JP7438998B2 - autonomous driving system - Google Patents

Description

The present invention relates to an autonomous driving system.

Autonomous driving systems have been developed that allow vehicles to autonomously travel along predetermined driving routes. In autonomous driving systems, vehicle speed control is sometimes employed to reduce or increase the traveling speed of a traveling vehicle when the vehicle reaches a shift reference position set on a traveling route. On the other hand, Patent Document 1 listed below discloses vehicle speed control that controls the traveling speed of a traveling vehicle in accordance with the work load of the working machine when the traveling vehicle is equipped with a working machine. Specifically, a detection unit included in the work equipment detects the work load of the work equipment, and a control unit on the work equipment side issues a control signal to reduce or increase the traveling speed of the traveling vehicle depending on the degree of the work load. Send it to the driving vehicle.

JP2016-067244A

When the vehicle speed control technology disclosed in Patent Document 1 is applied to an autonomous driving system, vehicle speed control is performed based on a control signal transmitted from a control unit on the work equipment side, and is performed when the traveling vehicle reaches a shift reference position. Vehicle speed control may be switched and executed within a short period of time. In this case, acceleration and deceleration are repeated in a short period of time, which may result in poor fuel efficiency of the vehicle. Furthermore, when a user rides in the vehicle, the user may feel uncomfortable.

SUMMARY OF THE INVENTION Accordingly, a main object of the present invention is to provide an autonomous control system that can perform optimal vehicle speed control when a control signal is given from a working machine in a configuration in which a vehicle is driven autonomously.

The present invention is an autonomous driving system that causes a vehicle to autonomously travel along a preset travel route, and which outputs a predetermined control signal when a working machine mounted on the vehicle enters a specific working state. a work equipment side control unit that outputs an output; a target vehicle speed setting unit that sets a target vehicle speed of the traveling vehicle autonomously traveling along the traveling route; and a target vehicle speed at which the vehicle speed of the traveling vehicle is set by the target vehicle speed setting unit. and a vehicle speed control section that controls the vehicle speed of the traveling vehicle so that when the predetermined control signal is output, the target vehicle speed setting section is configured to: An autonomous driving system is provided that sets a specific target vehicle speed based on the set target vehicle speed.

FIG. 1 is a side view of a tractor to which an autonomous driving system according to a first embodiment of the present invention is applied. FIG. 2 is a plan view of the tractor of FIG. 1. 3 is a plan view showing various operating devices arranged around the seat of the tractor shown in FIG. 1. FIG. FIG. 4 is a block diagram showing the electrical configuration of the tractor shown in FIG. 1. FIG. 5 is a schematic diagram showing an example of an autonomous travel route. FIG. 6 is a schematic diagram of the vicinity of the connection path of the autonomous travel route. FIG. 7 is a graph for explaining a change in vehicle speed of a tractor traveling near a shift reference position when a predetermined control signal is not output from the work equipment side control section. FIG. 8A is a graph for explaining changes in the vehicle speed of the tractor when a deceleration signal is output while the tractor is traveling at a constant speed on the autonomous work path of the autonomous travel route. FIG. 8B is a graph for explaining changes in the vehicle speed of the tractor when a deceleration signal is output while the tractor is being shifted due to the target vehicle speed being switched from the first reference vehicle speed to the second reference vehicle speed. It is. FIG. 8C is a graph for explaining changes in the vehicle speed of the tractor when a deceleration signal is output while the tractor is traveling at a constant speed on a connection road of the autonomous travel route. FIG. 8D is a graph for explaining changes in the vehicle speed of the tractor when a deceleration signal is output while the tractor is being shifted due to the target vehicle speed being switched from the second reference vehicle speed to the first reference vehicle speed. It is. FIG. 9A is a graph for explaining changes in the vehicle speed of the tractor when a deceleration release signal is output while the tractor is traveling at a constant speed on the autonomous work path of the autonomous travel route. In FIG. 9B, the deceleration release signal is output while the tractor is being shifted due to the target vehicle speed being switched from the first reference vehicle speed multiplied by the deceleration rate to the second reference vehicle speed multiplied by the deceleration rate. 3 is a graph for explaining changes in vehicle speed of a tractor when FIG. 9C is a graph for explaining a change in vehicle speed of the tractor when a deceleration release signal is output while the tractor is traveling at a constant speed on a connection road of an autonomous travel route. In FIG. 9D, the deceleration release signal is output while the tractor is being shifted due to the target vehicle speed being switched from the second reference vehicle speed multiplied by the deceleration rate to the first reference vehicle speed multiplied by the deceleration rate. 3 is a graph for explaining changes in vehicle speed of a tractor when FIG. 10 is a flowchart for explaining an example of vehicle speed control processing by the autonomous driving system. FIG. 11 is a flowchart for explaining the process performed when the vehicle speed is controlled based on the deceleration signal in the vehicle speed control process by the autonomous driving system shown in FIG. FIG. 12 is a flowchart illustrating an example of calculation processing of a specific target vehicle speed based on a deceleration signal. FIG. 13 is a flowchart illustrating an example of calculation processing of a specific target vehicle speed based on a deceleration release signal. FIG. 14 is a diagram for explaining an image displayed on the display unit of the wireless communication terminal during autonomous driving. FIG. 15 is a diagram for explaining an image displayed on the display unit of the wireless communication terminal after the tractor finishes traveling on the autonomous travel route. FIG. 16 is a flowchart illustrating an example of calculation processing of a specific target vehicle speed based on a deceleration signal by the autonomous driving system according to the second embodiment. FIG. 17 is a flowchart illustrating an example of calculation processing of a specific target vehicle speed based on a deceleration release signal by the autonomous driving system according to the second embodiment.

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. In the following embodiments, a tractor having a traveling vehicle equipped with a working machine will be described as an example of a working vehicle. In addition to a tractor, the work vehicle may be a riding-type work vehicle such as a rice transplanter, a combine harvester, a civil engineering/construction work vehicle, a snowplow, or a walking-type work vehicle. Furthermore, in the following embodiments, autonomous driving means that the tractor's traveling mechanism is controlled by a control unit (ECU) included in the tractor, and the tractor travels along a predetermined route. Autonomous work means that the work machine performs work at a work position preset on an autonomous travel route by automatically controlling the work machine. On the other hand, manual traveling/manual work means that each mechanism provided on the tractor is operated by the user to perform traveling and work.

<First Embodiment> FIG. 1 is a side view of a tractor 1 to which an autonomous driving system according to a first embodiment of the present invention is applied. FIG. 2 is a plan view of the tractor 1. The tractor 1 is capable of manual travel and autonomous travel (automatic travel). In this embodiment, the tractor 1 may be configured to be able to autonomously travel according to an autonomous travel route (route) generated by a route generation system without a user on board. Moreover, this tractor 1 may be configured to be able to autonomously travel with a user on board.

The tractor 1 includes a traveling body 2 as a traveling vehicle that autonomously travels in a field. The traveling machine body 2 can be selectively equipped with various working machines, such as a roll baler, tiller (management machine), plow, fertilizer applicator, mower, and seeding machine. In this embodiment, an example will be described in which a roll baler is attached to the traveling machine body 2 as the working machine 3. The working machine 3 is connected to the traveling machine body 2 via the connecting rod 6, and is towed when the traveling machine body 2 travels. The work machine 3 includes a work machine mechanism section 82 and a molding chamber 81. The work machine mechanism section 82 is operated by the driving force transmitted from the traveling machine body 2. The working machine mechanism section 82 may include a pickup device 80 that picks up material to be formed such as grass in the field, and a cutting section (not shown) that cuts the material to be formed such as grass picked up by the pickup device 80. good. The molding chamber 81 accommodates the material to be molded picked up by the pickup device 80, and compresses and molds the material to be molded into a cylindrical roll bale (not shown).

The work machine 3 may be configured to hold a covering material such as a net material to be wrapped around a compression-molded roll bale so that it can be fed into the molding chamber 81. The work machine 3 may be configured to wrap the coating material around the roll bale in the forming chamber 81 and then open the rear side of the forming chamber 81 to discharge the roll bale. As shown in FIG. 2, the traveling body 2 of the tractor 1 has its front portion supported by a pair of left and right front wheels 7, and its rear portion supported by a pair of left and right rear wheels 8.

A bonnet 9 is arranged at the front of the traveling body 2. In this embodiment, an engine 10, which is a driving source of the tractor 1, is housed within the hood 9. This engine 10 may be configured by, for example, a diesel engine, or may be configured by, for example, a gasoline engine. Further, in addition to or in place of the engine 10, other drive sources such as an electric motor may be employed.

A cabin 11 for a user to board may be arranged behind the hood 9. Inside the cabin 11, there are provided a steering handle 12 for the user to perform steering operations, a seat 13 on which the user can sit, and various operating devices for the user to perform various operations. However, the tractor 1 is not limited to one with a cabin 11, and may be configured without a cabin 11.

A chassis 20 of the tractor 1 is provided at the bottom of the traveling body 2. The chassis 20 includes a body frame 21, a transmission 22, a front axle 23, a rear axle 24, and the like. The body frame 21 is a support member at the front of the tractor 1, and supports the engine 10 directly or via a vibration isolating member or the like. Transmission 22 changes the power from engine 10 and transmits it to front axle 23 and rear axle 24. The front axle 23 transmits power input from the transmission 22 to the front wheels 7. The rear axle 24 transmits power input from the transmission 22 to the rear wheels 8.

FIG. 3 is a plan view showing various operating devices arranged around the seat 13. Referring to FIG. 3, the operating devices include a monitor device 36, an accelerator lever 15, a reverser lever 26, a main shift lever 27, a speed/rpm selection switch 29, a speed/rpm setting change dial 14, and a dial setting switch 16. , the auxiliary speed change lever 19, the PTO switch 17, the PTO speed change lever 18, the work machine lift switch 28, the work machine lowering speed adjustment knob 25, and the like. These operating devices are arranged near the seat 13 or near the steering wheel 12.

The monitor device 36 is configured to be able to display various information about the tractor 1. The monitor device 36 is also equipped with signal input members such as buttons and dials, and various instruction signals can be input to the tractor 1 by the user operating the signal input members. The accelerator lever 15 is an operating tool for setting the output rotation speed of the engine 10. The reverser lever 26 is an operating tool for switching the tractor 1 between moving forward, backward, and stopping. The main shift lever 27 is an operating tool for steplessly changing the speed at which the tractor 1 travels (vehicle speed) in the direction instructed by the reverser lever 26.

The speed/rotation speed selection changeover switch 29 is an operating tool used by the manually driven tractor 1 to alternately switch the combination of the vehicle speed and the rotation speed of the engine 10 between two preset combinations. The speed and rotation speed setting change dial 14 is an operating tool for adjusting the set values of the vehicle speed of the tractor 1 (vehicle speed of the traveling body 2) and the rotation speed of the engine 10 for each of the two types of combinations. The dial setting changeover switch 16 is an operating tool for switching whether the speed/revolution setting change dial 14 changes the set value of the vehicle speed of the tractor 1 or the set value of the rotation speed of the engine 10.

The sub-shift lever 19 is an operating tool for switching the gear ratio of the travel sub-shift gear mechanism within the transmission 22. The PTO switch 17 is an operating tool for switching transmission/cutoff of power to a PTO shaft (power transmission shaft (not shown)) protruding from the rear end of the transmission 22. The PTO speed change lever 18 is an operating tool for changing the rotational speed of the PTO shaft.

The work equipment elevation switch 28 is an operating tool for raising and lowering the height of the work equipment attached to the traveling machine body 2 within a predetermined range. The work equipment lowering speed adjustment knob 25 is an operating tool for adjusting the speed at which the work equipment descends. A satellite signal receiving antenna 46 and a wireless communication antenna 48 are provided on the roof 5 of the cabin 11 (see FIG. 1). The satellite signal receiving antenna 46 is an antenna used to detect position information of the traveling aircraft 2. The wireless communication antenna 48 is an antenna for communicating with the wireless communication terminal 100 (see FIG. 4 described later). The wireless communication terminal 100 creates an autonomous driving route, communicates with the tractor 1, and the like. In this embodiment, the wireless communication terminal 100 is configured as a tablet-type personal computer (tablet-type PC), but the wireless communication terminal 100 is not limited to this.

The seat 13 may be provided with a seating sensor 13a that detects that a user is sitting on the seat. This seating sensor 13a can be configured using, for example, a membrane switch. FIG. 4 is a block diagram showing the main electrical configuration of the tractor 1. As shown in FIG. 4, the tractor 1 controls the operation of the traveling body 2 (forward movement, backward movement, stopping, turning, etc.) and the operation of the work equipment attached to the traveling body 2 (elevating, driving, stopping, etc.) The control section 4 is provided to control the operation. A plurality of controllers for controlling each part of the tractor 1 are electrically connected to the control unit 4, respectively.

