JP7345534B2 - automatic driving system - Google Patents

Description

The present invention relates to an automatic driving system. This system is particularly suitable for field work vehicles that automatically travel along a route in a field to perform agricultural work.

The combine disclosed in Patent Document 1 calculates a travel route for automatic travel based on an external shape map obtained by manually traveling around the outer circumference of a field, and calculates a travel route for automatic travel, which is detected by the own vehicle position detection module. Automatic work driving is performed so that the vehicle position is along the travel route.

The field work machine disclosed in Patent Document 2 calculates the slip rate of the wheels based on the travel distance calculated from the rotational speed of the wheels and the travel distance calculated from the position information by GPS, and Adjust the operation timing of work equipment such as seedling planting equipment and fertilization equipment based on the

Furthermore, the tractor disclosed in Patent Document 3 uses a slip rate calculated using GPS to control the draft control amount in draft control in which ground work equipment such as a plow is raised and lowered based on the detection results of a traction load sensor. to correct.

Japanese Patent Application Publication No. 2017-055673 Japanese Patent Application Publication No. 2015-112070 Japanese Patent Application Publication No. 2012-191857

In order to accurately automatically drive along a set travel route without being affected by field conditions that change significantly due to bad weather, etc., it is necessary to not only accurately measure the vehicle's position, but also to High responsiveness of the traveling device (including the steering mechanism) is required. However, even if these requirements are met, slipping of wheels and crawlers poses a problem for automated driving in fields. For this reason, it is important to take measures when an automatically traveling vehicle enters an area where slips are likely to occur.

In view of the above circumstances, there is a need for a slip determination system that can provide appropriate control information to a traveling vehicle when the vehicle enters an area where slips are likely to occur during automatic driving.

The automatic driving system according to the present invention executes automatic driving based on a traveling vehicle body, a own vehicle position detection module that detects the own vehicle position, the own vehicle position and a set travel route, and detects the detected own vehicle. a control unit that controls the vehicle speed of the traveling vehicle body based on the difference between the actual travel distance per unit time calculated based on the position and the estimated travel distance per unit time, the control unit: The vehicle speed of the traveling vehicle body is controlled based on the temporal behavior determined based on the calculation result of the difference calculated over time .
The automatic driving system according to the present invention executes automatic driving based on a traveling vehicle body, a own vehicle position detection module that detects the own vehicle position, the own vehicle position and a set travel route, and detects the detected own vehicle. A control unit that controls the vehicle speed of the traveling vehicle body based on the slip amount calculated from the difference between the actual travel distance per unit time calculated based on the position and the estimated travel distance per unit time. , the control unit stops automatic driving when the calculated slip amount exceeds an allowable amount, and reduces the vehicle speed of the traveling vehicle without stopping automatic driving when the calculated slip amount exceeds a predetermined value. control to adjust turning performance.

With this configuration, if the vehicle is in a running surface state that is not suitable for automatic driving, the vehicle speed is controlled, which prevents the vehicle from deviating from the target driving route during automatic driving.

The actual travel distance based on the vehicle's position using satellite navigation or inertial navigation may suddenly contain errors due to poor signal conditions. For this reason, when determining suitability based on the slip amount, it is also possible to adopt a configuration in which the suitability determination is performed from a plurality of sequentially calculated slip amounts, that is, based on the behavior of the slip amounts over time. good. For example, the final slip amount is determined based on the statistical calculation results (average calculation over a predetermined period, intermediate value calculation, etc.) from multiple slip amounts calculated over time, and suitability is determined. be able to.

In working vehicles, especially field working vehicles that work in fields, slips occur more often and in a larger amount when turning than when driving straight. Induces misalignment (including directional misalignment). Therefore, under conditions where slips are likely to occur, it is necessary to adjust turning performance such as turning radius and turning vehicle speed. In one of the preferred embodiments of the present invention, a turning performance adjustment section that adjusts the turning performance of the traveling vehicle body is provided, and when the slip amount exceeds a predetermined value, the turning performance adjustment section adjusts the turning performance of the traveling vehicle body. Adjust turning performance. By adjusting the turning performance, the amount of slip is suppressed, or even if slip is unavoidable, positional deviation from the target travel route is suppressed.

