JP7450002B2 - Autonomous driving system for work vehicles - Google Patents

Description

The present invention relates to an autonomous driving system for a work vehicle.

2. Description of the Related Art Conventionally, there has been known a route generation system for a work vehicle that generates in advance a route for autonomously driving a vehicle body and controls the vehicle body to travel autonomously along the route. Patent Document 1 discloses this type of route generation system.

In the route generation method for an automatic traveling machine disclosed in Patent Document 1, the automatic traveling machine (vehicle body) is equipped with a controller (control unit), a GPS receiver (positioning system), and various sensors, and is autonomous. It has the ability to run. While manually driving an automatic traveling machine within a work target area (driving area), positioning is performed using GPS, and the positioning data is imported into a storage medium. This positioning data is processed by an offline computer to create terrain data and obstacle data, and obtain map data. Based on this map data, a travel route path (driving route) and operation data for the automatic traveling machine are created and supplied to the controller of the automatic traveling machine via a recording medium. Patent Document 1 states that with this configuration, an automatic traveling machine can autonomously travel along a travel route path generated in advance.

Japanese Patent Application Publication No. 9-128045

However, in the configuration of Patent Document 1, fuel replenishment is not taken into consideration when creating a travel route path. Therefore, if the automatic traveling machine autonomously travels along this travel route path, there is a risk that fuel will run out midway, and there is room for improvement.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an autonomous driving system for a work vehicle that can generate a route in consideration of replenishment of fuel or materials.

An autonomous driving system for a work vehicle according to one aspect of the present invention includes a replenishment position setting section and a display control section. The replenishment position setting unit sets a replenishment position for replenishing a replenishment target consisting of at least one of fuel for the work vehicle and materials used for the work, in a field where work is performed by a work vehicle that performs autonomous driving work. do. The display control section controls the display section to display a display screen. The display control unit displays, as the display screen, a replenishment position setting screen that accepts a user's operation regarding setting of the replenishment position before the work vehicle starts autonomous travel.

FIG. 1 is a side view showing the overall configuration of a robot tractor that autonomously travels along a route generated by a route generation system according to an embodiment of the present invention. A top view of a robot tractor. FIG. 2 is a diagram illustrating a wireless communication terminal that is operated by a user and is capable of wirelessly communicating with a robot tractor. FIG. 2 is a block diagram showing the main electrical configurations of a robot tractor and a wireless communication terminal. FIG. 2 is a schematic diagram showing an example of an autonomous driving route generated by a route generation system. The figure which shows the example of a display of the input selection screen on the display of a wireless communication terminal. The figure which shows the example of a display of the work vehicle information input screen on the display of a wireless communication terminal. The figure which shows the example of a display of the field information input screen on the display of a wireless communication terminal. The figure which shows the example of a display of the work information input screen on the display of a wireless communication terminal. The figure which shows the example of a display of the refueling position setting window for setting the refueling position displayed on the display of a wireless communication terminal. 5 is a flowchart showing processing performed by a route generation unit and the like when generating a refueling route in the first embodiment. 12 is a flowchart showing a continuation of the process in FIG. 11. 13 is a flowchart showing a continuation of the process in FIG. 12. The figure which shows the example of the refueling route and the refueling start position when assuming the case where the path length from the refueling start position to the refueling position is the longest. FIG. 3 is a diagram showing an example of identifying a fuel shortage position where the amount of fuel held is less than or equal to a reference amount on an autonomous driving route. 16 is a diagram illustrating an example in which a refueling route is generated based on the fuel shortage position identified in FIG. 15. FIG. The figure which shows the example which corrected the refueling route with the change of a fuel shortage position. 7 is a flowchart showing processing performed by a route generation unit and the like when generating a refueling route in the second embodiment. 19 is a flowchart showing a continuation of the process in FIG. 18. 20 is a flowchart showing a continuation of the process in FIG. 19. The figure which shows the example of the set provisional refueling start position. 22 is a diagram showing an example in which it is determined that the tractor cannot reach the refueling position at the provisional refueling start position in FIG. 21, and the provisional refueling start position is changed to the upstream side; FIG. The figure which shows the example of the generated refueling route. FIG. 7 is a diagram illustrating a display example of a work information input screen in the third embodiment. FIG. 7 is a diagram illustrating the progress of processing performed by a route generation unit when generating a fuel and material replenishment route in the fourth embodiment. FIG. 7 is a diagram illustrating how a refueling start position and a refueling end position of a refueling route are integrated into a material replenishing start position and a material replenishing end position of a material replenishing route, respectively, in the fourth embodiment. The figure which shows the example of a display of the monitoring screen which is displayed on the display of a wireless communication terminal while the robot tractor is autonomously traveling.

Next, embodiments of the present invention will be described with reference to the drawings. Hereinafter, the same members in each figure of the drawings will be denoted by the same reference numerals, and overlapping explanations may be omitted. Further, the names of members and the like corresponding to the same reference numerals may be simply rephrased, or may be rephrased with the name of a more general concept or a lower concept.

The present invention provides a route for generating a traveling route for driving a working vehicle when one or more working vehicles are run in a predetermined farm field to perform all or part of agricultural work in the field. Regarding the generation system. In this embodiment, a tractor will be described as an example of a work vehicle. In addition to tractors, work vehicles include rice transplanters, combine harvesters, civil engineering/construction work equipment, snowplows, and other riding-type work machines, as well as walking-type work vehicles. Also includes machines. In this specification, autonomous driving means that the tractor's driving configuration is controlled by a control unit (ECU) of the tractor and the tractor travels along a predetermined route. This means that the configuration related to work of the tractor is controlled by the control unit of the tractor, and the tractor performs the work along a predetermined route. On the other hand, manual traveling/manual work means that each component of the tractor is operated by the user to perform traveling/work.

In the following explanation, a tractor that runs autonomously and works autonomously may be referred to as an "unmanned tractor" or a "robot tractor," and a tractor that runs and works manually is sometimes referred to as a "manned tractor." Sometimes. When part of the agricultural work in a field is performed by an unmanned tractor, the remaining agricultural work is performed by a manned tractor. The execution of agricultural work in a single field by unmanned tractors and manned tractors is sometimes referred to as cooperative work, follow-up work, accompanying work, etc. of agricultural work. In this specification, the difference between an unmanned tractor and a manned tractor is the presence or absence of operation by a user, and each configuration is basically the same. In other words, even if it is an unmanned tractor, it is possible for a user to board (ride) and operate it (in other words, it can be used as a manned tractor), or even if it is a manned tractor, the user can get off and operate it autonomously. - It is possible to operate autonomously (that is, it can be used as an unmanned tractor). In addition to ``carrying out agricultural work in a single field using unmanned vehicles and manned vehicles,'' cooperative agricultural work includes ``carrying out agricultural work in different fields, such as adjacent fields, at the same time by unmanned vehicles and manned vehicles.'' It may also include "to carry out."