The plurality of controllers include an engine controller 31, a vehicle speed controller 32, a steering controller 33, a lift controller 34, and a PTO controller 35. The engine controller 31 controls the rotation speed of the engine 10 and the like. The engine controller 31 is electrically connected to a common rail device 41 as a fuel injection device provided in the engine 10. The common rail device 41 injects fuel into each cylinder of the engine 10. In this case, by controlling the opening and closing of the fuel injection valves of the injectors for each cylinder of the engine 10, high-pressure fuel, which is pumped from the fuel tank to the common rail device 41 by the fuel supply pump, is injected from each injector into each cylinder of the engine 10. The injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector are controlled with high precision. The engine controller 31 controls the rotation speed of the engine 10 by controlling the common rail device 41 . The engine controller 31 can also stop the supply of fuel to the engine 10 and stop driving the engine 10 by controlling the common rail device 41.

The vehicle speed controller 32 controls the vehicle speed of the tractor 1. Specifically, the transmission 22 is provided with a transmission 42 that is, for example, a movable swash plate type hydraulic continuously variable transmission. The vehicle speed controller 32 can change the gear ratio of the transmission 22 by changing the angle of the swash plate of the transmission 42 using an actuator (not shown) to achieve a desired vehicle speed. During autonomous driving, the control unit 4 (an autonomous driving control unit 50 described later) transmits a control signal specifying a target vehicle speed of the tractor 1 to the vehicle speed controller 32. According to this control signal, the vehicle speed controller 32 controls the transmission 42 so that the vehicle speed of the tractor 1 becomes the target vehicle speed.

The steering controller 33 controls the steering angle of the front wheels 7. Specifically, a steering actuator 43 is provided in the middle of the rotating shaft (steering shaft) of the steering handle 12 . During autonomous travel, the control unit 4 calculates a target turning angle for causing the tractor 1 to travel along a predetermined autonomous travel route, and sets it in the steering controller 33. The steering controller 33 controls the steering actuator 43 so that the rotation angle of the steering handle 12 becomes the target turning angle. Thereby, the steering angle of the front wheels 7 of the tractor 1 is controlled.

Note that the steering actuator may change the steering angle of the front wheels 7 of the tractor 1 without adjusting the rotation angle of the steering handle 12. In that case, the control unit 4 calculates a target steering angle for driving the tractor 1 along a predetermined autonomous travel route and sets it in the steering controller 33. The steering controller 33 controls the steering actuator so that the steering angle of the front wheels 7 becomes the target steering angle. In that case, even if the vehicle turns, the steering handle 12 does not rotate.

The lifting controller 34 controls the lifting and lowering of the working machine. Specifically, the tractor 1 includes a lifting actuator 44 made of a known hydraulic lift cylinder near a portion that connects the working machine to the traveling body 2. With this configuration, the lift controller 34 drives the lift cylinder by opening and closing a solenoid valve (not shown) based on a control signal input from the control unit 4, and drives the work machine up and down as appropriate. The lift cylinder is single-acting. The lift cylinder is configured to raise the working machine by supplying hydraulic oil to the cylinder, and to lower the working machine by its own weight by discharging the hydraulic oil from the cylinder. Although not shown, a known descending speed regulating valve is disposed in the discharge path of hydraulic oil from the cylinder. The speed at which the work machine descends can be adjusted by the user operating the opening degree of the descending speed adjustment valve using the work machine descending speed adjustment knob 25 (see FIG. 3). The lift controller 34 allows the work machine to be supported at a desired height, such as a non-working height at which work is not performed, and a working height at which work is performed.

The PTO controller 35 controls the rotation of the PTO shaft. Specifically, the tractor 1 includes a PTO clutch 45 for switching transmission/cutoff of power to the PTO shaft. With this configuration, the PTO controller 35 switches the PTO clutch 45 based on the control signal input from the control unit 4 to rotationally drive the work implement 3 via the PTO shaft or stop this rotational drive. be able to. In this embodiment, the "working state" of the working machine 3 means a state in which the pickup device 80 of the working machine 3 is driven by the driving force from the PTO shaft. Further, the "non-working state" means a state other than the above-mentioned working state, and is, for example, a state in which the pickup device 80 is stopped.

A satellite signal receiving antenna 46 is electrically connected to the control unit 4 . A wireless communication antenna 48 is electrically connected to the control unit 4 via a wireless communication unit 47 . The wireless communication unit 47 may include, for example, a wireless LAN router (Wi-Fi router). A monitor device 36 is electrically connected to the control unit 4 . A traveling machine side communication unit 37, which is an interface for communicating with the work machine 3, is electrically connected to the control unit 4.

The satellite signal receiving antenna 46 receives signals from positioning satellites that constitute a satellite positioning system (GNSS). The positioning signal received by the satellite signal receiving antenna 46 is input to a position information calculation section (position information acquisition section) 49. The position information calculation unit 49 calculates the position information of the traveling body 2 of the tractor 1 (strictly speaking, the satellite signal receiving antenna 46) as latitude and longitude information, for example.

Note that in this embodiment, the satellite positioning system is a highly accurate satellite positioning system that uses the GNSS-RTK method. The satellite positioning system is not limited to this, and other positioning systems may be used. For example, relative positioning system (DGPS) or geostationary satellite navigation augmentation system (SBAS) may be used, or a combination of these systems may be used.

An inertial measurement device (not shown) may be connected to the control unit 4. This inertial measurement device has a known configuration including an angular velocity sensor and an acceleration sensor, and is configured to be able to obtain the position of the tractor 1 even if the above-mentioned GNSS positioning is not possible due to radio wave reception or other reasons. There is. The control unit 4 has a function of controlling the tractor 1 and the work equipment 3 based on various operations by a user who is seated in the cabin 11, and has a function of controlling the tractor 1 and the work equipment 3 while automatically driving the tractor 1 along a pre-created autonomous travel route. It is equipped with an autonomous running function that automatically controls the work machine 3. The autonomous driving function will be explained in detail below.

The control unit 4 includes a microcomputer. The microcomputer includes a CPU and a storage section (ROM, RAM, nonvolatile memory, hard disk, etc.) 60. The storage unit 60 stores programs and various data. The microcomputer functions as a plurality of functional processing units by executing a predetermined program stored in the storage unit 60. The plurality of functional processing units include the autonomous driving control unit 50 and the like.

The autonomous driving control unit 50 performs overall control regarding autonomous driving. The autonomous driving control unit 50 operates in a manned autonomous driving mode (first mode) in which autonomous driving is performed with a user on board, and an unmanned autonomous driving mode (second mode) in which autonomous driving is performed without a user on board. It is configured such that the tractor 1 can be switched to autonomously travel along an autonomous travel route. The autonomous driving control unit 50 controls each of the controllers 31 to 35 to cause the tractor 1 to autonomously travel along a pre-generated autonomous driving route or to stop the tractor 1 from autonomously driving. The autonomous driving control unit 50 includes a target vehicle speed setting unit 51 that sets a predetermined target vehicle speed VT in the vehicle speed controller 32. During autonomous driving, the autonomous driving control unit 50 outputs a control signal, so that the vehicle speed controller 32 is controlled so that the vehicle speed of the tractor 1 becomes the target vehicle speed VT. That is, when the vehicle speed of the tractor 1 is different from the target vehicle speed VT, the vehicle speed of the tractor 1 is increased or decreased to match the target vehicle speed VT.

A reference vehicle speed, which is a vehicle speed that serves as a reference for the target vehicle speed VT of the tractor 1, is set in the autonomous travel route generated in advance. If a specific control signal from the work equipment side control unit 84 is not input to the control unit 4 during autonomous travel, the target vehicle speed VT of the tractor 1 is set to a reference vehicle speed. A plurality of reference vehicle speeds can be set depending on the position of the tractor 1 on the autonomous driving route. For example, two types of reference vehicle speeds (a first reference vehicle speed V1 and a second reference vehicle speed V2) are set. This setting is performed, for example, using the wireless communication terminal 100 (see FIG. 4, which will be described later). In this way, the wireless communication terminal 100 has a function as a reference vehicle speed setting section.

The work machine 3, which is a roll baler, includes the above-described work machine mechanism section 82, a detection section 83, a work machine side control section 84, and a work machine side communication section 85. The detection unit 83 detects that the working machine 3 is in a specific working state. The work machine side control unit 84 outputs a predetermined control signal (specific control signal) when a specific work state is entered or when a specific work state is resolved. The work machine side communication section 85 is an interface for communicating with the control section 4 via the traveling machine side communication section 37. The work machine side control section 84 and the control section 4 can communicate with each other via the work machine side communication section 85 and the traveling machine side communication section 37. Therefore, a predetermined control signal (specific control signal) output by the work machine side control section 84 is input to the control section 4 via the work machine side communication section 85 and the traveling machine side communication section 37.

Types of specific control signals include deceleration signals, stop signals, deceleration release signals, and stop release signals. The deceleration signal is a signal requesting deceleration of the tractor 1. The stop signal is a signal requesting that the tractor 1 stop running. When the deceleration signal is output, the target vehicle speed VT is set to a speed obtained by multiplying the first reference vehicle speed V1 or the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5). When the stop signal is output, the target vehicle speed VT is set to 0 km/h.

The deceleration release signal is a signal requesting cancellation of the deceleration of the tractor 1 caused by the deceleration signal. The stop release signal is a signal requesting cancellation of the stoppage of traveling of the tractor 1 caused by the stop signal. In other words, it can be said that the stop release signal is essentially a signal requesting that the tractor 1 resume running. When the working machine 3 is a roll baler as in this embodiment, the timing at which each specific control signal is output includes the timing when the working machine 3 enters the following working state.

Specifically, the deceleration signal indicates that the amount of the material to be molded in the molding chamber 81 has reached a predetermined percentage (for example, 80%) of the capacity of the molding chamber 81 by sending the material to be molded to the molding chamber 81. It may be output when a blockage occurs in the working machine mechanism section 82 of the working machine 3 and the amount of molding material that the working machine 3 can pick up per unit time decreases. The deceleration release signal may be output when the roll bale is discharged from the forming chamber 81 and the forming chamber 81 becomes empty, or when the work machine mechanism section 82 is cleared of clogging.

The stop signal may be output when a roll bale is formed in the forming chamber 81 or when the tractor 1 finishes traveling on the autonomous travel route. The stop release signal may be output when the roll bale is discharged from the forming chamber 81 and the forming chamber 81 becomes empty. The wireless communication terminal 100 includes a route generation section 101, a display section 102, a display control section 103, a wireless communication section 104, and a wireless communication antenna 105. The route generation unit 101 generates an autonomous driving route. The display unit 102 displays various data and accepts operations by the user. The display unit 102 is configured with a touch panel display. The display control unit 103 controls the display content of the display unit 102. Specifically, the display control unit 103 causes the display unit 102 to display an autonomous traveling route, or causes the display unit 102 to display a predetermined image indicating the position of the traveling aircraft 2 on the autonomous traveling route displayed on the display unit 102. can do. The wireless communication unit 104 and the wireless communication antenna 105 are devices used to perform wireless communication with the control unit 4 of the tractor 1. The wireless communication antenna 105 may include a wireless LAN adapter (Wi-Fi adapter). The wireless communication antenna 105 is connected to the route generation section 101 and the display control section 103 via the wireless communication section 104. The autonomous driving route generated by the route generation unit 101 is transmitted from the wireless communication terminal 100 to the control unit 4 of the tractor 1, and is stored in the storage unit 60 as route data.

FIG. 5 is a schematic diagram showing an example of an autonomous travel route. Referring to FIG. 5, an autonomous travel route P is generated to connect a work start position S and a work end position E specified in advance. This autonomous driving route P is set in the work area W, and includes a linear or polygonal autonomous work path (a linear route on which autonomous work is performed) P1, and a non-work area N, and the autonomous work path P1 is set in the non-work area N. It has a structure in which connection paths P2, which are paths connecting the ends of each other, are alternately connected. Note that in this embodiment, the work area W means an area where autonomous work is performed, and the non-work area N means an area where autonomous work is not performed. Hereinafter, unless otherwise specified, "driving" means autonomous driving, and "work" means autonomous work.

