route generation unit 51B switches the route along which the tractor 1 travels from the right forward route P2b to the left backward route P2c when the tractor 1 reaches the terminal position p7 of the right forward route P2b. A fourth switching position setting process for setting the switching position 4 is performed (step #46).

When the tractor 1 reaches the terminal position p8 of the left reverse path P2c, the target path generator 51B switches the path traveled by the tractor 1 from the left reverse path P2c to the terminal side turning path P2d. A fifth switching position setting process for setting the fifth switching position is performed (step #47).

When the tractor 1 reaches the terminal position p9, the target route generation unit 51B changes the route along which the tractor 1 travels from the terminal end turning route P2d to the parallel route P1. A sixth switching position setting process for setting the sixth switching position for switching to the first forward path P1a is performed (step #48).

As shown in the flowchart of FIG. 16, the target route generation unit 51B performs the parallel route generation processing and the turning route generation processing. A reverse route generation process is performed to generate a relay reverse route (first reverse route described in the claims) P3 for causing the vehicle 1 to move backward (step #5).

In this manner, the target route generation unit 51B generates the target route P suitable for the tractor 1 to automatically travel and perform the tillage work in the farm field A.

The automatic traveling control unit 23F positions the tractor 1 at the starting position of the target route P (the starting position p1 of the parallel route P1), which is the starting position pa of the automatic traveling, in an appropriate posture that enables automatic traveling according to the target route P. In this state, when the start of automatic traveling is instructed, first, the tractor 1 advances along the first forward path P1a of the parallel path P1 in the non-working traveling state in which the rotary tillage device 3 is switched to the non-working state. (See FIGS. 12-13).

When the tractor 1 reaches the first intermediate position p2, which is the terminal position of the first forward path P1a, the automatic travel control section 23F switches the travel path from the first forward path P1a to the reverse path P1b along with this arrival. , the tractor 1 is switched from the forward travel state to the reverse travel state via the transmission unit control section 23B. As a result, the tractor 1 is reversed along the reverse path P1b in the non-working state (see FIGS. 13 and 14).

When the tractor 1 reaches the second relay position p3, which is the terminal position of the reverse path P1b, the automatic driving control unit 23F switches the driving path from the reverse path P1b to the second forward path P1c. Then, the tractor 1 is switched from the reverse state to the forward state via the speed change unit control section 23B, and the rotary tillage device 3 is switched from the non-working state to the working state. As a result, the tractor 1 is advanced along the second forward path P1c in the working traveling state in which the rotary tillage device 3 is switched to the working state (see FIGS. 14-15 and 6).

When the tractor 1 reaches the terminal position p4 of the parallel path P1, which is the terminal position of the second forward path P1c, the automatic traveling control unit 23F changes the traveling path from the second forward path P1c to the relay reverse path P3. Based on the switching, the tractor 1 is switched from the forward travel state to the reverse travel state via the transmission unit control section 23B, and the rotary tillage device 3 is switched from the working state to the non-working state. As a result, the tractor 1 is reversed along the relay reverse route P3 in the non-working state (see FIGS. 7 and 8).

When the tractor 1 reaches the start position p5 of the turning path P2, which is the terminal position of the intermediate reverse path P3, the automatic traveling control unit 23F controls the traveling path to change from the intermediate backward path P3 to the starting point of the turning path P2. Based on the switching to the side turning path P2a, the tractor 1 is switched from the reverse travel state to the forward travel state via the transmission unit control section 23B. As a result, the tractor 1 is advanced along the starting end side turning path P2a in the non-work traveling state (see FIGS. 8 and 9).

When the tractor 1 reaches the terminal position p6 of the start-side turning path P2a, the automatic travel control unit 23F controls the tractor 1 based on the fact that the traveling route is switched from the start-side turning path P2a to the right forward movement path P2b along with this arrival. 1 is advanced along the right forward path P2b in the non-working state (see FIGS. 9-10).

When the tractor 1 reaches the terminal position p7 of the right forward path P2b, the automatic driving control section 23F performs transmission unit control based on the fact that the driving path is switched from the right forward path P2b to the left reverse path P2c as the tractor 1 reaches the terminal position p7. The tractor 1 is switched from the forward state to the reverse state via the portion 23B. As a result, the tractor 1 is reversed along the left reverse path P2c in the non-working state (see FIGS. 10 and 11).