<First embodiment>
Next, a route generation system 99 according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a side view showing the overall configuration of a robot tractor 1 that autonomously travels along a route generated by a route generation system 99 according to a first embodiment of the present invention. FIG. 2 is a plan view of the robot tractor 1. FIG. 3 is a diagram showing a wireless communication terminal 46 that is operated by a user and is capable of wirelessly communicating with the robot tractor 1. FIG. 4 is a block diagram showing the main electrical configurations of the robot tractor 1 and the wireless communication terminal 46.

The route generation system 99 according to the first embodiment of the present invention generates an autonomous traveling route on which the robot tractor 1 shown in FIG. 1 travels when autonomously traveling and performing autonomous work. In this embodiment, the main components of the route generation system 99 are provided in the wireless communication terminal 46 for wirelessly communicating with the robot tractor 1.

First, a robot tractor (hereinafter sometimes simply referred to as a "tractor") 1 will be described with reference mainly to FIGS. 1 and 2.

The tractor 1 includes a traveling body 2 as a vehicle body that autonomously travels within a field area as a driving area. The traveling machine body 2 can be selectively equipped with various working machines such as a tiller (management machine), a plow, a fertilizer, a mowing machine, a seeding machine, etc., but in this embodiment, the working machine A fertilization device 3 is installed as a fertilizer. The traveling body 2 is configured to be able to change the height and posture of the working machine (fertilizer 3) attached thereto.

The configuration of the tractor 1 will be explained in more detail with reference to FIGS. 1 and 2. As shown in FIG. 1, the traveling body 2 of the tractor 1 has its front portion supported by a pair of left and right front wheels 7, 7, and its rear portion supported by a pair of left and right rear wheels 8, 8.

A bonnet 9 is arranged at the front of the traveling body 2. In this embodiment, the hood 9 accommodates an engine 10 that is a driving source for the tractor 1, a fuel tank (not shown), and the like. This engine 10 can be configured by, for example, a diesel engine, but is not limited to this, and may be configured by, for example, a gasoline engine. Furthermore, an electric motor may be employed in addition to or in place of the engine 10 as the drive source. Further, the fuel tank may be placed outside the hood 9.

A cabin 11 for a user to board is arranged behind the hood 9. Inside the cabin 11, there are mainly 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 performing various operations. However, the work vehicle is not limited to one with the cabin 11, and may be one without the cabin 11.

The above operating devices include the monitor device 14 shown in FIG. 2, the throttle lever 15, the main shift lever 27, a plurality of hydraulic operating levers 16, the PTO switch 17, the PTO shift lever 18, the auxiliary shift lever 19, and the work equipment lift switch. 28 etc. can be mentioned as an example. These operating devices are arranged near the seat 13 or near the steering wheel 12.

The monitor device 14 is configured to be able to display various information about the tractor 1. The throttle lever 15 is an operating tool for setting the output rotation speed of the engine 10. The main speed change lever 27 is an operating tool for changing the traveling speed of the tractor 1 steplessly. The hydraulic operating lever 16 is an operating tool for switching an unillustrated external hydraulic pressure valve. The PTO switch 17 is an operating tool for switching between transmitting/cutting off power to an unillustrated PTO shaft (power transmission shaft) protruding from the rear end of the transmission 22. That is, when the PTO switch 17 is in the ON state, power is transmitted to the PTO shaft and the PTO shaft rotates, while when the PTO switch 17 is in the OFF state, the power to the PTO shaft is cut off and the rotation of the PTO shaft is prevented. will be stopped. The PTO speed change lever 18 is an operating tool for changing the rotational speed of the PTO shaft. 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 work equipment elevation switch 28 is an operating tool for raising and lowering the height of the work equipment (fertilization device 3) mounted on the traveling machine body 2 within a predetermined range.

As shown in FIG. 1, 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 is configured to transmit power input from the transmission 22 to the front wheels 7. The rear axle 24 is configured to transmit power input from the transmission 22 to the rear wheels 8.

The fertilizer application device 3 includes a fertilizer tank 29 that can accommodate fertilizer (material), a feeding section 25 that feeds out the fertilizer supplied from the fertilizer tank 29, and a rotatable pressing wheel 26 that compacts the soil. A plurality of feeding parts 25 and suppression wheels 26 are arranged side by side in the width direction of the traveling machine body 2 (four in this embodiment), and the fertilizer stored in the fertilizer tank 29 is distributed to the plurality of feeding parts 25. Supplied. In this embodiment, each of the feeding parts 25 is equipped with a rotatable roll-shaped member (not shown), and a plurality of small recesses that can accommodate granular fertilizer are formed side by side on the outer peripheral surface of this roll-shaped member. ing. This roll-shaped member is connected to the suppression wheel 26 by a chain or the like. With this configuration, when the tractor 1 moves forward with the fertilizer application device 3 supported at the working height described later, the suppression wheel 26 that is in contact with the ground rotates, and this power is transmitted by a chain or the like to drive the roll-shaped member. Ru. As a result, the fertilizer in the fertilizer tank 29 is delivered by the delivery unit 25 and spread on the field, thereby performing fertilization.

As shown in FIG. 4, the tractor 1 controls the operation of the traveling body 2 (forward, backward, stopping, turning, etc.) and the operation of the working machine (in this embodiment, the fertilizer application device 3) (elevating, driving, stopping, etc.) The control unit 4 includes a control unit 4 for controlling. The control unit 4 includes a CPU, ROM, RAM, I/O, etc. (not shown), and the CPU can read various programs from the ROM and execute them. The control unit 4 is electrically connected to a controller for controlling each component included in the tractor 1 (for example, the engine 10, etc.), and a wireless communication unit 40 capable of wirelessly communicating with other wireless communication devices. ing.

As the above controllers, the tractor 1 includes at least an engine controller, a vehicle speed controller, a steering controller, and a lift controller (not shown). Each controller can control each component of the tractor 1 according to electrical signals from the control unit 4.