The autonomous work route P1 is a route along which the work machine 3 performs work. The connecting path P2 is a turning path including an arcuate portion where turning and turning operations are performed. In the example of FIG. 5, the autonomous work path P1 is generated in a straight line, and the connection path P2 is generated in a U-shape. The connection path P2 is arranged so as to connect the ends of the mutually adjacent autonomous work paths P1. In the autonomous driving route P created in this way, a 180° direction change is performed at each connecting path P2, so the traveling direction of the tractor 1 is set between a certain autonomous working path P1 and the area next to that autonomous working path P1. They will face oppositely to the autonomous work path P1. The tractor 1 travels on the autonomous travel route P, and hereinafter, the front side of the tractor 1 in the travel direction is also referred to as the "downstream side in the travel direction", and the rear side in the travel direction of the tractor 1 is also referred to as the "upstream side in the travel direction". . The autonomous work path P1 and the connection path P2 are arranged alternately along the traveling direction. The boundary between the autonomous work path P1 and the connection path P2 on the downstream side in the traveling direction of the autonomous work path P1 is referred to as a first boundary position B1. The boundary between the connection path P2 and the autonomous work path P1 on the downstream side of the connection path P2 in the traveling direction is referred to as a second boundary position B2.

FIG. 6 is a schematic diagram of the vicinity of the connection path P2 of the autonomous travel route P. Referring to FIGS. 5 and 6, a reference vehicle speed V is set for the autonomous travel route P. Specifically, a first reference vehicle speed V1 is set for the autonomous work path P1, and a second reference vehicle speed V2 is set for the connection path P2. When the specific control signal is not output, the target vehicle speed setting unit 51 sets the target vehicle speed VT to the first reference vehicle speed V1 when the tractor 1 travels on the autonomous working path P1, and sets the target vehicle speed VT to the first reference vehicle speed V1 when the tractor 1 travels on the connecting path P2. Then, the target vehicle speed VT is set to the second reference vehicle speed V2.

The target vehicle speed setting section 51 includes a first setting section 52 that switches the target vehicle speed VT between a first reference vehicle speed V1 and a second reference vehicle speed V2. The first setting unit 52 changes the target vehicle speed VT from the first reference vehicle speed V1 to the second reference vehicle speed when the traveling body 2 moves from the autonomous work path P1 to the connection path P2 on the downstream side of the travel direction of the autonomous work path P1. Switch to V2. The first setting unit 52 changes the target vehicle speed VT from the second reference vehicle speed V2 to the first reference vehicle speed V1 when the traveling body 2 moves from the connection path P2 to the autonomous work path P1 on the downstream side of the travel direction of the connection path P2. Switch to .

On the autonomous driving route P, a shift reference position R is set (specified) as a reference for the target vehicle speed setting unit 51 to switch the target vehicle speed VT. When the traveling body 2 reaches the shift reference position R, a control signal for controlling the vehicle speed controller 32 is output from the autonomous traveling control section 50. In order to appropriately set the shift reference position R, the autonomous running control unit 50 further includes a shift reference position setting unit 54 (see also FIG. 4). The shift reference position setting unit 54 sets the next shift reference position R downstream of the current position of the traveling body 2 in the traveling direction in response to the start of vehicle speed switching control for the target vehicle speed VT by the vehicle speed controller 32. do. Furthermore, when the target vehicle speed VT is changed in accordance with the specific control signal, the shift reference position setting section 54 can set the shift reference position R accordingly.

The shift reference position R, which is a reference when switching the target vehicle speed VT when the traveling body 2 moves from the autonomous work path P1 to the connecting road P2 on the downstream side of the travel direction of the autonomous work path P1, is also referred to as the first shift reference position R1. say. The shift reference position R, which serves as a reference when switching the target vehicle speed VT when the traveling aircraft 2 moves from the connection road P2 to the autonomous work road P1 on the downstream side of the travel direction of the connection road P2, is also referred to as a second shift reference position R2. .

The shift reference position R is set based on the route on which the vehicle is currently located (whether it is the autonomous working route P1 or the connecting route P2) and the reference vehicle speed V. The first shift reference position R1 is a position that serves as a reference for switching the target vehicle speed VT when moving from the autonomous work path P1 to the connection path P2, and is therefore set at or near the first boundary position B1. The second shift reference position R2 is a position that serves as a reference for switching the target vehicle speed VT when moving from the connecting road P2 to the autonomous working road P1, and is therefore set at or near the second boundary position B2.

It is preferable that work is performed evenly over the entire autonomous work path P1. For this purpose, it is preferable that the tractor 1 travels on the autonomous work path P1 at a substantially constant speed (without switching the target vehicle speed VT on the autonomous work path P1). Therefore, in the present embodiment, it is preferable that the shift reference position R is set so that the tractor 1 can travel on the autonomous work path P1 at a substantially constant speed.

Therefore, in this embodiment, when the next boundary position that the traveling aircraft 2 passes is the first boundary position B1, the shift reference position setting unit 54 sets the shift reference position R to (first shift reference position R1) is set to the first boundary position B1. Then, the target vehicle speed VT is switched at the shift reference position R, and when the traveling body 2 moves by a predetermined distance L1 from the shift reference position R, the vehicle speed of the tractor 1 reaches the target vehicle speed VT after the switch. The predetermined distance L1 is the distance required for the vehicle speed of the tractor 1 to reach the target vehicle speed VT after switching, and is determined according to the current target vehicle speed VT and the magnitude of the acceleration or deceleration of the tractor 1.

Further, when the next boundary position that the traveling body 2 passes is the second boundary position B2, the shift reference position setting unit 54 controls the speed change reference position setting unit 54 until the vehicle speed of the tractor 1 reaches the target vehicle speed VT after switching from the current target vehicle speed VT. A shift reference position R is set upstream in the traveling direction from the second boundary position B2 by a distance required for this (predetermined distance L2). The shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT, the target vehicle speed VT after switching, and the acceleration or deceleration of the tractor 1, and moves only the calculated predetermined distance L2. A shift reference position R (second shift reference position R2) is set upstream of the second boundary position B2 in the traveling direction. In this way, the second shift reference position R2 is different from the first shift reference position R1 and is set in consideration of the current target vehicle speed VT.

FIG. 7 is a graph for explaining changes in the vehicle speed of the tractor 1 traveling near the shift reference position R when a specific control signal such as a deceleration signal is not output. In FIG. 7, the horizontal axis indicates the position of the tractor 1 (traveling body 2), and the vertical axis indicates the vehicle speed of the tractor 1 (the same applies to FIGS. 8A to 9D described later). In the example of FIG. 7, when the traveling body 2 travels on the autonomous work path P1, the first setting unit 52 sets the target vehicle speed VT to the first reference vehicle speed V1. Then, the shift reference position setting unit 54 is configured to set the first shift reference position setting unit 54, which is the boundary between the autonomous working path P1 where the traveling aircraft 2 is currently located and the connecting path P2 located downstream thereof (that is, through which the traveling aircraft 2 will pass next). A shift reference position R is set at the boundary position B1. Then, when the traveling body 2 reaches the shift reference position R, the first setting unit 52 switches the target vehicle speed VT from the first reference vehicle speed V1 to the second reference vehicle speed V2. Therefore, the tractor 1 starts decelerating. Then, the vehicle speed controller 32 controls the vehicle speed of the tractor 1 so that the vehicle speed of the tractor 1 reaches the second reference vehicle speed V2 when the traveling body 2 moves by a predetermined distance L1 from the shift reference position R.

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting section 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 sets the speed change based on the current target vehicle speed VT (second reference vehicle speed V2), the target vehicle speed VT after switching (first reference vehicle speed V1), and the acceleration or deceleration of the tractor 1. A predetermined distance L2 is calculated, and the next shift reference position R is set upstream in the traveling direction by a predetermined distance L2 from the second boundary position B2 that the traveling body 2 passes next. That is, the predetermined distance L2 is calculated such that the vehicle speed of the tractor 1 reaches the target vehicle speed VT at the time when the traveling body 2 reaches the second boundary position B2. When the traveling body 2 reaches the shift reference position R, the target vehicle speed VT is switched from the second reference vehicle speed V2 to the first reference vehicle speed V1, and the tractor 1 starts to accelerate. Then, the vehicle speed controller 32 controls the vehicle speed of the tractor 1 so that the vehicle speed of the tractor 1 reaches the first reference vehicle speed V1 when the traveling body 2 reaches the second boundary position B2.

Although not shown, when the target vehicle speed VT is switched to the first reference vehicle speed V1, the shift reference position setting section 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 sets the next shift reference position R at the first boundary position B1 that the traveling aircraft 2 passes next. Then, the setting of the target vehicle speed VT and the setting of the shift reference position R are repeated until the traveling body 2 reaches the work end position E.

When the traveling machine body 2 reaches the first boundary position B1, the autonomous traveling control unit 50 outputs a work stop signal for stopping the work by the working machine 3 to the working machine side control unit 84. When the traveling body 2 reaches the second boundary position B2, the autonomous traveling control unit 50 outputs a work start signal for starting work by the working machine 3 to the working machine side control unit 84. Note that the output timing of the work stop signal and the work start signal may be when the work machine 3 reaches the first boundary position B1 and the second boundary position B2. In this case, the position of the working machine 3 is calculated based on the position of the running machine 2 and a predetermined relative position of the working machine 3 with respect to the running machine 2.

When the work machine 3 is a roll baler as in this embodiment, the PTO controller 35 switches the PTO clutch 45 in response to the work stop signal and the work start signal to rotationally drive the work machine mechanism section 82 of the work machine 3. or stop rotation. Unlike this embodiment, when the working machine is a tiller or the like, the lifting controller 34 may raise or lower the working machine in response to a work stop signal and a work start signal. In addition, in the case of a work machine that requires a predetermined preparation period from when the work stop signal or the work start signal is output until the actual work is stopped or started, the traveling machine 2 A work stop signal or a work start signal is output when the traveling aircraft 2 reaches a position upstream of the first boundary position B1 or the second boundary position B2 by the preparation travel distance. It may also be a thing.

In this embodiment, the target vehicle speed VT may be changed by outputting a specific control signal (particularly a deceleration signal or a deceleration release signal). In such a case, it is necessary to consider the relationship between the vehicle speed control performed by outputting the specific control signal and the vehicle speed control performed by the tractor 1 reaching the shift reference position R. If a specific control signal is output while the tractor 1 is traveling near the shift reference position R, the vehicle speed of the tractor 1 changes due to the specific control signal, and the traveling body 2 reaches the shift reference position R. There is a possibility that both changes in vehicle speed due to the change in vehicle speed may occur in a short period of time. However, frequent changes in vehicle speed place a large load on the traveling body 2, and are also unfavorable for the fuel efficiency of the tractor 1 and the work of the working machine 3.

Therefore, in this embodiment, the target vehicle speed setting section 51 is configured to be able to set the target vehicle speed VT based on the position of the traveling body 2 when a specific control signal is output. Specifically, in addition to the first setting section 52, the target vehicle speed setting section 51 further includes a second setting section 53 that sets the target vehicle speed VT using a different standard from the first setting section 52 (see FIG. 4). . The first setting section 52 is a setting section that sets the target vehicle speed VT when the working machine 3 is not in a specific working state. On the other hand, the second setting unit 53 operates from the time when the work equipment 3 enters a specific work state (after the specific control signal indicating that the work equipment 3 is in the specific work state is output) until the specific work state is resolved. This is a setting unit that sets the target vehicle speed VT during the period (until a specific control signal indicating that the specific work condition is resolved) is output.

In other words, the first setting unit 52 determines that the traveling machine body 2 has reached the shift reference position R and that the specific working state of the working equipment 3 has been resolved when the working equipment 3 is not in a specific working state. It can be said that this is a setting unit that sets the target vehicle speed VT when the specific control signal shown in FIG. In addition, when the working machine 3 is in a specific working state, the second setting unit 53 outputs a specific control signal when the traveling machine body 2 reaches the shift reference position R and indicating that the working machine 3 is in the specific working state. It can be said that this is a setting unit that sets the target vehicle speed VT when it is acquired.

In the following, when the first setting unit 52 sets the target vehicle speed VT according to a specific control signal, the specific control signal indicates a specific control signal indicating that a specific work state has been resolved, and the second setting unit 53 When setting the target vehicle speed VT, the specific control signal indicates a specific work state. When a specific control signal is output from the work equipment side control unit 84, the first setting unit 52 and the second setting unit 53 set the traveling machine body 2 relative to the shift reference position R currently set by the shift reference position setting unit 54. A specific target vehicle speed VS is calculated based on the position of , and the specific target vehicle speed VS is set as the target vehicle speed VT. Specifically, the specific target vehicle speed VS is changed based on whether the distance (separation distance) between the current position of the traveling aircraft 2 and the current shift reference position R is less than a predetermined reference distance D. .