When the tractor 1 reaches the terminal position p8 of the left reverse path P2c, the automatic driving control unit 23F switches the driving path from the left reverse path P2c to the terminal side turning path P2d. The tractor 1 is switched from the reverse state to the forward state via the control section 23B. As a result, the tractor 1 is advanced along the trailing end-side turning path P2d in the non-work traveling state (see FIGS. 11 and 12).

When the tractor 1 reaches the terminal position p9 of the terminal-side turn path P2d, the automatic travel control unit 23F switches the traveling path from the terminal-side turn path P2d to the first forward path P1a of the parallel path P1. , the tractor 1 is advanced along the first forward path P1a in the non-working state (see FIGS. 12 and 13).

That is, in this target path P, the second forward path P1c of each parallel path P1 functions as a working path for advancing the tractor 1 whose rotary tillage device 3 has been switched to the working state. The target path P consists of a second forward path (work path) P1c of a plurality of parallel paths P1 arranged in parallel at predetermined intervals according to the work width, a plurality of intermediate reverse paths P3, and a plurality of directions. The tractor 1 is generated in a route setting that connects in the running order of the tractor 1 via the conversion route P2 and the first forward route P1a and the reverse route P1b in the plurality of parallel routes P1.

In the target path P, the second forward path P1c is extended by a predetermined length L4 at its terminal end, and is generated to have a length that enters the direction change path P2 side at the predetermined length L4. A relay reverse path P3 is generated to move the tractor 1 backward from the end position p4 of the extended second forward path P1c to the start position p5 of the turning path.

As a result, when the tractor 1 automatically travels along the target path P, the tractor 1 passes the start position p5 of the turning path P2 and reaches the end position p4 of the extended second forward path P1c. The rotary tillage device 3 can be kept in working condition. As a result, compared to the case where the terminal position p4 of the second forward path P1c is the starting position p5 of the turning path P2, the rotary tiller 3 when the tractor 1 reaches the terminal position p4 of the second forward path P1c can be brought closer to the start position p5 of the turning path P2.

As a result, in each second forward path P1c, an unworked path that exists between the work end position pd of the tractor 1 and the starting end position p5 of the turning path P2 is extended by a predetermined length L4 that extends the second forward path P1c. can be shortened by As a result, the work area in which the tractor 1 automatically travels can be widened, and the work efficiency can be improved when the tractor 1 automatically travels.

Incidentally, in FIGS. 5 to 15, the position of the rotary tiller 3 when the tractor 1 reaches the start position p5 of the turning path P2 is indicated by px, and the tractor 1 is at the end of the second forward path P1c. The ground contact position pd of the rotary tiller 3 when reaching the position p4 and ending the work travel is in a direction greater than the position px of the rotary tiller 3 when the tractor 1 reaches the starting end position p5 of the turning path P2. It is shown to be close to the beginning position p5 of the diversion path P2.

During the period from when the tractor 1 reaches the terminal position p4 of the second forward path P1c to when it changes direction along the turning path P2, the tractor 1 follows the intermediate backward movement path P3 in the non-work traveling state to the second Since the vehicle travels backward from the terminal position p4 of the forward path P1c to the starting position p5 of the direction change path P2, the position and the size of the direction change area in which the tractor 1 changes direction are set before extending the terminal side of the second forward path P1c. While doing the same, the tractor 1 can be properly turned along the turning path P2 toward the start position p1 of the next parallel path P1.

Therefore, without changing the position and size of the direction change area A2a for changing the direction of the tractor 1, the unworked path can be shortened, and the work efficiency is improved when the tractor 1 automatically travels. be able to.

In this target path P, a predetermined length L4 extending from the terminal end of the second forward path P1c is set to a length based on the second separation distance L2 from the rear wheels 11 of the tractor 1 to the rotary tillage device 3. there is Specifically, the predetermined length L4 is set to a length shorter than the second separation distance L2 from the axle center X2 of the rear wheel 11 of the tractor 1 to the rotation center position X1 of the tillage tines 3A of the rotary tillage device 3. ing.