The engine controller controls the rotation speed of the engine 10 and the like. Specifically, the engine 10 is provided with a governor device 41 including an actuator (not shown) that changes the rotation speed of the engine 10 . The engine controller can control the rotation speed of the engine 10 by controlling the governor device 41. Further, the engine 10 is provided with a fuel injection device that adjusts the injection timing and injection amount of fuel to be injected (supplied) into the combustion chamber of the engine 10 . The engine controller can, for example, stop the supply of fuel to the engine 10 and stop driving the engine 10 by controlling the fuel injection device.

The vehicle speed controller 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 can change the gear ratio of the transmission 22 by changing the angle of the swash plate of the transmission 42 using an unillustrated actuator to achieve a desired vehicle speed.

The steering controller controls the rotation angle of the steering handle 12. Specifically, a steering actuator 43 is provided in the middle of the rotating shaft (steering shaft) of the steering handle 12 . With this configuration, when the tractor 1 travels along a predetermined route (as an unmanned tractor), the control unit 4 calculates an appropriate rotation angle of the steering handle 12 so that the tractor 1 travels along the route. Then, a control signal is sent to the steering controller so as to achieve the obtained rotation angle. The steering controller drives the steering actuator 43 based on the control signal input from the control unit 4, and controls the rotation angle of the steering handle 12. Note that the steering controller may be one that adjusts the steering angle of the front wheels 7 of the tractor 1 instead of one that adjusts the rotation angle of the steering handle 12. In that case, even if the vehicle turns, the steering handle 12 does not rotate.

The lifting controller controls the lifting and lowering of the work machine (fertilizer application device 3). Specifically, the tractor 1 includes a lifting actuator 44 made of a hydraulic cylinder or the like near a three-point linkage mechanism that connects the fertilizer application device 3 to the traveling body 2. With this configuration, the elevation controller drives the elevation actuator 44 based on the control signal input from the control unit 4 to appropriately raise and lower the fertilizer application device 3, thereby allowing the fertilizer application device 3 to perform agricultural work ( Fertilization work) can be carried out. With this control, the fertilization device 3 can be supported at desired heights such as a retreat height (height at which agricultural work is not performed) and a working height (height at which agricultural work is performed).

In addition, since the plurality of controllers (not shown) described above control each part such as the engine 10 based on signals input from the control part 4, it is assumed that the control part 4 substantially controls each part. can be grasped.

The tractor 1 equipped with the control unit 4 as described above controls each part of the tractor 1 (traveling body 2, fertilization device 3, etc.) by the control unit 4 when a user rides inside the cabin 11 and performs various operations. The vehicle is configured so that agricultural work can be carried out while traveling within the field. In addition, the tractor 1 of this embodiment is capable of autonomous travel and autonomous work using various control signals output from the wireless communication terminal 46, even if the user does not board the tractor 1.

Specifically, as shown in FIG. 4 and the like, the tractor 1 is equipped with various configurations to enable autonomous travel and autonomous work. For example, the tractor 1 is equipped with a positioning antenna 6 and the like necessary for acquiring positional information of itself (the traveling vehicle 2) based on a positioning system. With such a configuration, the tractor 1 can acquire its own position information based on the positioning system and autonomously travel on the field (within the driving area).

Next, the configuration of the tractor 1 to enable autonomous travel will be described in detail with reference to FIG. 4 and the like. Specifically, the tractor 1 of this embodiment includes a positioning antenna 6, a wireless communication antenna 48, various sensors, a storage unit 55, and the like. In addition to these, the tractor 1 is equipped with an inertial measurement unit (IMU) (not shown) capable of specifying the attitude (roll angle, pitch angle, yaw angle) of the traveling body 2.

The positioning antenna 6 receives signals from positioning satellites that constitute a positioning system such as a satellite positioning system (GNSS). As shown in FIG. 1, the positioning antenna 6 is attached to the upper surface of the roof 5 of the cabin 11 of the tractor 1. The positioning signal received by the positioning antenna 6 is input to the position information calculation unit 49 shown in FIG. The position information calculation unit 49 calculates the position information of the traveling body 2 (strictly speaking, the positioning antenna 6) of the tractor 1 as latitude and longitude information, for example. The positional information calculated by the positional information calculation unit 49 is stored in the storage unit 55, read out by the control unit 4 at a suitable time, and used for autonomous driving.

Note that although a high-precision satellite positioning system using the GNSS-RTK method is used in this embodiment, the present invention is not limited to this, and other positioning systems may be used as long as highly accurate position coordinates can be obtained. It's okay. For example, it is conceivable to use a relative positioning system (DGPS) or a geostationary satellite navigation augmentation system (SBAS).

The wireless communication antenna 48 receives signals from the wireless communication terminal 46 operated by the user and transmits signals to the wireless communication terminal 46. As shown in FIG. 1, the wireless communication antenna 48 is attached to the upper surface of the roof 5 of the cabin 11 of the tractor 1. A signal from the wireless communication terminal 46 received by the wireless communication antenna 48 is subjected to signal processing by the wireless communication section 40 shown in FIG. 4, and is input to the control section 4. The signal transmitted from the control unit 4 to the wireless communication terminal 46 is processed by the wireless communication unit 40, and then transmitted from the wireless communication antenna 48 and received by the wireless communication terminal 46.

The remaining fuel amount sensor 51 detects the remaining amount of fuel in a fuel tank (not shown) mounted on the traveling aircraft 2, and detects, for example, the height of the liquid level of the fuel in the fuel tank. The remaining fuel amount sensor 51 detects the remaining amount of fuel in the fuel tank regularly or irregularly after the tractor 1 starts autonomous driving, and transmits the detection result to the wireless communication terminal 46.

The vehicle speed sensor 52 detects the vehicle speed of the tractor 1, and is provided, for example, on the axle between the front wheels 7, 7.

The rotation speed sensor 53 detects the rotation speed (engine rotation speed) of the engine 10, and is provided, for example, on the crankshaft of the engine 10.

The load sensor 54 detects the load on the engine 10 (engine load). The load sensor 54 of this embodiment estimates and detects the load by detecting the accelerator opening of the engine 10.

The fertilizer remaining amount sensor 30 can detect the remaining amount of fertilizer stored in the fertilizer tank 29, in other words, the amount of fertilizer that can be used by the tractor 1 when performing work using the fertilizer application device 3. This fertilizer remaining amount sensor 30 can be configured as a weight sensor, for example.