More specifically, when the specific control signal is output when the distance between the current position of the traveling aircraft 2 and the shift reference position R is less than the reference distance D, the first setting unit 52 and the second setting unit 53 The specific target vehicle speed VS is calculated based on the reference vehicle speeds V1 and V2 of the routes P2 and P1 (second section) on the downstream side of the traveling direction of the routes P1 and P2 (first section) where the traveling body 2 is currently located. Further, when the specific control signal is output when the distance between the current position of the traveling aircraft 2 and the shift reference position R is equal to or greater than the reference distance D, the first setting unit 52 and the second setting unit 53 The specific target vehicle speed VS is calculated based on the reference vehicle speeds V1 and V2 of the routes P1 and P2 (first section) on which the vehicle No. 2 is currently located. The first setting section 52 and the second setting section 53 cause the vehicle speed controller 32 to control the vehicle speed by setting the target vehicle speed VT when the specific control signal is output from the work equipment side control section 84.

The predetermined reference distance D is, for example, a fixed distance set in advance. The predetermined reference distance D is, for example, the traveling distance (shifting distance) required for the vehicle speed of the tractor 1 to reach the target vehicle speed VT when the target vehicle speed VT is set in response to the output of a specific control signal. (distance required to travel). The travel distance required for shifting changes depending on the current vehicle speed of the tractor 1 and the acceleration (deceleration) of the tractor 1. The travel distance required for shifting may be calculated as appropriate and set as the reference distance D. The reference distance D may be a distance obtained by adding a margin to the traveling distance required for shifting. The reference distance D is set for each of the first shift reference position R1 and the second shift reference position R2. The reference distance D may be changed depending on the type of specific control signal.

Then, when the specific control signal is output, the shift reference position setting section 54 sets the shift reference position R based on the current target vehicle speed VT and the current position of the traveling aircraft 2 with respect to the current shift reference position R. can do. That is, when the specific target vehicle speed VS is set as the target vehicle speed VT by the first setting section 52 or the second setting section 53 and the vehicle speed switching control is performed by the vehicle speed controller 32, the shift reference position setting section 54 The shift reference position R is changed to the current position of the traveling aircraft 2. Then, the shift reference position setting section 54 sets the next shift reference position R after the vehicle speed switching control by the vehicle speed controller 32 is started.

Each piece of information necessary for autonomous driving is stored in the storage unit 60. That is, the storage section 60 includes a route storage section 61, an area storage section 62, a shift reference position storage section 63, a reference vehicle speed storage section 64, and a reference distance storage section 65 (see FIG. 4). The route storage unit 61 stores information about the autonomous driving route P (the autonomous working route P1 and the connecting route P2). The area storage unit 62 stores information on a preset work area W (specifically, information regarding the position, shape, etc. of the work area W) and information on the non-work area N, which is the remaining area. The information on the work area W can be set, for example, by the user appropriately operating the wireless communication terminal 100 before starting autonomous driving. The shift reference position storage section 63 stores the shift reference position R set on the autonomous driving route P. The shift reference position R stored in the shift reference position storage section 63 is set each time the shift reference position setting section 54 sets the shift reference position R. The reference vehicle speed storage unit 64 stores reference vehicle speeds (first reference vehicle speed V1 and second reference vehicle speed V2) of the tractor 1 during autonomous travel. The reference distance storage section 65 stores a reference distance D with respect to the shift reference position R.

Next, a change in the vehicle speed of the tractor 1 when a deceleration signal or a deceleration release signal is output while traveling near the speed change reference position R will be specifically explained. First, a case where a deceleration signal is output will be described using FIGS. 8A to 8D. FIG. 8A is a graph for explaining changes in vehicle speed of the tractor 1 when a deceleration signal is output while traveling at a constant speed (first reference vehicle speed V1) on the autonomous work path P1. FIG. 8B shows the state of the tractor 1 when a deceleration signal is output while the tractor 1 is decelerating (during deceleration) due to the target vehicle speed VT being switched from the first reference vehicle speed V1 to the second reference vehicle speed V2. It is a graph for explaining changes in vehicle speed. FIG. 8C is a graph for explaining changes in vehicle speed of the tractor 1 when a deceleration signal is output while traveling at a constant speed (second reference vehicle speed V2) on the connecting road P2. FIG. 8D shows the state of the tractor 1 when the deceleration signal is output while the tractor 1 is accelerating (accelerating) due to the target vehicle speed VT being switched from the second reference vehicle speed V2 to the first reference vehicle speed V1. It is a graph for explaining changes in vehicle speed.

In FIGS. 8A to 8D, solid lines indicate changes in the vehicle speed of the tractor 1 when no specific control signal is output. In FIGS. 8A to 8D, a change in the vehicle speed of the tractor 1 after the deceleration signal is output is shown by a dashed-dotted line or a dashed-double-dotted line. In FIGS. 8A to 8D, the position of the traveling aircraft 2 when the deceleration signal is output is indicated by a downward arrow. The reference distance D when the shift reference position R is the first shift reference position R1 and the specific control signal is a deceleration signal is referred to as a first reference distance D1 (see FIG. 8A). The reference distance D when the shift reference position R is the second shift reference position R2 and the specific control signal is a deceleration signal is referred to as a second reference distance D2 (see FIG. 8C). In this embodiment, the first reference vehicle speed V1 is greater than the second reference vehicle speed V2, and therefore the first reference distance D1 is set to a value greater than the second reference distance D2.

When the traveling body 2 is located on the autonomous work path P1 in a state where vehicle speed control using a deceleration signal is not being executed, the first setting unit 52 sets the current target vehicle speed VT to the first reference vehicle speed V1. At this time, the shift reference position setting unit 54 sets the shift reference position R (first shift reference position R1) to the first boundary position B1 that the traveling aircraft 2 passes next. Thereafter, referring to the dashed line in FIG. 8A, if the deceleration signal is output when the distance between the current position of the traveling aircraft 2 and the first shift reference position R1 is equal to or greater than the first reference distance D1, The second setting unit 53 calculates the specific target vehicle speed VS based on the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (VT=(1/2)V1). The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. As a result, the tractor 1 is decelerated until the vehicle speed of the tractor 1 changes to (1/2)V1.

When the target vehicle speed VT is set to (1/2) V1, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling body 2. After the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling aircraft 2 to (1/2) V1, the shift reference position setting unit 54 sets the next boundary position to the first boundary position B1 regardless of the target vehicle speed VT. A shift reference position R (first shift reference position R1) is set.

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches (1/2) V1 until the traveling aircraft 2 reaches the next shift reference position R (first shift reference position R1), or when the next specific control signal is It is maintained at (1/2) V1 until it is output. On the other hand, referring to the two-dot chain line in FIG. 8A, when the distance between the current position of the traveling aircraft 2 and the shift reference position R (first shift reference position R1) is less than the first reference distance D1, deceleration is detected. When the signal is output, the second setting unit 53 sets the reference vehicle speed ( A specific target vehicle speed VS is calculated based on the second reference vehicle speed V2). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V2). . The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. As a result, the tractor 1 is decelerated until the vehicle speed of the tractor 1 changes to (1/2) V2.

When the target vehicle speed VT is set to (1/2) V2, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling aircraft 2 to (1/2) V2, the shift reference position setting section 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT ((1/2) V2), and calculates a predetermined distance L2 from the second boundary position B2 that the traveling aircraft 2 will pass next. The next shift reference position R (second shift reference position R2) is set upstream in the traveling direction by a predetermined distance L2.

Assuming that the acceleration of the tractor 1 is constant, the predetermined distance L2 is smaller when the current target vehicle speed VT is (1/2) V2 than when the target vehicle speed VT is the second reference vehicle speed V2. Become. Therefore, the second shift reference position R2 when the current target vehicle speed VT is (1/2) V2 is compared to the second shift reference position R2 when the current target vehicle speed VT is the second reference vehicle speed V2. It is set on the downstream side in the traveling direction (a position close to the second boundary position B2).

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches (1/2) V2 until the traveling aircraft 2 reaches the next shift reference position R (second shift reference position R2), or when the next specific control signal is It is maintained at (1/2) V2 until it is output. Referring to FIG. 8B, when the tractor 1 is decelerating due to the traveling machine body 2 reaching the shift reference position R (first shift reference position R1), the gear shift reference position R is set at the position where the traveling machine body 2 passes next. A predetermined distance L2 is set upstream of the second boundary position B2 in the traveling direction (see the solid line in FIG. 8B). Therefore, referring to the two-dot chain line in FIG. 8B, a deceleration signal is output when the distance between the position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) is equal to or greater than the second reference distance D2. Then, even if the tractor 1 is decelerating, the second setting unit 53 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connecting road P2 (first section). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (VT=(1/2)V2).

When the target vehicle speed VT is set to (1/2) V2, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling body 2 to (1/2) V1, the shift reference position setting section 54 sets the next shift reference position R. Specifically, referring to the two-dot chain line in FIG. 8B, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT ((1/2) V2) of the traveling aircraft 2, The next shift reference position R (second shift reference position R2) is set a predetermined distance L2 upstream in the traveling direction from the second boundary position B2 that the traveling body 2 will pass next.

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches (1/2) V2 until the traveling aircraft 2 reaches the next shift reference position R (second shift reference position R2), or when the next specific control signal is It is maintained at (1/2) V2 until it is output. Referring to FIG. 8C, when the traveling aircraft 2 is located on the connecting road P2 in a state where the vehicle speed control using the specific control signal is not being executed, the target vehicle speed VT is set to the second reference vehicle speed V2. At this time, a shift reference position R is set upstream in the traveling direction by a predetermined distance L2 from the second boundary position B2 that the traveling body 2 passes next.

Thereafter, referring to the dashed line in FIG. 8C, when the distance between the current position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) is equal to or greater than the second reference distance D2, a deceleration signal is sent. is output, the second setting unit 53 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connecting road P2 (first section) where the traveling aircraft 2 is currently located. As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (VT=(1/2)V2). The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. As a result, the tractor 1 is decelerated until the vehicle speed of the tractor 1 reaches (1/2)V2.

When the target vehicle speed VT is set to (1/2) V2, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling body 2 to (1/2) V2, the shift reference position setting section 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT ((1/2) V2) of the traveling aircraft 2, and determines the second boundary that the traveling aircraft 2 will pass next. A next shift reference position R (second shift reference position R2) is set upstream of position B2 by a predetermined distance L2 in the traveling direction (not shown).

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches (1/2) V2 until the traveling aircraft 2 reaches the next shift reference position R (second shift reference position R2), or when the next specific control signal is It is maintained at (1/2) V2 until it is output. On the other hand, referring to the two-dot chain line in FIG. 8C, when the distance between the current position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) is less than the second reference distance D2, deceleration is detected. When the signal is output, the second setting unit 53 sets the reference vehicle speed (first reference vehicle speed V1 ) is used to calculate the specific target vehicle speed VS. As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V1). . The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. As a result, the tractor 1 is accelerated until the vehicle speed of the tractor 1 changes to (1/2)V1.

In the vehicle speed control shown by the two-dot chain line in FIG. 8C, the second setting unit 53 sets the target vehicle speed VT to (1/2) V1 immediately after the deceleration signal is output. However, unlike this vehicle speed control, the target vehicle speed VT does not need to be set until the traveling body 2 reaches the shift reference position R (second shift reference position R2). For example, when the traveling body 2 reaches the shift reference position R, the second setting section 53 may set the target vehicle speed to (1/2) V1.

When the target vehicle speed VT is set to (1/2) V1, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling aircraft 2. Then, after the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling body 2 to (1/2) V1, the shift reference position setting unit 54 determines the first boundary position B1, which the traveling body 2 will pass next. The next shift reference position R (first shift reference position R1) is set at .

The vehicle speed of the traveling aircraft 2 is determined from the time the vehicle speed reaches (1/2) V1 until the next shift reference position R (first shift reference position R1) is reached, or until the next specific control signal is output. During this time, it is maintained at (1/2) V1. Referring to FIG. 8D, when the tractor 1 is accelerating due to the traveling body 2 reaching the gear change reference position R (second gear change reference position R2), the gear change reference position R is set at the position where the traveling body 2 passes next. The first boundary position B1 is set at the first boundary position B1. Therefore, if a deceleration signal is output when the distance between the position of the traveling machine body 2 and the shift reference position R (first shift reference position R1) is greater than or equal to the first reference distance D1, the tractor 1 is not accelerating. However, as shown by the two-dot chain line in FIG. ) A specific target vehicle speed VS is calculated based on the reference vehicle speed (first reference vehicle speed V1). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (VT=(1/2)V1).