In one specific embodiment of the slip determination system including a turning performance adjustment section, the turning performance is adjusted by accelerating the speed of the traveling vehicle body at the time of transition from straight-line traveling to cornering traveling. By accelerating during a turn, the grip on the ground may be restored and slips may be suppressed. Furthermore, by accelerating during a turn, the time for turning is shortened, and deviation from the target travel route due to slipping may be suppressed. Turning of the work vehicle includes slow turning, turning on fresh ground, and turning on very fresh ground, and it is effective in all cases.

Field work vehicles such as combines are equipped with a tilting mechanism that tilts the traveling vehicle body. By tilting the traveling vehicle body, it is possible to reduce the turning radius and suppress slips. Therefore, one embodiment of the present invention is provided with a tilting mechanism that tilts the traveling vehicle body, and in order to adjust the turning performance, the traveling vehicle body is tilted so that the outer side of the turning becomes higher when turning. Turning performance is improved if the vehicle body is tilted in the left-right direction such that the outer side of the vehicle is higher and the center of the vehicle is lower.

Furthermore, if a hydraulic transmission system using a hydraulic pack is used to transmit the driving force to the left and right traveling devices (crawlers, wheels), the engine load may increase during turns and the engine rotation may decrease. . In that case, the hydraulic pressure of the hydraulic pack becomes insufficient, resulting in poor turning performance. In order to solve this problem, it is also suitable to increase the engine speed when turning.

FIG. 2 is a side view of a combine harvester as an example of a harvester employing a slip determination system. FIG. 2 is a diagram showing an overview of automatic travel of a combine harvester. FIG. 3 is a diagram showing a driving route during automatic driving. FIG. 2 is a functional block diagram showing the configuration of a control system of a combine harvester. It is a flow chart which shows travel control of a combine based on slip judgment.

Next, a conventional combine harvester will be described as an example of a field working machine that employs the slip determination system of the present invention. In this specification, unless otherwise specified, "front" (direction of arrow F shown in FIG. 2) means the front in the longitudinal direction (running direction) of the aircraft, and "rear" (direction of arrow B shown in FIG. 2) (direction) means the rear in the longitudinal direction (travel direction) of the aircraft.
In addition, the left-right direction or lateral direction means a cross-body direction (body width direction) orthogonal to the body longitudinal direction. "Up" (direction of arrow U shown in Figure 1) and "down" (direction of arrow D shown in Figure 1) are the positional relationships in the vertical direction (vertical direction) of the vehicle body, and the relationships in terms of ground height. show.

As shown in FIG. 1, this combine harvester is called a normal type combine harvester, and includes a traveling vehicle body 10, a crawler type traveling device 11, a driving section 12, a threshing device 13, a grain tank 14, a harvesting section H, a conveying device 16, It is equipped with a grain discharge device 18 and a self-vehicle position detection module 80.

The traveling device 11 is provided at the lower part of the traveling vehicle body 10 (hereinafter simply referred to as vehicle body 10). The combine harvester is configured to be self-propelled by a traveling device 11. The driving section 12 , the threshing device 13 , and the grain tank 14 are provided above the traveling device 11 and constitute the upper part of the vehicle body 10 . A driver who operates the combine harvester and a supervisor who monitors the work of the combine harvester can board the operating section 12. Normally, the driver and the supervisor are also served as the same person. Note that when the driver and the supervisor are different people, the supervisor may monitor the work of the combine harvester from outside the combine harvester.

The grain discharge device 18 is connected to the rear lower part of the grain tank 14. Further, the satellite positioning module 80 is attached to the front upper part of the driving section 12.