Detection results obtained by various sensors such as the fuel remaining amount sensor 51, vehicle speed sensor 52, rotation speed sensor 53, load sensor 54, and fertilizer remaining amount sensor 30 are subjected to signal processing by the wireless communication unit 40, and then communicated by wireless communication. from the antenna 48 to the wireless communication terminal 46. The wireless communication terminal 46 can display the received detection results on the display 37. Furthermore, the wireless communication terminal 46 can generate a route (autonomous travel route) along which the tractor 1 will travel, taking into account the received detection results (information such as remaining fuel amount).

The storage unit 55 stores the route on which the tractor 1 travels autonomously, stores the positional transition (travel trajectory) of the tractor 1 (strictly speaking, the positioning antenna 6) during autonomous travel, and stores the detection results of various sensors. It is a memory that stores information. In addition, the storage unit 55 stores various information necessary for causing the tractor 1 to travel autonomously and work autonomously.

As shown in FIG. 3, the wireless communication terminal 46 is configured as a tablet-type personal computer. The user can check the information displayed on the display 37 of the wireless communication terminal 46 (for example, information from various sensors attached to the tractor 1) outside the tractor 1, for example. Further, the user operates the hardware keys 38 disposed near the display 37 and the touch panel 39 disposed so as to cover the display 37 to cause the control unit 4 of the tractor 1 to control the tractor 1. control signals can be transmitted. Here, the control signals that the wireless communication terminal 46 outputs to the control unit 4 include signals related to autonomous driving/autonomous work routes, autonomous driving/autonomous work start signals, stop signals, end signals, emergency stop signals, and temporary stop signals. A signal, a restart signal after a temporary stop, etc. can be considered, but the present invention is not limited thereto.

Note that the wireless communication terminal 46 is not limited to a tablet-type personal computer, and may instead be configured with, for example, a notebook-type personal computer. Alternatively, when the robot tractor 1 and a manned tractor perform collaborative work, the monitor device 14 mounted on the manned tractor may be a wireless communication terminal.

The tractor 1 configured in this way autonomously runs the traveling body 2 along a pre-created route on the field based on instructions from a user using the wireless communication terminal 46, and operates the fertilization device (work machine). ) Fertilization work (agricultural work) can be carried out according to 3.

Specifically, by performing various settings using the wireless communication terminal 46, the user can set a straight or polygonal autonomous work path (a linear route on which autonomous work is performed) P1 and the autonomous work path P1. It is possible to generate an autonomous driving route P as a series of routes that alternately connect arc-shaped connecting paths P2 (turning paths where turning and turning operations are performed) connecting the ends.

An example of this autonomous travel route P is shown in FIG. 5, and the autonomous travel route P is generated so as to connect a work start position S and a work end position E specified in advance. FIG. 5 is a schematic diagram showing an example of an autonomous driving route P generated by the route generation system 99. As shown in FIG. 5, when creating the autonomous driving route P, a headland and non-cultivated land (side margin), which are non-work areas where the fertilizer application device 3 does not work, are set in the field (traveling area). The area excluding this non-working area becomes the working area. The above-mentioned autonomous working paths P1, P1, . . . are arranged in plural in line in this working area, and the connecting paths P2, P2, . . Note that in this embodiment, the combined area of the non-working area and the working area is referred to as a "driving area."

By inputting (sending) the information on the autonomous driving route P to the control unit 4 and performing a predetermined operation, the controller 4 controls the tractor 1 to move the tractor 1 along the autonomous driving route P. It is possible to have the fertilization device 3 perform agricultural work along the autonomous work path P1 while autonomously traveling.

Below, mainly with reference to FIG. 4, the wireless communication terminal 46 including the main components of the route generation system 99 according to an embodiment of the present invention will be described in more detail.

As shown in FIGS. 3 and 4, in addition to the display 37, hardware keys 38, and touch panel 39, the wireless communication terminal 46 of the present embodiment includes a display control section 31, a field shape acquisition section 33, and a display control section 31. , a route generation section 35, a work vehicle information setting section 36, a field information setting section 45, a work information setting section 47, a replenishment position setting section 56, an acquisition section 57, a determination section 58, a storage section 32, and the like.

The display control unit 31 creates display data to be displayed on the display 37 and performs control to appropriately switch the display screen. The display control unit 31 can generate an input selection screen 60 as an initial screen (menu screen) shown in FIG. 6 and display it on the display 37. Further, when a predetermined operation is performed on the input selection screen 60, the display control unit 31 generates each input screen 70, 80, 90 (see FIGS. 7 to 9), which will be described later, and displays the display screen on the display 37. can be switched to input screens 70, 80, and 90.

The field shape acquisition unit 33 shown in FIG. 4 acquires the shape of the field by, for example, making the tractor 1 go around once along the outer periphery of the field and recording the change in the position of the positioning antenna 6 at that time. It is. The shape of the field acquired by the field shape acquisition section 33 is stored in the storage section 32. However, the method of obtaining the shape of the field is not limited to this. For example, instead of this, the position information of the corners of the field is recorded and a so-called closed path graph is used in which the line segments connecting the recorded points do not intersect. The identified polygon may be acquired as the shape of the field.

The route generation unit 35 generates a route to be input (transmitted) to the tractor 1. The route generation unit 35 of this embodiment generates an autonomous travel route P on which the tractor 1 travels autonomously. The route generation unit 35 automatically generates an autonomous driving route P when work vehicle information, field information, and work information, which will be described later, are input and a predetermined operation is performed. Further, the route generation unit 35 generates (calculates) a refueling route Q, if necessary, according to the determination result of the determination unit 58. The generated autonomous driving route P and refueling route Q are stored in the storage unit 32.

The work vehicle information setting unit 36 receives work vehicle information (information regarding the traveling body 2 and the fertilization device 3) input on a work vehicle information input screen to be described later. The work vehicle information set by the work vehicle information setting section 36 is stored in the storage section 32.

The field information setting unit 45 receives field information (information regarding the field) input on a field information input screen 80, which will be described later. The field information set by the field information setting section 45 is stored in the storage section 32.

The work information setting section 47 receives work information (information regarding work mode, etc.) inputted on a work information input screen 90, which will be described later. The work information set by the work information setting section 47 is stored in the storage section 32.

The refueling position setting section 56 receives information on a refueling position input into a refueling position setting window 91, which will be described later. The refueling position is a position where fuel is refilled, and a tank or the like (container) containing replenishing fuel is placed in advance to prevent fuel from running out. The refueling position is usually set at a position near the edge of the field, such as a road. Thereby, a tank filled with fuel can be easily transported to the vicinity of a field by, for example, a truck, and installed at a refueling position.