When the target vehicle speed VT is set to (1/2) V1, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling aircraft 2. After the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling aircraft 2 to (1/2) V1, the shift reference position setting section 54 sets the first The next shift reference position R (first shift reference position R1) is set at the boundary position B1.

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches (1/2) V1 until the traveling aircraft 2 reaches the next shift reference position R (first shift reference position R1), or when the next specific control signal is It is maintained at (1/2) V1 until it is output. Next, a case where a deceleration release signal is output will be described using FIGS. 9A to 9D. FIG. 9A is a graph for explaining changes in vehicle speed of the tractor 1 when a deceleration release signal is output while traveling at a constant speed ((1/2) V1) on the autonomous work path P1. FIG. 9B shows the state in which the deceleration release signal is output while the tractor 1 is being decelerated (during deceleration) due to the target vehicle speed VT being switched from (1/2) V1 to (1/2) V2. 3 is a graph for explaining changes in vehicle speed of the tractor 1. FIG. FIG. 9C is a graph for explaining a change in the vehicle speed of the tractor 1 when a deceleration release signal is output while traveling at a constant speed ((1/2)V2) on the connecting road P2. FIG. 9D shows the situation when the deceleration release signal is output while the tractor 1 is being accelerated (accelerating) due to the target vehicle speed VT being switched from (1/2) V2 to (1/2) V1. It is a graph for explaining the change in vehicle speed of the traveling body 2.

In FIGS. 9A to 9D, solid lines indicate changes in the vehicle speed of the tractor 1, which is traveling near the shift reference position R while being decelerated due to the output of the deceleration signal. Until the deceleration release signal is output, the target vehicle speed VT on the autonomous work path P1 is set to the vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (VT = (1) /2)V1). Until the deceleration release signal is output, the target vehicle speed VT on the connecting road P2 is set to the vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (VT = (1/ 2) V2). In FIGS. 9A to 9D, the change in vehicle speed of the tractor 1 after the deceleration release signal is output is shown by a dashed line or a dashed double dotted line. In FIGS. 9A to 9D, the position of the traveling aircraft 2 when the deceleration signal is output is indicated by a downward arrow.

The reference distance D when the shift reference position R is the first shift reference position R1 and the specific control signal is a deceleration release signal is referred to as a third reference distance D3 (see FIG. 9A). The reference distance D when the shift reference position R is the second shift reference position R2 and the specific control signal is a deceleration release signal is referred to as a fourth reference distance D4 (see FIG. 9C). Although the third reference distance D3 is set to a different distance from the first reference distance D1, it may be the same distance as the first reference distance D1. Although the fourth reference distance D4 is set to a different distance from the second reference distance D2, it may be the same distance as the second reference distance D2.

When the traveling aircraft 2 is located on the autonomous work path P1 while the vehicle speed control based on the deceleration signal is being executed, the second setting unit 53 sets the current target vehicle speed VT to (1/2) V1. . At this time, the shift reference position setting section 54 sets the first shift reference position R1 based on the current target vehicle speed VT ((1/2) V1). Thereafter, referring to the dashed line in FIG. 9A, if the deceleration release signal is output when the distance between the current position of the traveling aircraft 2 and the first shift reference position R1 is equal to or greater than the third reference distance D3 , the first setting unit 52 calculates the specific target vehicle speed VS based on the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the first reference vehicle speed V1 (VT=V1). The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. Thereby, the tractor 1 is accelerated until the vehicle speed of the tractor 1 reaches the first reference vehicle speed V1.

When the target vehicle speed VT is set to the first reference vehicle speed V1, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed controller 32 starts the vehicle speed switching control to set the vehicle speed of the traveling aircraft 2 to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the next shift reference position R (first shift reference position R1). is set at the first boundary position B1.

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches the first reference vehicle speed V1 until the traveling aircraft 2 reaches the next shift reference position R (first shift reference position R1), or when a specific control signal is output next. The first reference vehicle speed V1 is maintained until the vehicle speed is reached. On the other hand, referring to the two-dot chain line in FIG. 9A, deceleration is canceled when the distance between the current position of the traveling aircraft 2 and the shift reference position R (first shift reference position R1) is less than the third reference distance D3. When the signal is output, the first setting unit 52 sets the reference vehicle speed (second A specific target vehicle speed VS is calculated based on the reference vehicle speed V2). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the second reference vehicle speed V2 (VT=V2). The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. Thereby, the tractor 1 is decelerated until the vehicle speed of the tractor 1 reaches the second reference vehicle speed V2.

In the vehicle speed control shown by the two-dot chain line in FIG. 9A, the first setting unit 52 sets the target vehicle speed VT to the second reference vehicle speed V2 immediately after the deceleration release signal is output. However, unlike this vehicle speed control, even if the deceleration release signal is output, the target vehicle speed VT does not need to be set until the traveling body 2 reaches the shift reference position R (first shift reference position R1). For example, when the traveling body 2 reaches the shift reference position R, the first setting section 52 may set the target vehicle speed to the second reference vehicle speed V2.

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling aircraft 2. Then, after the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling body 2 to the second reference vehicle speed V2, the shift reference position setting section 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT (second reference vehicle speed V2), and calculates a predetermined distance L2 from the second boundary position B2 that the traveling aircraft 2 will pass next. The next shift reference position R (second shift reference position R2) is set upstream in the traveling direction by a distance L2.

Assuming that the acceleration of the tractor 1 is constant, the predetermined distance L2 is longer when the current target vehicle speed VT is (1/2) V2 than when the current target vehicle speed VT is the second reference vehicle speed V2. becomes smaller. Therefore, the second shift reference position R2 is set upstream in the traveling direction (a position farther from the second boundary position B2) than when the current target vehicle speed VT is (1/2) V2. Thereafter, the target vehicle speed VT is maintained at the second reference vehicle speed V2 until the traveling body 2 reaches the shift reference position R or until the next specific control signal is output.

Referring to FIG. 9B, when the tractor 1 is decelerating due to the traveling machine body 2 reaching the shift reference position R (first shift reference position R1), the gear shift reference position R is set at the position where the traveling machine body 2 passes next. A predetermined distance L2 is set upstream of the second boundary position B2 in the traveling direction. Therefore, even if the tractor 1 is decelerating, if the distance between the position of the traveling body 2 and the shift reference position R (second shift reference position R2) is equal to or greater than the fourth reference distance D4, the two points in FIG. 9B As shown by the chain line, the first setting unit 52 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (first section). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the second reference vehicle speed V2 (VT=V2).

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling aircraft 2. Then, after the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling body 2 to the second reference vehicle speed V2, the shift reference position setting section 54 sets the next shift reference position R. Specifically, as shown by the two-dot chain line in FIG. 9B, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT (second reference vehicle speed V2) of the traveling aircraft 2, and The next shift reference position R (second shift reference position R2) is set a predetermined distance L2 upstream in the traveling direction from the second boundary position B2 that the aircraft 2 will pass next.

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches the second reference vehicle speed V2 until the traveling aircraft 2 reaches the next shift reference position R (second shift reference position R2), or when a specific control signal is output next. The vehicle is maintained at the second reference vehicle speed V2 until the second reference vehicle speed is reached. Referring to FIG. 9C, when the traveling body 2 is located on the connecting road P2 with the vehicle speed being controlled by the deceleration signal, the target vehicle speed VT is set to (1/2)V2. At this time, a shift reference position R is set upstream in the traveling direction by a predetermined distance L2 from the second boundary position B2 that the traveling body 2 passes next.

Thereafter, referring to the dashed line in FIG. 9C, deceleration is released when the distance between the current position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) is equal to or greater than the fourth reference distance D4. When the signal is output, the first setting unit 52 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connecting road P2 (first section) where the traveling aircraft 2 is currently located. As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the second reference vehicle speed V2 (VT=V2). The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. Thereby, the tractor 1 is accelerated until the vehicle speed of the tractor 1 reaches the second reference vehicle speed V2.

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting section 54 sets the shift reference position R to the current position of the traveling aircraft 2. Then, after the vehicle speed controller 32 starts the vehicle speed switching control to set the vehicle speed of the traveling body 2 to the second reference vehicle speed V2, the shift reference position setting section 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT (second reference vehicle speed V2) of the traveling aircraft 2, and sets the second boundary position that the traveling aircraft 2 will pass next. A next shift reference position R (second shift reference position R2) is set upstream of B2 by a predetermined distance L2 in the traveling direction (not shown).

The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches the second reference vehicle speed V2 until the traveling aircraft 2 reaches the next shift reference position R (second shift reference position R2), or when a specific control signal is output next. The vehicle is maintained at the second reference vehicle speed V2 until the second reference vehicle speed is reached. On the other hand, referring to the two-dot chain line in FIG. 9C, when the distance between the current position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) is less than the fourth reference distance D4, deceleration is detected. When the release signal is output, the first setting unit 52 sets the reference vehicle speed of the autonomous working road P1 (second section) on the downstream side in the running direction of the connecting road P2 (first section) where the traveling aircraft 2 is currently located. A specific target vehicle speed VS is calculated based on (first reference vehicle speed V1). As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the first reference vehicle speed V1 (VT=V1). The vehicle speed controller 32 controls the transmission 42 according to this vehicle speed setting. Thereby, the tractor 1 is accelerated until the vehicle speed of the tractor 1 reaches the first reference vehicle speed V1.

When the target vehicle speed VT is set to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling aircraft 2. Then, after the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling body 2 to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the vehicle speed to the first boundary position B1, which the traveling body 2 passes next. The next shift reference position R (first shift reference position R1) is set.

The vehicle speed of the traveling aircraft 2 is determined from the time when the vehicle speed reaches the first reference vehicle speed V1 to the time when the vehicle speed reaches the next shift reference position R (first shift reference position R1), or until the next specific control signal is output. During this period, the first reference vehicle speed V1 is maintained. Referring to FIG. 9D, when the tractor 1 is accelerating because the traveling body 2 has reached the gear change reference position R (second gear change reference position R2), the gear change reference position R is the position that the traveling body 2 will pass next. The first boundary position B1 is set at the first boundary position B1. Therefore, if the deceleration release signal is output when the distance between the position of the traveling aircraft 2 and the shift reference position (first shift reference position R1) is greater than or equal to the third reference distance D3, the two-dot chain line in FIG. As shown, the first setting unit 52 sets a specific target based on the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (second section) on the downstream side of the traveling direction of the connection road P2 (first section). Calculate vehicle speed VS. As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the first reference vehicle speed V1 (VT=V1).

When the target vehicle speed VT is set to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed controller 32 starts the vehicle speed switching control to set the vehicle speed of the traveling aircraft 2 to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the shift reference position R (first shift reference position R) to the first boundary position B1. Set the reference position R1). The vehicle speed of the traveling aircraft 2 is determined during the period from when the vehicle speed reaches the first reference vehicle speed V2 until the traveling aircraft 2 reaches the next shift reference position R (first shift reference position R1), or when a specific control signal is output next. The first reference vehicle speed V1 is maintained until the vehicle speed is reached.

The above vehicle speed control process is realized by calculating the specific target vehicle speed VS, setting the target vehicle speed VT, and setting the shift reference position R according to the flowcharts shown in FIGS. 10 to 13. FIG. 10 is a flowchart for explaining an example of vehicle speed control processing by the autonomous driving system. FIG. 11 is a flowchart for explaining the process performed when the vehicle speed is controlled based on the deceleration signal in the vehicle speed control process by the autonomous driving system shown in FIG. FIG. 12 is a flowchart for explaining an example of the calculation process of the specific target vehicle speed VS based on the deceleration signal. FIG. 13 is a flowchart for explaining an example of the calculation process of the specific target vehicle speed VS based on the deceleration release signal.

Referring to FIG. 10, when autonomous driving is started, first setting unit 52 sets target vehicle speed VT to first reference vehicle speed V1 or second reference vehicle speed V2 (step S1). Specifically, when the traveling body 2 is located on the autonomous work path P1, the target vehicle speed VT is set to the first reference vehicle speed V1. When the traveling body 2 is located on the connecting road P2, the target vehicle speed VT is set to the second reference vehicle speed V2. Then, when the target vehicle speed VT is set (when the vehicle speed controller 32 starts the vehicle speed switching control for the target vehicle speed VT), the shift reference position setting section 54 sets the shift reference position R (step S2). Specifically, when the traveling body 2 is located on the autonomous work path P1, the shift reference position R (first shift reference position R1) is set at the first boundary position B1 that the traveling body 2 passes next. When the traveling aircraft 2 is located on the connection path P2, the shift reference position R (second shift reference position R2) is located a predetermined distance L2 upstream in the traveling direction from the second boundary position B2 that the traveling aircraft 2 passes next. Set.