Harvesting section H is provided at the front of the combine harvester. The conveying device 16 is provided on the rear side of the harvesting section H. Further, the harvesting section H has a cutting mechanism 15 and a reel 17. The cutting mechanism 15 cuts the planted grain culms in the field. Moreover, the reel 17 rake in the planted grain culm to be harvested while being rotated. With this configuration, the harvesting section H harvests grains (a type of agricultural product) in the field. The combine harvester is capable of working while the harvesting section H harvests grains in the field while the traveling device 11 travels.

The harvested grain culm cut by the cutting mechanism 15 is conveyed to the threshing device 13 by the conveying device 16. In the threshing device 13, the harvested grain culm is threshed. The grains obtained by the threshing process are stored in the grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by a grain discharge device 18 as necessary. Note that this combine is provided with a hydraulic tilting mechanism 110 between the vehicle body 10 and the traveling device 11, and is capable of tilting the vehicle body 10 in the left-right direction and front-rear direction with respect to the traveling surface (field scene). I can do it.

A communication terminal 2 is arranged in the driving section 12 . In this embodiment, the communication terminal 2 is fixed to the operating section 12. However, the present invention is not limited thereto, and the communication terminal 2 may be configured to be detachable from the operating section 12, or may be located outside the combine harvester.

As shown in FIG. 2, this combine automatically travels along a travel route set in the field. For this purpose, the own vehicle position is required. The own vehicle position detection module 80 includes a satellite navigation module 81 and an inertial navigation module 82. The satellite navigation module 81 receives a GNSS (global navigation satellite system) signal (including a GPS signal) from an artificial satellite GS, and outputs positioning data for calculating the own vehicle position. The inertial navigation module 82 incorporates a gyroscopic acceleration sensor and a magnetic orientation sensor, and outputs a position vector indicating the instantaneous direction of travel. The inertial navigation module 82 is used to supplement the calculation of the vehicle's position by the satellite navigation module 81. Inertial navigation module 82 may be located at a separate location from satellite navigation module 81.

The procedure for performing harvesting work in a field using this combine harvester is as explained below.

First, the driver/supervisor manually operates the combine harvester and, as shown in FIG. 2, performs a harvest run around the outer periphery of the field along the boundary line of the field. As a result, the area that has become a mown area (already worked area) is set as the outer peripheral area SA. Then, the area left as unmoved land (unworked land) inside the outer peripheral area SA is set as the work target area CA.

Further, at this time, in order to ensure a certain width of the outer circumferential area SA, the driver drives the combine three to four laps. In this traveling, the width of the outer circumferential area SA increases by the working width of the combine every time the combine goes around once. After the first three to four laps are completed, the width of the outer peripheral area SA becomes about three to four times the working width of the combine.

The outer circumferential area SA is used as a space for the combine harvester to change direction when harvesting in the work area CA. The outer peripheral area SA is also used as a space for movement, such as when moving to a grain discharge location or a fuel replenishment location after completing a harvest run.

Note that the transport vehicle CV shown in FIG. 2 can collect and transport grains discharged from the combine harvester. At the time of grain discharge, the combine moves to the vicinity of the transport vehicle CV, and then the grain is discharged to the transport vehicle CV by the grain discharge device 18.

Once the outer peripheral area SA and the work area CA are set, a travel route in the work area CA is calculated, as shown in FIG. The calculated travel route is sequentially set based on the working travel pattern, and the combine is automatically controlled to travel along the set travel route.

FIG. 4 shows a control system for a combine harvester that utilizes the slip determination system according to the present invention. The control system of the combine includes a control unit 5 consisting of a large number of electronic control units called ECUs, and various input/output devices that perform signal communication (data communication) with the control unit 5 through a wiring network such as an on-vehicle LAN. It is configured.