The acquisition unit 57 acquires the remaining amount of fuel in the fuel tank, in other words, the amount of fuel held by the traveling aircraft 2 based on the detected value received from the remaining fuel amount sensor 51.

The determination unit 58 determines whether or not the traveling aircraft 2 can complete autonomous travel on the autonomous travel route P based on the amount of fuel acquired by the acquisition unit 57 . As will be described in detail later, depending on the determination result of the determination unit 58, the route generation unit 35 generates the refueling route Q if necessary.

The storage unit 32 includes a non-volatile memory (for example, a flash ROM), and stores work vehicle information set in the work vehicle information setting unit 36, field information set in the field information setting unit 45, and work. Work information set by the information setting section 47, information about the refueling position set by the replenishment position setting section 56, and the like can be stored. Further, the storage unit 32 can store information on the autonomous travel route P and the refueling route Q generated by the route generation unit 35, and the like.

Next, operations performed by the user using the wireless communication terminal 46 when setting the work vehicle information, field information, and work information and generating the autonomous driving route P are displayed on the display 37 of the wireless communication terminal 46. A detailed description will be given mainly with reference to the screens shown in FIGS. 6 to 10. FIG. 6 is a diagram showing a display example of the input selection screen 60 on the display 37 of the wireless communication terminal 46. FIG. 7 is a diagram showing a display example of the work vehicle information input screen 70 on the display 37 of the wireless communication terminal 46. FIG. 8 is a diagram showing a display example of a field information input screen 80 on the display 37 of the wireless communication terminal 46. FIG. 9 is a diagram showing a display example of a work information input screen 90 on the display 37 of the wireless communication terminal 46. As shown in FIG. FIG. 10 is a diagram showing a display example of a refueling position setting window 91 for setting a refueling position, which is displayed on the display 37 of the wireless communication terminal 46.

Before the user starts setting work vehicle information, field information, and work information, the input selection screen created by the display control unit 31 is displayed on the display 37 of the wireless communication terminal 46, as shown in FIG. 60 is displayed as an initial screen (menu screen). The input selection screen 60 includes a work vehicle information input operation section 61, a field information input operation section 62, a work information input operation section 63, a driving route generation/transfer operation section 64, and a farm work start operation section 65. Mainly displayed.

These operation units are all configured as virtual buttons (so-called icons) displayed on the display 37. In addition, in the following explanation, a "button" is a virtual button displayed on the display 37, and can be operated by the user touching the position of the touch panel 39 corresponding to the display area of the button with a finger or the like. means something

The user first operates the work vehicle information input operation section 61 of the input selection screen 60 in order to input work vehicle information. Thereby, the display screen is switched to the work vehicle information input screen 70 shown in FIG.

On this work vehicle information input screen 70, work vehicle information regarding the traveling body 2 and the working machine (fertilizer application device 3) attached to the traveling body 2 can be input. Specifically, the work vehicle information input screen 70 includes the model of the tractor 1, the mounting position of the positioning antenna 6 with respect to the traveling body 2, the width of the tractor 1, and the width of the fertilizer application device 3 (work width) as work vehicle information. ), distance from the rear end of the three-point linkage mechanism (rear end of the lower link) to the rear end of the fertilizer applicator 3, amount of fertilizer fed out per unit length of the fertilizer applicator 3 (amount of fertilizer used), during work on the outward trip. vehicle speed while working on the return trip, vehicle speed at the headland (when turning), engine speed when working on the outward trip, engine speed when working on the return trip, engine speed at the headland (when turning) Columns for specifying the number of rotations, etc. are arranged respectively. Although only some of the above columns are displayed on the work vehicle information input screen 70 shown in FIG. 7, the remaining columns can be displayed by scrolling the screen downward from the state shown in FIG. Can be done.

When all the items on the work vehicle information input screen 70 are specified and the user operates the "confirm vehicle settings" button (not shown), the contents of the work vehicle information are stored in the storage unit 32, and the work vehicle information settings are completed. is completed.

When the user finishes setting the work vehicle information and returns to the input selection screen 60 of FIG. 6 and operates the field information input operation section 62, the display screen of the display 37 is switched to the field information input screen 80 shown in FIG. 8.

On the field information input screen 80, information regarding the travel area (field) in which the traveling body 2 travels can be input. Specifically, on the field information input screen 80, a flat display section 81 that graphically (graphically) shows the shape of the field is arranged. Further, in the field information input screen 80, buttons for "start recording" and "redo" are arranged in the field "position/shape of outer periphery of field". In addition, on the field information input screen 80, buttons for "setting" and "redo" are arranged in each of the fields of "work start position", "work end position", "work direction", and "refueling position". has been done.

When the "start recording" button for "position/shape of outer periphery of field" is operated, the wireless communication terminal 46 switches to field shape recording mode. In this field shape recording mode, for example, when the tractor 1 makes one revolution along the outer periphery of the field, the transition of the position of the positioning antenna 6 at that time is recorded by the field shape acquisition section 33, and the field shape acquisition section In step 33, the shape of the field is acquired (calculated). This allows the position and shape of the field to be specified. The position and shape of the outer periphery of the field calculated (designated) in this way are graphically displayed on the flat display section 81. Furthermore, by operating the "Redo" button, it is possible to record (designate) the position of the outer periphery of the field again.

When the "set" button for "work start position" is operated, the shape of the field obtained as described above is displayed on the flat display section 81 of the field information input screen 80, superimposed on the map data. In this state, by the user selecting an arbitrary point near the contour of the field, positional information near the selected point can be set as the work start position. The "work end position" can also be set in the same manner as the "work start position".

When you operate the "Set" button for "Work Direction", the field shape, work start position, and work end position obtained as described above are superimposed on the map data on the flat display section 81 of the field information input screen 80. will be displayed. In this state, by selecting, for example, two arbitrary points on the contour of the field, the user can set the direction of a straight line connecting the two points as the working direction.

When settings for all items on the field information input screen 80 are completed, a "Register" button is displayed. When the user confirms the specified contents on the flat display section 81 or the like and operates the "Register" button, the contents of the set field information are stored in the storage section 32, and the setting of the field information is completed.

When the user finishes setting the field information and returns to the input selection screen 60 shown in FIG. 6 and operates the work information input operation section 63, the display screen switches to the work information input screen 90 shown in FIG. 9.