Then, the autonomous running control unit 50 determines whether or not the vehicle speed is being controlled based on the deceleration signal (step S3). The vehicle speed control based on the deceleration signal is being performed when the deceleration signal is output and the target vehicle speed VT is set based on the deceleration signal. That is, the vehicle speed is being controlled based on the deceleration signal when the deceleration signal has been output, but the deceleration release signal or the stop signal has not yet been output.

If the vehicle speed is not being controlled based on the deceleration signal (step S3: NO), it is determined whether the deceleration signal is output (step S4), whether the stop signal is output (step S5), and the current state of the traveling aircraft 2. It is monitored whether the position is the shift reference position R (step S6). If the vehicle speed control based on the deceleration signal is being executed (step S3: YES), with reference to FIG. S8) and whether the current position of the traveling aircraft 2 is at the shift reference position R (step S9) is monitored.

If the current position of the traveling aircraft 2 reaches the shift reference position R (step S6: YES) during the monitoring performed when the vehicle speed is not being controlled based on the deceleration signal (step S3: NO), the first setting unit 52 sets the current target vehicle speed VT to the first reference vehicle speed V1 or the second reference vehicle speed V2 (step S10). Specifically, when the shift reference position R is the first shift reference position R1, the first setting unit 52 switches the target vehicle speed VT from the first reference vehicle speed V1 to the second reference vehicle speed V2. Further, when the shift reference position R is the second shift reference position R2, the first setting unit 52 switches the target vehicle speed VT from the second reference vehicle speed V2 to the first reference vehicle speed V1.

Then, the shift reference position setting section 54 sets the shift reference position R (step S11). Specifically, the shift reference position R is set at a position upstream in the traveling direction by a predetermined distance L2 from the second boundary position B2, or at the first boundary position B1 (see the explanation in FIG. 7). After that, the process returns to step S3. If a stop signal is output during the monitoring performed when the vehicle speed is not controlled based on the deceleration signal (step S3: NO) (step S5: YES), the traveling of the tractor 1 is stopped (step S12). The autonomous traveling of the tractor 1 is stopped from when the stop signal is output until when the stop release signal is output (step S13: NO). When the stop release signal is output (step S13: YES), the target vehicle speed VT is set to the reference vehicle speeds V1 and V2 (step S1), and the tractor 1 resumes running. When the tractor 1 reaches the work end position E on the autonomous traveling route P, a stop signal is also output, and the autonomous traveling of the tractor 1 ends.

If a deceleration signal is output during the monitoring performed when the vehicle speed is not being controlled based on the deceleration signal (step S3: NO) (step S4: YES), the autonomous driving control unit 50 determines the specific target vehicle speed VS based on the deceleration signal. The calculation process is executed (step S14). After calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the specific target vehicle speed VS (step S15). Then, the shift reference position R is set at the current position of the traveling body 2, and the vehicle speed controller 32 starts vehicle speed switching control to set the vehicle speed of the traveling body 2 to the specific target vehicle speed VS. When the vehicle speed switching control that sets the vehicle speed of the traveling body 2 to the specific target vehicle speed VS is started, the next shift reference position R is set (step S16) (see the explanation of FIGS. 8A to 8D). After that, the process returns to step S3.

Referring to FIG. 12, in calculating the specific target vehicle speed VS based on the deceleration signal, autonomous running control unit 50 first determines the type of current shift reference position R (step S30). If the current shift reference position R is the first shift reference position R1 (step S30: first shift reference position R1), the distance between the position of the traveling aircraft 2 and the shift reference position R is less than the first reference distance D1. It is determined whether or not (step S31). If the separation distance is greater than or equal to the first reference distance D1 (step S31: NO), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the first reference vehicle speed V1 (the reference vehicle speed V in the first section). (step S32). If the separation distance is less than the first reference distance D1 (step S31: YES), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the second reference vehicle speed V2 (the reference vehicle speed V in the second section). (step S33). This completes the calculation process of the specific target vehicle speed VS based on the deceleration signal.

When the current shift reference position R is the second shift reference position R2 (step S30: second shift reference position R2), the distance between the position of the traveling aircraft 2 and the shift reference position R is the second reference distance D2. It is determined whether or not it is less than (step S34). If the separation distance is greater than or equal to the second reference distance D2 (step S34: NO), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the second reference vehicle speed V2 (the reference vehicle speed V in the first section). (step S35). If the separation distance is less than the second reference distance D2 (step S34: YES), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the first reference vehicle speed V1 (the reference vehicle speed V of the second section). (step S36). This completes the calculation process of the specific target vehicle speed VS based on the deceleration signal.

Referring to FIGS. 10 and 11, when the current position of the traveling aircraft 2 reaches the shift reference position R during the monitoring performed when the vehicle speed is being controlled based on the deceleration signal (step S3: YES) ( Step S9: YES), the second setting unit 53 sets the current target vehicle speed VT to a speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate, or a speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate. is set (step S17). Specifically, when the first shift reference position R1 is set, the target vehicle speed VT is switched from the first reference vehicle speed V1 multiplied by the deceleration rate to the second reference vehicle speed V2 multiplied by the deceleration rate. When the second shift reference position R2 is set, the target vehicle speed VT is switched from the second reference vehicle speed V2 multiplied by the deceleration rate to the first reference vehicle speed V1 multiplied by the deceleration rate.

Then, the shift reference position setting section 54 sets the shift reference position R (step S18). Specifically, the shift reference position R is set at a position upstream in the traveling direction by a predetermined distance L2 from the second boundary position B2, or at the first boundary position B1. After that, the process returns to step S3. If a stop signal is output during the monitoring performed when the vehicle speed is being controlled based on the deceleration signal (Step S3: YES), a stop signal is output when the vehicle speed is not being controlled based on the deceleration signal (Step S8: YES). The same process as in the case where the answer is yes (step S5: YES) is executed.

If a deceleration release signal is output during the monitoring performed when vehicle speed control based on a deceleration signal is being executed (step S3: YES) (step S7: YES), the autonomous driving control unit 50 Based on the specific target vehicle speed VS, calculation processing is executed (step S19). After calculating the specific target vehicle speed VS, the target vehicle speed VT is set to the specific target vehicle speed VS (step S20). Then, a shift reference position R is set based on the current target vehicle speed VT and the position of the traveling aircraft 2 with respect to the current shift reference position R (step S21). After that, the process returns to step S3.

Referring to FIG. 13, at the specific target vehicle speed VS based on the deceleration release signal, the autonomous running control unit 50 first determines the type of the current shift reference position R (step S40). When the shift reference position R is the first shift reference position R1 (step S40: first shift reference position R1), the distance between the position of the traveling aircraft 2 and the shift reference position R is less than the third reference distance D3. It is determined whether there is one (step S41). If the separation distance is greater than or equal to the third reference distance D3 (step S41: NO), the specific target vehicle speed VS is set to the first reference vehicle speed V1 (the reference vehicle speed V of the first section) (step S42). If the separation distance is less than the third reference distance D3 (step S41: YES), the specific target vehicle speed VS is set to the second reference vehicle speed V2 (the reference vehicle speed V of the second section) (step S43). This completes the calculation process of the specific target vehicle speed VS based on the deceleration release signal.

When the shift reference position R is the second shift reference position R2 (step S40: second shift reference position), the distance between the position of the traveling aircraft 2 and the first shift reference position R1 that the traveling aircraft 2 will reach next. is less than the fourth reference distance D4 (step S44). If the separation distance is equal to or greater than the fourth reference distance D4 (step S44: NO), the specific target vehicle speed VS is set to the second reference vehicle speed V2 (the reference vehicle speed V of the first section) (step S45). If the separation distance is less than the fourth reference distance D4 (step S44: YES), the specific target vehicle speed VS is set to the first reference vehicle speed V1 (second section reference vehicle speed V) (step S46). This completes the calculation process of the specific target vehicle speed VS based on the deceleration release signal.

As described above, the autonomous driving system of the first embodiment includes the wireless communication terminal 100, the work machine side control section 84, the target vehicle speed setting section 51, and the vehicle speed controller 32. The wireless communication terminal 100 sets a reference vehicle speed V for each of the autonomous work path P1 and the connection path P2. The work machine side control section 84 outputs a specific control signal. The target vehicle speed setting unit 51 sets a target vehicle speed VT of the tractor that autonomously travels along the autonomous travel route P. The vehicle speed controller 32 controls the vehicle speed of the tractor 1 so that the vehicle speed of the tractor 1 becomes the target vehicle speed VT. The target vehicle speed setting unit 51 switches the target vehicle speed VT between a first reference vehicle speed V1 and a second reference vehicle speed V2 when the traveling aircraft 2 reaches a shift reference position R specified on the autonomous driving route P. It is possible. When the specific control signal is output, the target vehicle speed setting unit 51 calculates a specific target vehicle speed VS based on the position of the traveling body 2 with respect to the shift reference position R, and sets the specific target vehicle speed VS as the target vehicle speed VT. .

According to this configuration, the specific target vehicle speed VS can be changed depending on the position of the traveling body 2 with respect to the shift reference position R. Therefore, even if the vehicle speed control based on the traveling body 2 reaching the shift reference position R and the vehicle speed control based on the specific control signals (deceleration signal and deceleration release signal) are executed within a short period of time, the acceleration The target vehicle speed VT can be set so that the vehicle speed and deceleration are not repeated in a short period of time. Therefore, when the specific control signal is output from the working machine 3, optimal vehicle speed control can be performed. Thereby, the fuel efficiency of the traveling body 2 can be improved, and the inertial force (load) acting on the traveling body 2 can be reduced. Furthermore, when a user rides on the traveling aircraft 2, the discomfort given to the user can be reduced.

Further, in the autonomous driving system of the first embodiment, the target vehicle speed setting unit 51 outputs a specific control signal when the distance between the current position of the traveling aircraft 2 and the shift reference position R is less than the reference distance D. Then, the specific target vehicle speed VS is calculated based on the reference vehicle speeds V2 and V1 of the routes P2 and P1 (second section) on the downstream side in the traveling direction of the routes P1 and P2 (first section) where the traveling body 2 is located. According to this configuration, if the deceleration signal or the deceleration release signal is output when the separation distance between the shift reference position R that the traveling body 2 reaches next and the position of the traveling body 2 is less than the reference distance D, the target vehicle speed is VT is set based on reference vehicle speeds V2, V1 of routes P2, P1 (second section) on the downstream side of the traveling direction of routes P1, P2 (first section) where the traveling aircraft 2 is currently located. Therefore, the change in the vehicle speed of the tractor 1 due to the deceleration signal or the deceleration release signal and the change in the vehicle speed of the tractor 1 due to the traveling body 2 reaching the shift reference position R are surely suppressed from occurring in a short time. I can do it. At the same time, the target vehicle speed VT is appropriately set based on the reference vehicle speeds V1 and V2 of the routes P2 and P1 (second section) on the downstream side of the traveling direction of the routes P1 and P2 (first section) where the traveling aircraft 2 is currently located. can do.

In the autonomous driving system of the first embodiment, when the specific control signal is a deceleration signal, the target vehicle speed setting unit 51 sets a predetermined deceleration rate (for example, 0.5 ) is set as the specific target vehicle speed VS. Target vehicle speed setting section 51
When the specific control signal is a deceleration release signal, the first reference vehicle speed V1 or the second reference vehicle speed V2 is set as the specific target vehicle speed VS. According to this configuration, the target vehicle speed VT can be appropriately set in a configuration in which the deceleration signal and the deceleration release signal are output from the working machine 3.

Next, an image displayed on the display unit 102 of the wireless communication terminal 100 during autonomous driving control will be described. FIG. 14 is a diagram for explaining an image displayed on the display unit 102 of the wireless communication terminal 100 during autonomous driving. The display control unit 103 (see FIG. 4) outputs an image 108 showing the autonomous driving route P, an image 109 showing the current position of the tractor 1, and a specific control signal to the display unit 102 of the wireless communication terminal 100. A predetermined image 106 indicating the position of the traveling aircraft 2 at that time is displayed on the display unit 102. By displaying the predetermined image 106, the user can easily recognize the position of the traveling machine body 2 when the specific control signal is output from the work machine side control unit 84.