The notification device 62 is a device for notifying the driver and the like of the driving state and various warnings, and is a buzzer, lamp, speaker, display, or the like. The communication unit 66 is used by the control system of the combine to exchange data with the communication terminal 2 or with a management computer installed at a remote location. The communication terminal 2 includes a tablet computer operated by a supervisor standing in a field or a driver and supervisor riding a combine harvester, a computer installed at home or a management office, and the like. The control unit 5 is a core element of this control system, and is shown as a collection of a plurality of ECUs. A signal from the vehicle position detection module 80 is input to the control unit 5 through the vehicle LAN.

The control unit 5 includes an output processing section 58 and an input processing section 57 as input/output interfaces. The output processing section 58 is connected to various operating devices 70 via a device driver 65. The operating equipment 70 includes a traveling equipment group 71 that is traveling-related equipment and a working equipment group 72 that is work-related equipment. The traveling equipment group 71 includes, for example, an engine control device, a speed change control device, a braking control device, a steering control device, and the like. The working equipment group 72 includes the harvesting section H, the threshing device 13, the conveying device 16, the grain discharging device 18, the power control device in the tilting mechanism 110, and the like.

The input processing section 57 is connected to a traveling state sensor group 63, a working state sensor group 64, a traveling operation unit 90, and the like. The running state sensor group 63 includes an axle rotation speed sensor 631 that detects the rotation speed of the axle, which is directly related to the ground speed of the traveling device 11. Based on the detection signal from the axle rotation speed sensor 631, the estimated vehicle speed, which is the estimated travel distance per unit time, can be calculated. The estimated travel distance (estimated vehicle speed) becomes the actual travel distance (actual vehicle speed) if there is no slip. The driving state sensor group 63 includes other sensors such as an engine rotation speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a shift position detection sensor, and a steering position detection sensor. The working state sensor group 64 includes a sensor that detects the driving state of the harvesting equipment (harvesting unit H, threshing device 13, conveying device 16, grain discharge device 18), and a sensor that detects the state of grain culms and grains. These include, for example, reaping and threshing sensors and grain capacity sensors.

The travel operation unit 90 is a general term for operating tools that are manually operated by the driver and whose operation signals are input to the control unit 5. The travel operation unit 90 includes a main shift operation tool 91, a steering operation tool 92, a mode operation tool 93, an automatic start operation tool 94, and the like. The mode operating tool 93 has a function of giving a command to the control unit 5 for switching between automatic operation and manual operation. The automatic start operation tool 94 has a function of giving the control unit 5 a final automatic start command for starting automatic travel. In this embodiment, the automatic start operating tool 94 is a two-button type, and if the first button (first operating device) and second button (second operating device) are not operated at the same time, an automatic start command is sent. Not done. Note that, irrespective of the operation by the mode operating tool 93, the control unit 5 can shift from an automatic driving mode in which automatic driving is performed to a manual driving mode in which manual driving is performed by software. For example, when a situation occurs in which automatic driving is impossible, the control unit 5 forcibly executes a transition from automatic driving mode to manual driving mode. During such a mode transition, the combine harvester temporarily stops.

The control unit 5 includes a vehicle position calculation section 50, a travel control section 51, a work control section 52, a travel mode management section 53, a route calculation section 54, a turning performance adjustment section 55, and a slip determination module 4. The own vehicle position calculation unit 50 calculates the own vehicle position, which is the map coordinates (or field coordinates) of a specific location on the vehicle body 10 set in advance, based on the positioning data sequentially sent from the own vehicle position detection module 80. calculate. The notification section 56 generates notification data based on commands etc. from each functional section of the control unit 5, and provides the notification data to the notification device 62.

The traveling control unit 51 has an engine control function, a steering control function, a vehicle speed control function, etc., and provides a control signal to the traveling equipment group 71. The work control unit 52 provides a control signal to the work equipment group 72 in order to control the movement of the harvesting work devices (harvesting unit H, threshing device 13, conveyance device 16, grain discharge device 18, etc.).