As a result, when the tractor 1 travels backward from the terminal position p4 of the second forward path P1c to the starting position p5 of the turning path P2 in the non-work traveling state along the relay reverse path P3, the rear wheels 11 of the tractor 1 rotate. It is possible to avoid the risk of stepping into an area already worked by the tilling device 3 .

Therefore, the unworked path can be shortened while avoiding the possibility that the rear wheels 11 of the tractor 1 will step into the already worked area, and the work efficiency can be improved when the tractor 1 automatically travels. .

In this target path P, the working start position pc, which is the grounding position of the rotary tiller 3 when the tractor 1 after the direction change reaches the second relay position p3, which is the starting position of the second forward path P1c, is 1 is aligned with the work terminal position pd, which is the grounding position of the rotary tillage device 3 when reaching the terminal position p4 of the second forward path P1c after extension. The position p3) is set at a position closer to the starting end position p1 of each parallel path P1 by a predetermined length L4 than the first intermediate position p2 separated by a first predetermined distance L3 from the starting end position p1 of each parallel path P1. .

As a result, when the tractor 1 reaches the start position p3 of the second forward path P1c and starts traveling for work, the grounding position (work start position) pc of the rotary tillage device 3 is set to It can be aligned with the grounding position (work end position) pd of the rotary tillage device 3 when reaching the end position p6 and ending the work travel.

Further, similarly to the end side of the second forward path P1c, the grounding position (work starting position) pc of the rotary tiller 3 when the tractor 1 reaches the starting position p3 of the second forward path P1c is defined as the turning path P2. can be brought close to the terminal position p9 of .

Therefore, it is possible to shorten the unworked path existing between the end position p9 of each direction change path P2 and the work start position pc by the tractor 1, and improve the work efficiency when the tractor 1 automatically travels. In addition, it is possible to improve the accuracy of work when the tractor 1 automatically travels.

The target path P includes a first forward path P1a that extends from a terminal position p9 of the turning path P2 beyond a starting point p3 of the second forward path P1c, and a first intermediate position that is the terminal position of the first forward path P1a. A reverse path P1b for moving the tractor 1 backward from p2 to the start position p3 of the second forward path P1c is included.

As a result, when the tractor 1 moves from the terminal position p9 of the turning path P2 to the starting position p3 of the second forward path P1c, the position and orientation of the tractor 1 exceeds the allowable range with respect to the second forward path P1c. In the case of deviation, the position and orientation of the tractor 1 with respect to the start position p3 of the second forward path P1c are brought within the allowable range by advancing the tractor 1 on the first forward path P1a and reversing the tractor 1 on the reverse path P1b. trajectory can be corrected.

Therefore, when the tractor 1 reaches the start position p3 of the second forward path P1c and starts traveling for work, the position and orientation of the tractor 1 with respect to the second forward path P1c can be made appropriate, and the tractor 1 automatically travels. It is possible to improve the work accuracy when working with.

The above-described various arbitrary setting information includes the traveling drive mode of the tractor 1 selected by operating the first selection switch described above. Therefore, in the direction change route generation process described above, the target route generation unit 51B determines the turning radii of the start side turning route P2a and the terminal side turning route P2d according to the arbitrarily set traveling drive mode of the tractor 1. . When any one of the front wheel acceleration mode, turning brake mode, and front wheel acceleration turning brake mode is arbitrarily set as the driving mode of the tractor 1, the automatic driving control unit 23F determines that the tractor 1 is on the relay reverse route. When the tractor 1 reaches the start position p5 of the turning path P2, which is the end position of P3, the travel drive mode of the tractor 1 is switched to an arbitrarily set travel drive mode. When the tractor 1 reaches the terminal position p6 of the start side turning path P2a, the automatic travel control unit 23F returns the travel drive mode of the tractor 1 to the original travel drive mode before switching to the arbitrarily set travel drive mode. Let The automatic travel control unit 23F switches the travel drive mode of the tractor 1 to an arbitrarily set travel drive mode when the tractor 1 reaches the terminal position p8 of the left reverse path P2c, which is the starting position of the terminal-side turn path P2d. When the tractor 1 reaches the terminal position p9 of the terminal-side turn path P2d, the automatic travel control unit 23F returns the travel drive mode of the tractor 1 to the original travel drive mode before switching to the arbitrarily set travel drive mode. Let