Specifically, by displaying on the display unit 102 a predetermined image showing the position of the traveling aircraft 2 when the stop signal or the stop release signal is output from the work equipment 3, it is possible to determine, for example, which position on the autonomous traveling route P. It is possible to identify when the roll bale was discharged. Furthermore, by displaying on the display unit 102 a predetermined image showing the position of the traveling machine body 2 when the deceleration signal is output from the work equipment 3, the position of the tractor 1 when the work equipment 3 becomes clogged can be displayed. can be specified. By displaying a predetermined image on the display unit 102 that indicates the position of the traveling machine body 2 when the deceleration release signal is output from the work equipment 3, the position of the tractor 1 when the work equipment 3 is cleared of a jam can be displayed, for example. can be specified.

When displaying the predetermined image 106, the wireless communication terminal 100 may be configured to make a notification by sound or by emitting light. Thereby, the user can know the timing at which the specific control signal is output from the work machine side control section 84 without visually checking the display section 102. FIG. 15 is a diagram for explaining an image displayed on the display unit 102 of the wireless communication terminal 100 after the tractor 1 finishes traveling on the autonomous driving route P. If the predetermined image 106 indicating the position of the traveling machine 2 when the specific control signal is output from the work equipment side control unit 84 is displayed at multiple locations on the autonomous traveling route P (5 locations in FIG. 15), the route The generation unit 101 can generate a travel route Q (another travel route) that passes through the plurality of images 106. The driving route Q is a different driving route from the autonomous driving route P. After the autonomous travel ends, when a work is performed to pass through the position of the traveling machine body 2 at the time when the specific control signal was output from the work machine side control unit 84, the work can be performed efficiently.

For example, when displaying on the display unit 102 a predetermined image showing the position of the traveling body 2 when a stop signal or a stop release signal is output from the work equipment 3, the route generating unit 101 is configured to Starting from the image 107 showing the current position of the work vehicle, it is possible to generate a travel route Q connecting the predetermined image 106 showing the position of the traveling body 2 when the stop signal or the stop release signal is output. By moving the roll bale recovery work vehicle along this travel route Q, the roll bale can be efficiently recovered.

<Second Embodiment> Unlike the autonomous driving system according to the first embodiment, the autonomous driving system according to the second embodiment differs from the autonomous driving system according to the first embodiment in calculating the specific target vehicle speed VS. The target vehicle speed VT is set in consideration of the magnitude relationship between the reference vehicle speed V1 and the second reference vehicle speed V2. FIG. 16 is a flowchart illustrating an example of calculation processing of the specific target vehicle speed VS based on the deceleration signal by the autonomous driving system according to the second embodiment. FIG. 17 is a flowchart showing an example of the calculation process of the specific target vehicle speed VS based on the deceleration release signal by the autonomous driving system according to the second embodiment. In the second embodiment, only the parts that are mainly different from the first embodiment will be described, and the same members as those described so far will be given the same reference numerals, and the description thereof will be omitted.

Referring to FIG. 16, in the calculation of the specific target vehicle speed VS based on the deceleration signal, the current shift reference position R is the first shift reference position R1 (step S30: first shift reference position R1), and the traveling aircraft 2 and the shift reference position R (first shift reference position R1) is less than the first reference distance D1 (step S31: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined. (Step S50).

The reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling aircraft 2 is currently located is the reference vehicle speed (of the connection road P2 (second section) on the downstream side of the traveling direction of the autonomous work path P1) ( If the vehicle speed is equal to or higher than the second reference vehicle speed (V2) (step S50: V1≧V2), the specific target vehicle speed VS is calculated based on the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section). Ru. Specifically, the speed is set to the first reference vehicle speed V1 multiplied by a predetermined deceleration rate (for example, 0.5) (step S51).

The reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling aircraft 2 is currently located is the reference vehicle speed (of the connection road P2 (second section) on the downstream side of the traveling direction of the autonomous work path P1) ( If the specific target vehicle speed VS is smaller than the second reference vehicle speed (V2) (step S50: V1<V2), the specific target vehicle speed VS is calculated based on the reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (second section). . Specifically, the speed is set to the second reference vehicle speed V2 multiplied by a predetermined deceleration rate (for example, 0.5) (step S52).

If the distance between the current position of the traveling aircraft 2 and the shift reference position R (first shift reference position R1) is not less than the first reference distance D1 (step S31: NO), similarly to the first embodiment described above, The specific target vehicle speed VS is set to a speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (step S32). The current shift reference position R is the second shift reference position R2 (step S30: second shift reference position R2), and the current position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) are Even when the separation distance is less than the second reference distance D2 (step S34: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined (step S53).

The reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (first section) where the traveling aircraft 2 is currently located is the autonomous working road P1 (second section) on the downstream side in the traveling direction of the connection road P2 (first section). (step S53: V1>V2), the specific target vehicle speed VS is smaller than the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (second section) (step S53: V1>V2). Calculated based on Specifically, the specific target vehicle speed VS is set to a speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (step S54).

The reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (first section) where the traveling aircraft 2 is currently located is the autonomous working road P1 (second section) on the downstream side in the traveling direction of the connection road P2 (first section). (step S53: V1≦V2), the specific target vehicle speed VS is based on the reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (first section). Calculated by Specifically, the specific target vehicle speed VS is set to a speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (step S55).

If the distance between the current position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) is greater than or equal to the second reference distance D2 (step S34: NO), the process is similar to the first embodiment described above. Then, the specific target vehicle speed VS is set to a speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (step S35). In this embodiment, when the first reference vehicle speed V1 and the second reference vehicle speed V2 are the same vehicle speed (V1=V2), the specific target vehicle speed VS is determined by the route P1, P2 (first section) where the traveling aircraft 2 is currently located. ) is calculated based on the reference vehicle speed (reference vehicle speed V1, V2). However, unlike this embodiment, when the first reference vehicle speed V1 and the second reference vehicle speed V2 are the same vehicle speed (V1=V2), the specific target vehicle speed VS is the path P1, P2 where the traveling aircraft 2 is currently located. It may be calculated based on the reference vehicle speeds (reference vehicle speeds V2, V1) of the downstream routes P2, P1 (second section) of the (first section).

That is, in step S50, if V1>V2, the specific target vehicle speed VS is set to the first reference vehicle speed V1 multiplied by the deceleration rate (step S51), and if V1≦V2, the specific target vehicle speed VS is set to the second reference vehicle speed. The speed may be set to the vehicle speed V2 multiplied by the deceleration rate (step S52). On the other hand, in step S53, if V1≧V2, the specific target vehicle speed VS is set to the first reference vehicle speed V1 multiplied by the deceleration rate (step S54), and if V1<V2, the specific target vehicle speed VS is set to the second reference vehicle speed. The speed may be set to the vehicle speed V2 multiplied by the deceleration rate (step S55).

Referring to FIG. 17, in the calculation of the specific target vehicle speed VS based on the deceleration signal, the current shift reference position R is the first shift reference position R1 (step S40: first shift reference position R1), and the traveling aircraft If the distance between the current position of No. 2 and the shift reference position R (first shift reference position R1) is less than the third reference distance D3 (step S41: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined. (Step S60).

The reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling aircraft 2 is currently located is the reference vehicle speed (of the connection road P2 (second section) on the downstream side of the traveling direction of the autonomous work path P1) ( If the specific target vehicle speed VS is larger than the second reference vehicle speed (V2) (step S60: V1>V2), the specific target vehicle speed VS is set to the reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (second section) (step S61 ).

The reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling aircraft 2 is currently located is the reference vehicle speed (of the connection road P2 (second section) on the downstream side of the traveling direction of the autonomous work path P1) ( If the specific target vehicle speed VS is equal to or lower than the second reference vehicle speed V2) (step S60: V1≦V2), the specific target vehicle speed VS is set to the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) (step S60: V1≦V2). S62).

If the distance between the current position of the traveling aircraft 2 and the shift reference position R (first shift reference position R1) is greater than or equal to the third reference distance D3 (step S41: NO), the specified The target vehicle speed VS is set to the first reference vehicle speed V1 (step S42). The current shift reference position R is the second shift reference position R2 (step S40: second shift reference position R2), and the current position of the traveling aircraft 2 and the shift reference position R (second shift reference position R2) are Even when the separation distance is less than the fourth reference distance D4 (step S44: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined (step S63).

The reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (first section) where the traveling aircraft 2 is currently located is the autonomous working road P1 (second section) on the downstream side in the traveling direction of the connection road P2 (first section). (step S63: V1≧V2), the specific target vehicle speed VS is set to the reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (first section). (Step S64).

The reference vehicle speed (second reference vehicle speed V2) of the connection road P2 (first section) where the traveling aircraft 2 is currently located is the autonomous working road P1 (second section) on the downstream side in the traveling direction of the connection road P2 (first section). (step S63: V1<V2), the specific target vehicle speed VS is set to the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (second section). (Step S65).

If the distance between the current position of the traveling aircraft 2 and the shift reference position R2 (second shift reference position R2) is equal to or greater than the fourth reference distance D4 (step S44: NO), similarly to the first embodiment described above, , the specific target vehicle speed VS is set to the second reference vehicle speed V2 (step S45). In this embodiment, when the first reference vehicle speed V1 and the second reference vehicle speed V2 are the same vehicle speed (V1=V2), the specific target vehicle speed VS is determined by the route P1, P2 (first section) where the traveling aircraft 2 is currently located. ) is calculated based on the reference vehicle speed (reference vehicle speed V1, V2). However, unlike this embodiment, when the first reference vehicle speed V1 and the second reference vehicle speed V2 are the same vehicle speed (V1=V2), the specific target vehicle speed VS is the path P1, P2 where the traveling aircraft 2 is currently located. It may be calculated based on the reference vehicle speeds (reference vehicle speeds V2, V1) of the downstream routes P2, P1 (second section) of the (first section).

That is, in step S60, if V1≧V2, the specific target vehicle speed VS may be set to the second reference vehicle speed V2 (step S61), and if V1<V2, the specific target vehicle speed VS may be set to the first reference vehicle speed V1 (step S61). Step S62). On the other hand, in step S63, if V1>V2, the specific target vehicle speed VS may be set to the second reference vehicle speed V2 (step S64), and if V1≦V2, the specific target vehicle speed VS may be set to the first reference vehicle speed V1. (Step S65).

In the autonomous driving system according to the second embodiment, the magnitude relationship between the first reference vehicle speed V1 and the second reference vehicle speed V2 is also considered in setting the shift reference position R. That is, if V1≧V2 in step S50 (see FIG. 16), in the subsequent step S16 (see FIG. 10), the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling aircraft 2, and then , the next shift reference position R (first shift reference position R1) is set at the first boundary position B1. On the other hand, if V1<V2 in step S50, in the subsequent step S16, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling aircraft 2, and then sets the shift reference position R to a predetermined value from the second boundary position B2. The next shift reference position R (second shift reference position R2) is set upstream by a distance L2.

If V1>V2 in step S53 (see FIG. 16), in the subsequent step S16, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling aircraft 2, and then sets the shift reference position R to the first boundary position B1. The next shift reference position R (first shift reference position R1) is set. On the other hand, if V1≦V2 in step S53, in the subsequent step S16, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling aircraft 2, and then sets the shift reference position R to a predetermined value from the second boundary position B2. The next shift reference position R (second shift reference position R2) is set upstream by a distance L2.

If V1>V2 in step S60 (see FIG. 17), in the subsequent step S18, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling aircraft 2, and then moves from the second boundary position B2. The next shift reference position R (second shift reference position R2) is also set upstream by a predetermined distance L2. On the other hand, if V1≦V2 in step S60, in subsequent step S18 (see FIG. 11), the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling aircraft 2, and then sets the shift reference position R to the first boundary position. The next shift reference position R (first shift reference position R1) is set in B1.

If V1≧V2 in step S63 (see FIG. 17), in step S18, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling aircraft 2, and then sets the shift reference position R to a predetermined position lower than the second boundary position B2. The next shift reference position R (second shift reference position R2) is set upstream by a distance L2. On the other hand, if V1<V2 in step S63, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling aircraft 2, and then sets the next shift reference position R (the next shift reference position R) at the first boundary position B1. 1st shift reference position R1) is set.

In the autonomous driving system according to the second embodiment, as in the autonomous driving system according to the first embodiment, optimal vehicle speed control can be performed when a specific control signal is output from the working machine 3. Here, it is better for the tractor to perform deceleration and acceleration in a short period of time than to repeat only deceleration or acceleration in a short period of time. In addition to the degree of deterioration of the fuel efficiency of No. 1 and the load on the traveling aircraft 2, the user tends to feel uncomfortable. Therefore, there is a need to prevent vehicle speed control in which deceleration and acceleration are performed in a short period of time.