This combine harvester can run in both automatic mode, where harvesting is carried out automatically, and manual mode, where harvesting is carried out manually. For this reason, the travel control section 51 includes a manual travel control section 511, an automatic travel control section 512, and a travel route setting section 513. Note that when performing automatic driving, an automatic driving mode is set, and when performing manual driving, a manual driving mode is set. Such driving modes are managed by the driving mode management section 53.

When the automatic driving mode is set, the automatic driving control unit 512 generates a control signal for changing vehicle speed including automatic steering and stopping, and controls the traveling equipment group 71. The control signal related to automatic steering eliminates the positional deviation (including azimuth deviation) between the target driving route set by the driving route setting unit 513 and the own vehicle position calculated by the own vehicle position calculation unit 50. is generated as follows. A control signal for changing the vehicle speed is generated based on a preset vehicle speed value. The travel route set by the travel route setting unit 513 is calculated by a route calculation algorithm registered in the route calculation unit 54.

When the manual driving mode is selected, manual driving is realized by the manual driving control unit 511 generating a control signal and controlling the traveling equipment group 71 based on the operation by the driver. Note that the travel route calculated by the route calculation unit 54 can be used for the purpose of guidance for the combine harvester to travel along the travel route even in manual operation.

The transition between the automatic driving mode in which automatic driving is performed and the manual driving mode in which manual driving is performed is not performed directly, but through the intervention of a transition mode. An automatic standby mode is provided as a transition mode when shifting from manual driving mode to automatic driving mode. In addition, as transition modes when transitioning from automatic driving mode to manual driving mode, there is a pause mode in which the vehicle body 10 is temporarily stopped during automatic driving, and a pause mode as the final stage of transition from this pause mode to manual driving mode. A restraining mode is also available. Transition conditions are set for each transition between automatic driving mode, manual driving mode, and a transition mode that connects them. The driving mode management unit 53 determines whether such transition conditions are met and manages transition to each mode.

The turning performance adjustment unit 55 adjusts the turning performance of the vehicle body 10 according to information from the driving state sensor group 63, the working state sensor group 64, and the slip determination module 4. Adjustment items for turning performance include changing the speed difference between the left and right traveling devices 11, accelerating the turning vehicle speed (increasing the speed when transitioning from straight-line driving to turning driving), and driving the tilting mechanism 110 during turning. For example, the vehicle body 10 may be tilted so that the outer side of the turn is higher.

In this embodiment, a pair of left and right hydrostatic transmission devices are interposed in the power transmission path from the engine to the traveling device 11 to perform gear changes. The vehicle body 10 turns due to the difference in speed between the left and right hydrostatic transmissions. Hydraulic pressure is supplied to the hydrostatic transmission by a hydraulic circuit including a hydraulic pump called a hydraulic pack. In order to operate the hydrostatic transmission normally, it is necessary to ensure sufficient oil pressure in the hydraulic pack driven by the engine. However, when the running load increases during cornering, etc., a temporary drop in engine speed and slippage in the hydrostatic transmission occur, and due to insufficient rotation of the hydraulic pump, the hydraulic pressure of the hydraulic pack becomes insufficient. Turning performance deteriorates. Therefore, the turning performance adjustment section 55 also has a function of increasing the engine speed during such turning.

The slip determination module 4 includes a slip amount calculation section 41, a suitability determination section 42, and an automatic travel stop section 43. The slip amount calculation unit 41 calculates the estimated moving distance of the vehicle body 10 per unit time calculated based on the rotation speed of the driving axle obtained from the axle rotation speed sensor 631 and the own vehicle position obtained from the own vehicle position calculation unit 50. The amount of slip (or slip rate) of the vehicle body 10 (traveling device 11) is calculated from the actual travel distance of the vehicle body 10 per unit time calculated based on the following. Note that it is also possible to obtain the amount of slip from the estimated time and actual time required to travel a unit travel distance.