The "Work content" field on the work information input screen 90 is a field for selecting which work to perform among plowing, land leveling, fertilization, seeding, chemical spraying, herbicide spraying, and fertilization while tilling. It is. By performing a pull-down operation in this column, the user can set the autonomous work that the user wants the tractor 1 to perform.

The "Presence or absence of collaborative work among multiple tractors" field on the work information input screen 90 indicates whether work will be performed using multiple tractors (for example, two robot tractors and one manned tractor) in the same field. This is a column for selecting whether or not to perform collaborative work. By performing a pull-down operation in this column, it is possible to set it to either "with collaborative work" or "without collaborative work."

The "Collaborative work mode" column of the work information input screen 90 can be operated only when "Collaborative work exists" is set in the "Presence or absence of cooperative work among multiple machines" column. This column indicates whether to perform cooperative work by having multiple tractors travel on different autonomous work paths P1 (accompanying work) or to perform collaborative work by having multiple tractors travel on the same autonomous work path P1 (following). This is a column for selecting such items. By performing a pull-down operation in the corresponding column, it is possible to set one of the cooperative work modes.

The "overlap width" column of the work information input screen 90 is a column for setting the width (overlap amount) by which the width of the work equipment (fertilizer application device 3) to be passed in the adjacent autonomous work paths P1 and P1 overlaps. be. The amount of overlap can be set by performing a pull-down operation in the field or by directly inputting a numerical value.

The "Number of Skips" column on the work information input screen 90 displays any autonomous work path P1 of the autonomous travel route P on which the tractor 1 travels, and the autonomous work path P1 on which the tractor travels next after the arbitrary autonomous work path P1. This is a column for selecting the number of autonomous work paths (how many rows should the work be skipped) to be arranged between and. In this embodiment, the number of skips can be set by performing a pull-down operation in the field.

The "headland width" field on the work information input screen 90 is a field for setting the width of the area (i.e., the headland) where the tractor 1 turns and turns. Initially, the recommended width is displayed in this column, but by performing a pull-down operation, it is possible to select, for example, a value that is an integral multiple of the working width and set it as the headland width. However, the invention is not limited to this, and it is also possible for the user to directly input a numerical value of a desired width as the headland width.

The "non-cultivated land width" column of the work information input screen 90 indicates non-work areas (that is, non-cultivated land; also referred to as side margins) located at both ends of the travel area of the tractor 1 in the direction in which the autonomous working paths P1 are lined up. ) is a field for setting the width of Initially, a recommended width is set in this column, but by performing a pull-down operation, it is possible to set, for example, a value that is an integral multiple of the working width as the uncultivated land width. However, the invention is not limited to this, and it is also possible for the user to directly input a numerical value of the desired width as the non-cultivated land width.

When the user enters the necessary fields on the work information input screen 90 and operates the "Confirm" button (not shown), a replenishment position setting window 91 is displayed superimposed on the work information input screen 90, as shown in FIG. is displayed.

In the replenishment position setting window 91, for example, the shape of the driving area (field) and the shape of the work area (the area where the autonomous work path P1 is arranged side by side) is displayed along with the message "Please specify the refueling position." A flat display section 92 graphically shown in figures is displayed. The user touches the position to be designated as the refueling position on the flat display section 92 with his or her finger to display an appropriate mark (refueling position mark 93) at that position, and then clicks "Register" at the bottom of the refueling position setting window 91. ” button. Thereby, the setting of the refueling position is accepted by the refueling position setting unit 56. Note that in this embodiment, the refueling position can be set only within the driving area and outside the working area.

When the user finishes setting the work information and returns to the input selection screen 60 in FIG. 6 and selects the travel route generation/transfer operation section 64, the autonomous travel route P of the tractor 1 is automatically generated, and this autonomous travel route P is stored in the storage unit 32. Furthermore, when the autonomous driving route P is generated, a "path simulation" button is displayed on the display screen of the display 37 so as to be selectable. By operating this "path simulation" button, an image representing the generated autonomous driving route P using arrows, lines, etc. is displayed. Note that an animation display may be performed in which a tractor icon moves along the autonomous driving route P.

Further, on the display screen of the display 37, a button for "transfer data" and a button for "return to input selection screen" are displayed in a selectable manner. When "Transfer data" is selected, an instruction can be given to transmit information about the autonomous driving route P to the tractor 1. When the "Return to input selection screen" button is selected, the display screen switches to the input selection screen 60.

In this way, in the route generation system 99 of this embodiment, information about the autonomous driving route P generated on the wireless communication terminal 46 side can be transmitted to the control unit 4 of the tractor 1. The control unit 4 stores the information about the autonomous driving route P received from the wireless communication terminal 46 in the storage unit 55 electrically connected to the control unit 4 .

After the information on the autonomous driving route P generated on the wireless communication terminal 46 side is transmitted to the tractor 1, the user steers the tractor 1 to move it to the work start position S, and performs the farm work start operation on the input selection screen 60. When the section 65 is operated, the tractor 1 starts autonomously traveling along the autonomous traveling route P. While the tractor 1 is traveling autonomously, a monitoring screen 100 shown in FIG. 27 is displayed on the display 37 of the wireless communication terminal 46. The user continues to monitor the autonomously running tractor 1 while referring to the monitoring screen 100 and transmitting control signals to the tractor 1 as necessary.

Next, specific processing when the route generation unit 35 generates the refueling route Q will be described with reference to FIGS. 11 to 13. FIG. 11 is a flowchart showing the processing performed by the route generation unit 35 and the like when generating the refueling route Q in the first embodiment. FIG. 12 is a flowchart showing a continuation of the process in FIG. 11. FIG. 13 is a flowchart showing a continuation of the process in FIG. 12. Note that the processes shown in FIGS. 11 to 13 of this embodiment are performed each time the amount of fuel held by the traveling body 2 is acquired by the acquisition unit 57 after the autonomous traveling of the tractor 1 is started. It will be done.

First, the acquisition unit 57 acquires the amount of fuel held by the traveling aircraft 2 based on the detection result of the remaining fuel amount sensor 51 (step S101).

Next, the determination unit 58 determines the planned amount of fuel (planned required amount) required for the tractor 1 to complete autonomous driving based on the vehicle speed, engine rotation speed, etc. set when generating the autonomous driving route P. is calculated (step S102). This planned required amount is determined by determining the route length from the current position of the tractor 1 to the work end position E on the autonomous driving route P, and calculating the fuel consumption per unit length determined based on the vehicle speed etc. It can be found by multiplying the length.