As a result, when generating the target route P, the user can arbitrarily set any one of the front wheel acceleration mode, turning brake mode, and front wheel acceleration turning braking mode as the traveling drive mode of the tractor 1. Since the target route generation unit 51B generates the target route P based on various arbitrary setting information including the set traveling drive mode of the tractor 1, the start side turning route P2a or the terminal side turning route P2d of this target route P can be determined. When the tractor 1 makes a turn according to the above, the tractor 1 travels in any of the front wheel acceleration state, turning inside braking state, and front wheel acceleration turning inside braking state according to the arbitrarily set traveling drive mode of the tractor 1. and the turning radius of the tractor 1 can be reduced.

That is, when generating the target route P, if any one of the front wheel acceleration mode, turning brake mode, and front wheel acceleration turning braking mode is arbitrarily set as the driving mode of the tractor 1, the target route is generated. In the above-described second segmentation process, the unit 51B can narrow the pair of turning areas A2a in which the turning path P2 is generated and widen the reciprocating driving area A2b in which the parallel path P1 is generated. Accordingly, the work area Aw can be widened, and the work efficiency can be improved when the tractor 1 automatically travels.

The travel drive mode of the tractor 1 is not arbitrarily set by the user as described above, but is set by the target route generator 51B as the optimal travel drive mode for widening the work area Aw and improving work efficiency. may be configured to automatically set the

While the tractor 1 is automatically traveling along the second forward path (work path) P1c of the parallel path P1, the automatic travel control unit 23F controls the braking distance calculated based on the vehicle speed of the tractor 1 and the front obstacle sensor 86. The straight distance from the tractor 1 to the edge of the field, which is included in the detection information, is compared with the tractor 1 to determine whether or not the tractor 1 can jump out of the field. Then, when the automatic travel control unit 23F determines in the jump-out determination process that there is a possibility that the tractor 1 will jump out of the farm field, the automatic travel control unit 23F controls the shift unit control unit 23B to prevent the tractor 1 from jumping out of the farm field. An emergency stop process is performed for instructing an emergency stop of the tractor 1 to stop the tractor 1 in an emergency.

In addition, while the tractor 1 is automatically traveling along the second forward path (work path) P1c of the parallel path P1, the automatic travel control unit 23F reduces the calculated braking distance to Vehicle speed limit control is executed to limit the vehicle speed of the tractor 1 via the transmission unit control section 23B so as to maintain a state of being shorter than the distance obtained by subtracting the set distance.

As a result, the second forward path (work path) P1c of the parallel path P1, whose target vehicle speed is set to be higher than that of the turning path P2, etc., is extended toward the end of the field. It is possible to prevent a decrease in work efficiency caused by the emergency stop of the tractor 1 due to the determination that the tractor 1 may run out of the field.

Note that the target route P shown in FIG. 5 is merely an example, and the target route generating unit 51B generates vehicle information that differs depending on the model of the tractor 1 and the type of work device, Based on field information such as shape and size, etc., various target paths P suitable for them can be generated.

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

(1) The construction of the work vehicle 1 can be modified in various ways.
For example, the work vehicle 1 may be configured as a semi-crawler specification in which left and right front wheels 10 and left and right crawlers instead of the left and right rear wheels 11 are provided as traveling devices.
For example, the work vehicle 1 may be configured to a full crawler specification in which left and right crawlers are provided as traveling devices instead of the left and right front wheels 10 and the left and right rear wheels 11 .
In these configurations, it is possible to set a predetermined length L4 for extending each second forward path (work path) P1c based on the separation distance from the rear end of each crawler to the work device such as the rotary tillage device 3. Conceivable.
For example, the work vehicle 1 may be configured with an electric specification in which an electric motor is provided instead of the engine as the driving unit 14 .
For example, the work vehicle 1 may have a hybrid specification in which an engine and an electric motor are provided as the driving unit 14 .

(2) The second separation distance L2 from the rear wheel (travel device) 11 to the working device 3 may be set to the distance from the rear end of the ground contact surface of the rear wheel 11 to the working position of the working device 3, for example.
In this case, the predetermined length L4 extending each second forward path (work path) P1c may be set to the same length as the second separation distance L2.