In the autonomous driving system according to the second embodiment, the tractor 1 is allowed to be decelerated immediately after being decelerated, and the tractor 1 is allowed to be accelerated immediately after being accelerated; This prevents the tractor 1 from being accelerated immediately after being accelerated or from being decelerated immediately after being accelerated. Therefore, it is possible to meet such needs. Further, in a configuration in which the deceleration signal and the deceleration release signal are output from the working machine 3, the target vehicle speed VT can be set more appropriately.

This invention is not limited to the embodiments described above, and can be implemented in other forms. In the embodiment described above, the specific control signal includes a deceleration signal, a stop signal, a deceleration release signal, and a stop release signal. Unlike the embodiment described above, the specific control signal includes a speed increase signal that requests an increase in speed of the tractor 1, and a speed increase signal that requests release of the state in which the vehicle speed of the tractor 1 is controlled based on the speed increase signal. A release signal may also be included. The calculation of the specific target vehicle speed VS when the specific control signal is a speed increase signal is almost the same as the calculation of the specific target vehicle speed VS when the specific control signal is a deceleration signal (see FIG. 12), but there are some differences. . Specifically, in steps S32 and S36 of FIG. 12, instead of setting the vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate as the specific target vehicle speed VS, the first reference vehicle speed V1 is multiplied by a predetermined deceleration rate. The multiplied vehicle speed is set as the specific target vehicle speed VS. In steps S33 and S35 of FIG. 12, instead of setting the vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate as the specific target vehicle speed VS, the vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined acceleration rate is specified. The target vehicle speed is set as VS. The calculation of the specific target vehicle speed VS when the specific control signal is a speed increase release signal is almost the same as the calculation of the specific target vehicle speed VS when the specific control signal is a deceleration release signal (see FIG. 13).

According to this configuration, in a configuration in which a speed increase signal and a speed increase release signal are output from the work machine 3 as specific control signals, optimal vehicle speed control can be performed when the work machine 3 outputs the specific control signal. I can do it. Further, the target vehicle speed VT can be appropriately set. When considering the magnitude relationship between the first reference vehicle speed V1 and the second reference vehicle speed V2, the calculation of the specific target vehicle speed VS when the specific control signal is a speed increase signal is different from the calculation of the specific target vehicle speed VS when the specific control signal is a deceleration signal. This calculation is almost the same as the calculation of the specific target vehicle speed VS (see FIG. 16), but there are some differences. Specifically, in steps S51 and S54 of FIG. 16, the specific target vehicle speed VS is set to the second reference vehicle speed V2 multiplied by a predetermined speed increase rate, and in steps S52 and S55 of FIG. The speed is set as the first reference vehicle speed V1 multiplied by a predetermined speed increase rate.

When considering the magnitude relationship between the first reference vehicle speed V1 and the second reference vehicle speed V2, calculation of the specific target vehicle speed VS when the specific control signal is a deceleration release signal is performed when the specific control signal is a deceleration release signal. This is almost the same as the calculation of the specific target vehicle speed VS at a certain time (see FIG. 17), but there are some differences. Specifically, in steps S61 and S64 of FIG. 17, the specific target vehicle speed VS is set to the first reference vehicle speed V1, and in steps S62 and S65 of FIG. 17, the specific target vehicle speed VS is set to the second reference vehicle speed V2.

When considering the magnitude relationship between the first reference vehicle speed V1 and the second reference vehicle speed V2, similarly to the embodiment described above, it is possible that the tractor 1 is decelerated immediately after being decelerated, or that the tractor 1 is accelerated immediately after being accelerated. On the other hand, the tractor 1 is prevented from being accelerated immediately after being decelerated, and the tractor 1 is prevented from being decelerated immediately after being accelerated. Therefore, it is possible to meet the need to prevent vehicle speed control in which deceleration and acceleration are executed in a short period of time.

The reference distance D when the specific control signal is a speed increase signal or speed increase cancellation signal is the reference distance D1, D2 when the specific control signal is a deceleration signal, or the reference distance when the specific control signal is a deceleration signal. D3. The distance may be the same as D4, or it may be a different distance. Also, when the specific control signal is a stop release signal, vehicle speed control when the specific control signal is a deceleration signal (see FIGS. 12 and 16), and vehicle speed control when the specific control signal is a deceleration release signal (see FIGS. 13 and 16). It is possible to perform vehicle speed control similar to that described in Section 17). In this case, depending on whether the distance between the position of the traveling body 2 when the tractor 1 starts traveling due to the output of the stop signal and the shift reference position R is less than the predetermined reference distance D. Target vehicle speed VT can be changed. The reference distance D when the specific control signal is a stop release signal is the reference distance D1, D2 when the specific control signal is a deceleration signal, or the reference distance D3 when the specific control signal is a deceleration signal. The distance may be the same as D4, or it may be a different distance.

Further, in the embodiment described above, the first setting section 52 and the second setting section 53 perform specific control when the distance between the current position of the traveling aircraft 2 and the shift reference position R is less than the reference distance D1 to D4. When the signal is output, the target vehicle speed VT is set immediately after the specific control signal is output. Unlike the embodiment described above, the first setting section 52 and the second setting section 53 are configured such that the distance between the current position of the traveling aircraft 2 and the shift reference position R that the traveling aircraft 2 passes next is a reference distance D1 to Immediately after the specific control signal is output when the speed is less than D4, the target vehicle speed VT may not be set based on the specific control signal. In other words, the specific control signal may be ignored. Instead, the target vehicle speed VT is set when the traveling body 2 reaches the shift reference position R. Then, when the traveling body 2 reaches the next gear change reference position R after the gear change reference position R, the target vehicle speed VT is set based on the specific control signal output before the traveling body 2 reaches the gear change reference position R. be done.

According to such a configuration, the amount of change in the vehicle speed of the tractor 1 due to the setting of the target vehicle speed VT can be reduced. Specifically, the target vehicle speed VT is changed from the first reference vehicle speed V1 (for example, 10 km/h) to the second reference vehicle speed V2 (for example, 4 km/h) multiplied by the deceleration rate (for example, 2 km/h). However, the amount of change in the vehicle speed of the tractor 1 can be reduced by changing the target vehicle speed VT from the first reference vehicle speed V1 (for example, 10 km/h) to the second reference vehicle speed V2 (for example, 4 km/h). Therefore, the discomfort given to the user can be further reduced. Such vehicle speed control is particularly useful in a manned autonomous driving mode (first mode) in which autonomous driving is performed with a user on board.

However, if the work equipment 3 is a roll baler as in the above-described embodiment, it will stop when the work equipment mechanism 82 becomes clogged and the work cannot be continued (continuation of the work would cause damage to the roll baler). It can be assumed that a signal is output. In such a case, it is necessary to set the target vehicle speed VT to 0 km/h immediately after the stop signal is output without ignoring the stop signal.

Further, in the embodiment described above, the route generation unit 101, the display unit 102, and the display control unit 103 were provided in the wireless communication terminal 100. However, the images shown in FIGS. 14 and 15 may be configured to be displayed on the monitor device 36. In this case, the control unit 4 may include a display control unit 38 that controls image display by the monitor device 36, and a route generation unit 39 that can generate the autonomous driving route P (see the two-dot chain line in FIG. 4). ).

Further, in the embodiment described above, the stop release signal is output from the work machine side control section 84 of the work machine 3. However, unlike the above-described embodiment, the stop release signal is not included in the specific control signal (the work equipment 3 does not output the stop release signal), and the user can control the tractor by operating the wireless communication terminal 100. 1 may be canceled. Further, in the embodiment described above, the first reference vehicle speed V1 and the second reference vehicle speed V2 are set by the wireless communication terminal 100, but the first reference vehicle speed V1 and the second reference vehicle speed V2 are set using the monitor device 36 or the speed rotation speed setting change dial 14. A second reference vehicle speed V2 may be set. Note that the vehicle speed of the tractor 1 and the rotation speed of the engine 10 can be set by the user by operating the speed rotation speed setting change dial 14, etc. not only when the tractor 1 is stopped but also while the tractor 1 is traveling autonomously. It can be changed by Further, whether the speed and rotation speed setting change dial 14 set by the wireless communication terminal 100 is used may be determined depending on the mode of the tractor 1. For example, tractor 1 is
If the mode is the second mode, it may be set by the speed and rotation speed setting change dial 14, and if the tractor 1 is in the second mode, it may be set by the wireless communication terminal 100.

In the embodiment described above, the shift reference position setting unit 54 sets the shift reference position R so that the tractor 1 can travel at a constant speed on the autonomous work path P1 when the specific control signal is not output. However, unlike the embodiments described above, the shift reference position setting section 54 does not set the shift reference position R so that the tractor 1 can travel on the connecting road P2 at a constant speed when the specific control signal is not output. good.

Specifically, the shift reference position setting unit 54 sets the first shift reference position R1 by a distance (predetermined distance L1) necessary for the vehicle speed of the tractor 1 to reach the target vehicle speed VT after switching from the current target vehicle speed VT. It is set upstream in the traveling direction from the first boundary position B1. On the other hand, the shift reference position setting unit 54 sets the second shift reference position R2 to the second boundary position B2 regardless of the value of the current target vehicle speed VT.

Further, unlike the above-described embodiment, the shift reference position setting unit 54 sets the first shift reference position R1 upstream in the traveling direction by a predetermined distance L1 from the first boundary position B1, and sets the first shift reference position R1 at a second boundary position The second shift reference position R2 may be set a predetermined distance L2 upstream from B2 in the traveling direction. In addition, various changes can be made within the scope of the claims.

2: Traveling machine body (traveling vehicle) 3: Work equipment 14: Speed rotation speed setting change dial (reference vehicle speed setting section) 32: Vehicle speed controller (vehicle speed control section) 36: Monitor device (display section) 38: Display control section 39: Route generation unit 51: Target vehicle speed setting unit 84: Work machine side control unit 100: Wireless communication terminal (reference vehicle speed setting unit) 101: Route generation unit 102: Display unit 103: Display control unit 106: Predetermined image D: Reference distance ( (predetermined distance) D1: First reference distance (predetermined distance) D2: Second reference distance (predetermined distance) D3: Third reference distance (predetermined distance) D4: Fourth reference distance (predetermined distance) P: Autonomous driving route P1: Autonomous working path (1st section, 2nd section) P2: Connection road (1st section, 2nd section) Q: Other driving route R: Shift reference position R1: 1st shift reference position (shift Reference position) R2: Second shift reference position (shift reference position) V: Reference vehicle speed (reference vehicle speed for the first section, reference vehicle speed for the second section) V1: First reference vehicle speed (reference vehicle speed for the first section, reference vehicle speed for the second section) Section reference vehicle speed) V2: Second reference vehicle speed (first section reference vehicle speed, second section reference vehicle speed) VS: Specific target vehicle speed VT: Target vehicle speed

Claims (3)

An autonomous driving system that causes a vehicle to autonomously travel along a preset driving route,
a work machine side control unit that outputs a specific control signal according to the working state of the work machine mounted on the traveling vehicle;
a target vehicle speed setting unit that sets a target vehicle speed of the traveling vehicle autonomously traveling along the traveling route;
a vehicle speed control section that controls the vehicle speed of the traveling vehicle so that the vehicle speed of the traveling vehicle reaches a target vehicle speed set by the target vehicle speed setting section;
A display control unit that controls image display by the display unit ,
When the specific control signal is output, the target vehicle speed setting unit sets the target vehicle speed based on the specific control signal, regardless of the position of the traveling vehicle on the traveling route,
The display control section causes the display section to display the traveling route, and displays on the display section a predetermined image indicating the position of the traveling vehicle when the specific control signal is output from the work equipment side control section. An autonomous driving system that is capable of displaying the travel route on the travel route . further comprising a route generation unit capable of generating the travel route,
The autonomous driving system according to claim 1 , wherein the route generation unit is capable of generating another travel route passing through a plurality of the predetermined images displayed on the display unit. The specific control signals include a deceleration signal that requests deceleration of the traveling vehicle, a deceleration release signal that requests release of the state in which the vehicle speed of the traveling vehicle is controlled based on the deceleration signal, and a deceleration release signal that requests release of the state in which the vehicle speed of the traveling vehicle is controlled based on the deceleration signal, and a deceleration signal that requests the deceleration of the traveling vehicle. 3. The autonomous driving system according to claim 1, further comprising a work stop signal for stopping the autonomous driving system.