The suitability determining unit 42 determines whether or not the condition of the running ground is suitable for automatic driving (automatic driving) in the automatic driving mode based on the amount of slip. When the suitability determination unit 42 detects a slip amount exceeding the slip tolerance, it determines that the state is not suitable for automatic driving. The amount of slip allowed in automatic driving (slip allowance) is set in advance. The slip allowance may be adjusted according to the specifications of the combine harvester, or may be adjusted for each field. Furthermore, the slip tolerance can also be adjusted by the supervisor's judgment. In this embodiment, the suitability determination unit 42 takes into account sudden signal errors, calculation errors, etc., and calculates the sequential behavior as an average of, for example, excluding the maximum and minimum of a plurality of sequentially calculated slip amounts. Let be the slip amount for suitability determination.

If the suitability determining unit 42 determines that a slip amount unsuitable for automatic driving has occurred during automatic driving, the automatic driving stop unit 43 instructs the driving mode management unit 53 to shift from the automatic driving mode to the manual driving mode. command to stop automatic driving. When the driving mode management unit 53 receives an automatic driving stop command from the automatic driving stopping unit 43, the driving mode management unit 53 sets the driving mode to a manual driving mode and stops the vehicle body 10.

Next, the flow of control regarding the slip determination process will be explained using the flowchart of FIG.
At the same time as the combine runs, the process of detecting slip starts (#01). First, the own vehicle position is calculated by the own vehicle position calculation unit 50 (#11). The actual travel distance, which is the actual travel distance per unit time, is calculated from the difference between the two vehicle positions calculated at a predetermined time interval (#12). Further, the rotation speed of the drive axle per unit time is detected by the axle rotation speed sensor 631 (#13). Based on the detected number of rotations, an estimated travel distance per unit time is calculated (#14). The slip amount calculation unit 41 calculates the slip amount from the difference between the actual travel distance and the estimated travel distance (#15). The calculated slip amount is notified through the notification unit 56 and the notification device 62 in the form of a meter display, numerical display, or the like (#16).

Based on the trends in the continuously calculated slip amounts, it is checked whether the road surface conditions are likely to cause slips (#20). A preset caution threshold is used for this check. When it is determined that it is necessary to be careful about slipping (#20 necessary branch), a slip warning is issued to notify that fact (#21). If it is determined that there is no need to be careful about slipping (#20 unnecessary branch), if a slip warning has been issued at that time, it will be canceled (#22), and if no slip warning has been issued, no action will be taken. The process returns to step #11 without being performed.

When it is determined that it is necessary to be careful about slipping (#20 necessary branch), it is further determined whether the current driving mode is automatic driving mode (automatic driving) or manual driving mode (manual driving). is checked (#30). If manual running is in progress (#30 manual branch), the process directly returns to step #11. If automatic driving is in progress (#30 automatic branch), the suitability determination unit 42 further determines whether automatic driving can be continued in the current slip situation based on the calculated slip amount ( #31). In this suitability determination as well, a predetermined amount of slip is used as a criterion in advance, or the behavior of the slip amount over time is used as a criterion. If it is determined that it is OK to continue automatic driving even in the current slip situation (#31 appropriate branch), the process returns to step #11. If it is determined that continuation of automatic driving should be avoided in the current slip situation (No branch in #31), automatic driving by the automatic driving control unit 512 is stopped (#32). Accordingly, the combine harvester temporarily stops (#33).

Next, the notification unit 56 asks the supervisor/driver whether or not to continue automatic driving (#40). When the supervisor/driver desires to continue automatic driving and issues a command to continue automatic driving (#40 continuation branch), the conditions for determining suitability by the suitability determining section 42 are relaxed slightly (#41), and the process proceeds to step #01. The vehicle returns and resumes driving automatically. If the supervisor/driver gives up on continuing automatic driving and instructs the switch to manual driving (#40 Abort branch), the system switches to manual driving mode, returns to step #01, and continues driving in manual driving. Begins.