(3) As shown in FIG. 19, on the second forward path (work path) P1c of each parallel path P1, the target vehicle speed of the tractor 1 on the second forward path P1c is higher than the terminal position p4 on the second forward path P1c. A switching position p10 may be set at a position ahead of the braking distance La corresponding to , at which the route traveled by the tractor 1 is switched from the second forward route P1c to the relay reverse route P3 as the tractor 1 arrives.
To explain this alternative embodiment (3), when the forward/reverse switching operation of the tractor 1 is performed, the distance (forward/backward) that allows the tractor 1 to move from the start of the forward/reverse switching operation to the completion of the forward/backward motion switching operation. braking distance for forward switching) is required. Therefore, as illustrated in the above embodiment, when the tractor 1 reaches the terminal position p4 of the second forward path P1c, the path traveled by the tractor 1 is switched from the second forward path P1c to the relay reverse path P3. , the tractor 1 unnecessarily overruns the braking distance from the terminal position p4 of the second forward path P1c. Since this overrun becomes longer as the vehicle speed of the tractor 1 increases, the faster the target vehicle speed of the tractor 1 set in the second forward path P1c, the lower the work efficiency caused by the unnecessary overrun. become.
Therefore, in this alternative embodiment (3), as shown in FIG. 19, the switching position p10 is set at a position a braking distance before the end position p4 of the second forward path P1c. As a result, the tractor 1 can be prevented from overrunning unnecessarily from the terminal position p4 of the second forward path P1c, and a reduction in work efficiency due to unnecessary overrunning can be avoided. .
In addition to the second forward path (work path) P1c of each parallel path P1, this alternative embodiment (3) includes a first forward path P1a and a reverse path of each parallel path P1 related to forward/rearward switching of the tractor 1. It may be applied to P1b, each relay reverse route P3, and the right forward route P2b and left backward route P2c of each turning route P2.

(4) By the way, if the switching position p10 is set as exemplified in the above another embodiment (3), as described above, the automatic travel control unit 23F may be set to the second forward route of the route on which the tractor 1 travels. Since the rotary cultivator 3 is switched from the working state to the non-working state based on the switching from P1c to the relay reverse path P3, the faster the target vehicle speed on the second forward path P1c, the more the tractor 1 moves on the second forward path P1c. shortens the distance to work with automatic driving.
Therefore, in this alternative embodiment (4), in addition to the above-described alternative embodiment (3), as the tractor 1 approaches the terminal position p4 of the second forward path P1c, the automatic travel control unit 23F is controlled on the work path. It is configured to perform target vehicle speed lowering processing for lowering the target vehicle speed.
As a result, the closer the tractor 1 is to the terminal position p4 of the second forward path P1c, the more the vehicle speed of the tractor 1 can be reduced, and the above-described braking distance La can be shortened. As a result, the distance over which the tractor 1 automatically travels can be lengthened on each second forward path P1c.
Therefore, it is possible to expand the working area Aw when the tractor 1 automatically travels to work without causing a decrease in work efficiency due to overrun from the second forward path P1c of the tractor 1, thereby improving work efficiency. be able to.

(5) In the above another embodiment (4), in addition to the configuration exemplified in the above another embodiment (3), the configuration in which the automatic driving control unit 23F performs the target vehicle speed reduction process was exemplified. Then, based on the detection of the vehicle speed sensor 22E when the tractor 1 reaches the switching position p10, the automatic driving control unit 23F determines the braking time required from when the tractor 1 reaches the switching position p10 until it switches to the reverse state. is calculated, and the traveling state of the tractor 1 is changed from the working traveling state to the non-working traveling state at the timing when the braking time elapses after the tractor 1 reaches the switching position p10, or at the timing slightly before the braking time elapses. It may be configured to switch.
As a result, even after the tractor 1 reaches the switching position p10, the tractor 1 can be maintained in the work traveling state until the braking time elapses or until shortly before the braking time elapses. The work efficiency can be improved by expanding the work area Aw.