Subsequently, the determination unit 58 determines whether or not there will be a shortage of fuel while the tractor 1 is traveling along the autonomous traveling route P from the current position to the work end position E, assuming that fuel is not refilled. to judge. In other words, the determination unit 58 determines whether or not it is possible to complete autonomous travel along the autonomous travel route P based on the current amount of fuel held by the traveling aircraft 2 (step S103). This determination can be made by comparing the amount of fuel in stock acquired in step S101 and the planned required amount of fuel acquired in step S102. However, it is preferable that this comparison be performed with sufficient consideration of the margin.

As a result of the determination in step S103, if the current amount of fuel held is sufficient to complete autonomous driving (step S103, Yes), there is no need to replenish fuel on the way, so a refueling route Q is generated. There's no need to. Therefore, the process ends.

On the other hand, as a result of the determination in step S103, if autonomous driving cannot be completed with the current amount of fuel held (step S103, No), this means that it is necessary to replenish fuel midway. Therefore, the route generation unit 35 generates a refueling route Q in which refueling is performed by temporarily transitioning from the autonomous traveling route P in the middle of the autonomous traveling route P, and transmits it to the tractor 1 in the subsequent processing. I do.

FIG. 14 shows an example in which the refueling position F1 is set at an appropriate position on one side of the headland. Although the ends of each of the plurality of autonomous work paths P1 included in the autonomous driving route P are located at the boundary between the work area and the headland, it is possible to smoothly transition from autonomous work to refueling, and to simplify the refueling route. In order to do this, it is preferable to start traveling for refueling from the autonomous travel route P at a point where the autonomous work path P1 ends at the boundary between the headland and the work area on the side where the refueling position F1 is located. Taking this into consideration, there are a plurality of positions that can be considered as deviation point candidates for transitioning from the autonomous travel route P to the route for refueling (refueling route Q), as shown by rectangular marks in FIG. The determination unit 58 calculates the path length to the refueling position F1 for each position, and selects the position where the path length is the longest. In the case of FIG. 14, the position where the path length to the refueling position F1 is the longest is C0. Next, the determination unit 58 calculates the amount of fuel N required to reach the refueling position F1 from the selected position C0 (maximum required fuel amount during refueling) (step S104).

In the example of FIG. 14, the maximum required fuel amount N during refueling is calculated as the fuel required to travel along the dashed line route from the selected position C0 to the refueling position F1. Note that the route indicated by this broken line can be regarded as the outgoing portion of the refueling route, which is a route from the position C0 to the refueling position F1 and returning to the autonomous travel route P at an appropriate point. If the maximum required fuel amount N at the time of refueling is calculated in this way, even if the tractor 1 deviates from the autonomous driving route P at any of the positions of the rectangular marks in FIG. If the maximum required amount of fuel at the time of replenishment is N or more, it is possible to reach the refueling position F1 from the deviated position without any problem. In this embodiment, this maximum required fuel amount N during refueling is defined as a "reference amount".

Next, the determination unit 58 takes into consideration the vehicle speed, engine rotation speed, and route length of the autonomous driving route P set when generating the autonomous driving route P, as well as the current remaining fuel level, etc. The position on the autonomous driving route P where the amount of fuel held in (the fuel tank) falls below the reference amount, the maximum required fuel amount N at the time of refueling, is determined by calculation as the fuel shortage position (reachable position) H. (Step S105).

FIG. 14 shows an example of the fuel shortage position H calculated when the tractor 1 is at the location shown in the figure. Considering improving efficiency by reducing the number of times of refueling, one of the plural deviation point candidates (rectangular marks) mentioned above is located upstream of the fuel shortage position H in the autonomous driving route P, and What is necessary is to select the one located on the most downstream side (position C1) and generate a refueling route so as to deviate from the autonomous driving route P from the position C1. Therefore, in this case, a refueling route Q is generated as shown in FIG.

Note that the fuel shortage position H mentioned above is a position estimated based on the remaining fuel amount at that time, and therefore, it is a position that is estimated based on the remaining amount of fuel at that time. There may be some fluctuations, and as a result, the previously calculated refueling route Q may no longer be appropriate. In this embodiment, taking this into consideration, the process from FIG. 11 to FIG. 13 is repeatedly performed to monitor changes in the fuel shortage position H, and the refueling route Q is modified from before as necessary. ing.

More specifically, based on the flowchart, the determination unit 58 determines whether or not the fuel shortage position H has been calculated in the previous process by reading out information stored in the storage unit 32 (step S106). .

Immediately after starting autonomous travel/autonomous work along the autonomous travel route P from the work start position S, if the calculation of the fuel shortage position H is for the first time (step S106, No), the route generation unit 35: Based on the fuel shortage position H calculated in step S105, a recommended refueling start position C1, which is a recommended position of a point deviating from the autonomous driving route P for refueling, is determined (step S107). As shown in FIG. 14, this recommended refueling start position C1 is located at the end of the autonomous work path P1, which is located on the headland near the refueling position F1, and is located at a point where the autonomous vehicle is running at a position that is lower than the fuel shortage position H calculated this time. If there are multiple ends of the autonomous working route P1 located upstream of the route P and upstream of the autonomous driving route P than the fuel shortage position H, the most downstream end of the multiple ends Become what is placed.

Subsequently, the route generation unit 35 determines whether or not the recommended refueling start position C1 has been calculated for the first time (step S108). In other words, it is determined whether the recommended refueling start position has not been set before.

As a result of the determination in step S108, if the recommended refueling start position has been calculated in the past (step S108, No), the route generation unit 35 calculates that the recommended refueling start position C1 calculated this time has been calculated in the previous process. It is determined whether the refueling start position is the same as the set refueling start position (step S109). If the current recommended refueling start position C1 is the same as before (step S109, Yes), the refueling route generated in the previous process can be used as is, so the process ends.

If the recommended refueling start position C1 is calculated for the first time in step S108 (step S108, Yes), or if the recommended refueling start position C1 is different from the previous one in step S109 (step S109, No), The display control unit 31 creates display data for inquiring the user whether or not to set the current recommended refueling start position C1 as the refueling start position, displays it on the display 37 of the wireless communication terminal 46, Waiting for user operation (step S110).