[Another embodiment]
(1) In the embodiment described above, a combination of the satellite navigation module 81 and the inertial navigation module 82 was used as the vehicle position detection module 80, but the satellite navigation module 81 alone may be used. Further, in calculating the actual travel distance, a method of calculating the travel distance per unit time based on images taken by a camera may be adopted.

(2) Each functional unit shown in FIG. 4 is divided mainly for explanation purposes. In practice, each function may be integrated with other functions or may be divided into multiple functions. Further, among the functional units built in the control unit 5, all or part of the driving mode management unit 53, route calculation unit 54, turning performance adjustment unit 55, and slip determination module 4 can be brought into the combine harvester. A configuration may also be adopted in which the communication terminal 2 is built in a portable communication terminal 2 (such as a tablet computer) and data is exchanged with the control unit 5 via wireless or in-vehicle LAN.

(3) In the above-described embodiment, the supervisor manually operates the combine harvester, and as shown in FIG. After that, it calculates the driving route and switches to automatic driving. However, the present invention is not limited to this, and may be an operating method in which the combine is automatically operated from the beginning and switched to manual operation when a special situation occurs.

(4) In the above-described embodiment, if the suitability determining unit 42 determines that automatic driving cannot be continued, automatic driving in the automatic driving mode is stopped, and the vehicle body 10 is temporarily stopped. Alternatively, if the suitability determination unit 42 determines that automatic driving cannot be continued, the automatic driving mode is forcibly switched to manual driving mode, only a notification to that effect is issued, and the vehicle body 10 is instructed to continue driving. You can also do this.

Note that the configurations disclosed in the above-mentioned embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with the configurations disclosed in other embodiments, as long as there is no contradiction, and The embodiments disclosed in this specification are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the purpose of the present invention.

The present invention is applicable not only to ordinary combine harvesters but also to self-extracting combine harvesters.
It can also be applied to various harvesting machines such as corn harvesters, potato harvesters, carrot harvesters, and sugarcane harvesters, as well as field work vehicles such as rice transplanters and tractors. Furthermore, it can also be applied to lawn mowers, construction machines, etc.

10: Vehicle body (running vehicle body)
11: Travel device 110: Tilt mechanism 4: Slip determination module 41: Slip amount calculation unit 42: Appropriateness determination unit 43: Automatic travel stop unit 5: Control unit 50: Own vehicle position calculation unit 51: Travel control unit 511: Manual travel Control unit 512: Automatic travel control unit 513: Travel route setting unit 52: Work control unit 53: Travel mode management unit 54: Route calculation unit 55: Turning performance adjustment unit 56: Notification unit 57: Input processing unit 58: Output processing unit 631: Axle rotation speed sensor 80: Self-vehicle position detection module 81: Satellite navigation module 82: Inertial navigation module

Claims (2)

A running vehicle body,
a vehicle position detection module that detects the vehicle position;
Execute automatic driving based on the vehicle position and the set travel route, and calculate an actual travel distance per unit time and an estimated travel distance per unit time, which are calculated based on the detected vehicle position. a control unit that controls the vehicle speed of the traveling vehicle body based on the difference between the
The control unit is an automatic driving system that controls the vehicle speed of the traveling vehicle body based on a behavior over time that is determined based on the calculation result of the difference that is calculated over time . A running vehicle body,
a vehicle position detection module that detects the vehicle position;
Execute automatic driving based on the vehicle position and the set travel route, and calculate an actual travel distance per unit time and an estimated travel distance per unit time, which are calculated based on the detected vehicle position. a control unit that controls the vehicle speed of the traveling vehicle body based on the slip amount calculated from the difference between the
The control unit stops automatic driving when the calculated slip amount exceeds an allowable amount, and controls the vehicle speed of the traveling vehicle without stopping automatic driving when the calculated slip amount exceeds a predetermined value. An automatic driving system that controls and adjusts turning performance.

Images