(6) In addition to the configuration exemplified in the above another embodiment (3), when the tractor 1 reaches the switching position p10, the automatic travel control unit 23F determines the traveling state of the tractor 1 based on the detection of the vehicle speed sensor 22E. is started to switch from the working traveling state to the non-working traveling state, and in this traveling state switching control, it is detected that the tractor 1 has switched from the forward traveling state to the reverse traveling state based on the detection of the vehicle speed sensor 22E. The traveling state of the tractor 1 may be switched from the working traveling state to the non-working traveling state at the detected timing.
As a result, even after the tractor 1 reaches the switching position p10, the tractor 1 can be maintained in the work traveling state until the tractor 1 actually starts moving backward, and the work can be performed by expanding the work area Aw. Efficiency can be improved.

1 Working vehicle 3 Working device 11 Traveling device 23 Control unit 42 Positioning unit 51B Target path generator L2 Separation distance L4 Predetermined length La Braking distance P Target path P1a Non-working path P1b Second reverse path P1c Working path P2 Turning path P3 First reverse path p2 Rear end position p3 of non-working path Starting position p4 of working path Ending position p5 of turning path Starting position p9 Ending position of turning path p10 Switching position

Claims (5)

a positioning unit for measuring the position of a working vehicle having a working device at the rear that can be switched between a working state and a non-working state;
a target route generation unit that generates a target route that enables the work vehicle to travel automatically;
a control unit that automatically travels the work vehicle along the target route based on the positioning information of the positioning unit;
The target path includes a work path along which the work vehicle in which the work device is switched to the working state moves forward, and a turning path in which the work vehicle in which the work device is switched to the non-working state is turned. , contains
The target route generation unit generates the target route by route setting that connects the plurality of work routes arranged in parallel at predetermined intervals in the order of travel of the work vehicle via the plurality of direction change routes. with
The target path generation unit extends the end side of the work path by a predetermined length to generate the work path to a length such that the end side of the work path enters the direction change path side by the predetermined length, and generating a first reverse travel path for reversing the work vehicle from a terminal position of the extended work path to a starting position of the turning path;
The control unit switches the work device from the working state to the non-working state based on switching of the work route on which the work vehicle travels from the work route to the first reverse travel route ,
In the automatic traveling system for a work vehicle, the turning path is a path that causes the work vehicle to turn at least before the forward work vehicle reaches a terminal position of the extended work path. a positioning unit for measuring the position of a working vehicle having a working device at the rear that can be switched between a working state and a non-working state;
a target route generation unit that generates a target route that enables the work vehicle to travel automatically;
a control unit that automatically travels the work vehicle along the target route based on the positioning information of the positioning unit;
The target path includes a work path along which the work vehicle in which the work device is switched to the working state moves forward, and a turning path in which the work vehicle in which the work device is switched to the non-working state is turned. , contains
The target route generation unit generates the target route by route setting that connects the plurality of work routes arranged in parallel at predetermined intervals in the order of travel of the work vehicle via the plurality of direction change routes. with
The target path generation unit extends the end side of the work path by a predetermined length to generate the work path to a length such that the end side of the work path enters the direction change path side by the predetermined length, and generating a first reverse travel path for reversing the work vehicle from a terminal position of the extended work path to a starting position of the turning path;
The control unit switches the work device from the working state to the non-working state based on switching of the work route on which the work vehicle travels from the work route to the first reverse travel route,
The target path generating unit determines that the position of the work device when the work vehicle after the direction change reaches the start position of the work path is equal to the position of the work device when the work vehicle reaches the end position of the work path after extension. set the start position of the work path so as to match the position of the work device of
The target path generation unit includes a non-work path extending from a terminal position of the direction change path beyond a start position of the work path, and a work vehicle extending from a rear end position of the non-work path to a start position of the work path. an automatic traveling system for a work vehicle that generates a second reverse route for moving backward; 3. The automatic traveling system for a work vehicle according to claim 1 , wherein the predetermined length is set to a length based on a separation distance from a travel device provided on the work vehicle to the work device. The target path generation unit causes the work vehicle to move to a position ahead of an end position on the work path by a braking distance corresponding to a target vehicle speed of the work vehicle on the work path as the work vehicle reaches the position. 4. The automatic traveling system for a work vehicle according to any one of claims 1 to 3, wherein a switching position for switching a traveling route from said working route to said first reverse traveling route is set. 5. The automatic traveling system for a work vehicle according to claim 4 , wherein the control unit reduces the target vehicle speed as the work vehicle approaches the terminal position of the work path.

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