In response to the inquiry in step S110, if the user agrees to set the current recommended refueling start position C1 as the refueling start position (step S110, Yes), the route generation unit 35 selects the recommended refueling start position C1. The starting end of the autonomous work path P1 that is connected via the connection path P2 is set as the recommended refueling end position D1 as shown in FIG. 15 (step S111). Next, the route generation unit 35 creates the shortest route connecting the recommended refueling start position C1 and the recommended refueling end position D1 via the refueling position F1 within the non-work area (headland, non-cultivated land). is generated as a refueling route Q as shown in FIG. 15 (step S112). The refueling route Q starts from the recommended refueling start position C1, which is the starting point, and reaches the refueling position F1 while passing through a headland or non-cultivated land area, and from the refueling position F1 passes through a headland or non-cultivated land area. This is obtained by calculating a group of routes that pass through and reaching the recommended refueling end position D1, which is the end point, and then selecting the shortest route.

Next, the route generation unit 35 generates a modified autonomous travel route by modifying the autonomous travel route P based on the refueling route Q, and transmits it to the tractor 1 at an appropriate timing (step S113). This modification is performed by replacing the connection path P2 connecting the recommended refueling start position C1 and the recommended refueling end position D1 in the autonomous driving route P with the refueling route Q. After that, the process ends.

If the user refuses to set the current recommended refueling start position C1 as the refueling start position, or if a predetermined period of time has passed without any user operation (step S110, No), the display control unit 31 creates display data for inquiring whether the user agrees to stop at the headland upstream of the position where fuel is depleted (position where fuel runs out), and displays the data on the display 37 of the wireless communication terminal 46. and waits for user operation (step S114).

As a result of the inquiry in step S114, if the user agrees to stop at a headland upstream of the position where fuel is depleted, or if a predetermined time has elapsed without any operation after the inquiry (step S114, (Yes), the route generation unit 35 controls the tractor 1 to stop at the headland before the fuel runs out (step S115). For example, the route generation unit 35 sets a temporary stop position in a headland upstream of the position where fuel is depleted, and transmits information about the temporary stop position to the tractor 1. Thereby, the control unit 4 temporarily stops the tractor 1 at the temporary stop position. After that, the process ends.

On the other hand, as a result of the inquiry in step S114, if the user refuses to stop at the headland upstream of the position where fuel is depleted (step S114, No), the display control unit 31 indicates that the tractor 1 Display data is created to inform the user that the vehicle will stop midway through road P1 due to fuel exhaustion, and is displayed on the display 37 of the wireless communication terminal 46. After that, the process ends.

In the judgment in step S106 shown in FIG. 12, if the fuel shortage position has been previously calculated (step S106, Yes), the determination unit 58 determines that the fuel shortage position calculated this time is the same as the fuel shortage position calculated last time. is on a different autonomous work path P1 (step S116).

FIG. 16 shows a state in which the tractor 1 has advanced to some extent from FIG. 15. Assume that the fuel shortage position calculated this time is J1 based on the fuel holding amount detected at the time point in FIG. 16. In this case, since the current fuel shortage position J1 and the previous fuel shortage position H are on the same autonomous work path P1 (step S116, No), there is no possibility that the recommended refueling start position C1 will change from the previous time. It means that. Therefore, the process ends immediately.

On the other hand, if the currently calculated fuel shortage position is, for example, J2 in FIG. 16, the current fuel shortage position J2 and the previous fuel shortage position H are on different autonomous work paths P1. If the fuel shortage position moves to another autonomous work route P1 in this way (step S116, Yes), there is a high possibility that the refueling route Q will have to be changed, so the processes from step S107 onwards are performed. FIG. 17 shows the refueling route Q after being corrected based on the fuel shortage position J2 calculated this time. However, even if the fuel shortage position moves to another autonomous work path P1, the recommended refueling start position C1 based on the fuel shortage position J3 does not change from the previous time, as shown for example at J3 in FIG. Route Q may not be modified.

As described above, in this embodiment, when autonomous driving cannot be completed with the amount of fuel held in the traveling aircraft 2, information on a modified autonomous driving route is created by adding information on the refueling route Q to information on the autonomous driving route P. is input to the control section 4. Thereby, while the tractor 1 is autonomously traveling along the autonomous traveling route P, it is possible to temporarily shift the tractor 1 from the original autonomous traveling route P to the refueling route Q. . Then, the tractor 1 can autonomously travel along the refueling route Q, stop once at a refueling position F1 located in the middle of the refueling route Q, and replenish the traveling body 2 with fuel. Thereafter, the tractor 1 returns to the original autonomous travel route P. Thereby, the tractor 1 can travel from the work start position S to the work end position E and perform agricultural work on the autonomous work path P1 without running out of fuel midway.

Furthermore, when generating the refueling route Q, the route generation unit 35 of the present embodiment takes into account the fuel required for autonomous travel on the outgoing route when the outgoing route of the refueling route Q is the longest. Since the refueling start position C1 is set, the tractor 1 can reliably travel autonomously to the refueling position F1 without running out of fuel in the middle of the refueling route Q.

As described above, the route generation system 99 of this embodiment includes the route generation section 35, the acquisition section 57, the determination section 58, and the refueling position setting section (refueling position setting section) 56. The route generation unit 35 can generate an autonomous travel route P along which the traveling aircraft (vehicle body) 2 autonomously travels within a preset travel area. The acquisition unit 57 acquires the amount of fuel held by the traveling aircraft 2. The determination unit 58 determines whether or not it is possible to complete autonomous travel on the autonomous travel route P based on the amount of fuel held. The replenishment position setting unit 56 sets a refueling position (replenishment position) F1 of fuel within the driving area. When the determination unit 58 determines that autonomous travel cannot be completed, the route generation unit 35 sets a refueling start position C1 on the autonomous travel route P and moves from the refueling start position C1 to the refueling position. It is possible to generate a refueling route Q leading to F1. The route generation unit 35 can complete autonomous travel to the refueling start position C1 and autonomous travel from the refueling start position C1 to the refueling position F1 on the refueling route Q based on the amount of fuel held. The refueling start position C1 is set so that the refueling can be performed (see FIG. 16).

As a result, when generating the refueling route Q, the refueling start position C1 of the refueling route Q is set after taking into consideration the fuel required for autonomous travel on the outbound route of the refueling route Q. There is no possibility of running out of fuel in the middle of the route Q, and it is possible to reliably autonomously travel to the refueling position F1.

Furthermore, in the route generation system 99 of the present embodiment, the route generation unit 35 determines whether the traveling aircraft 2 continues traveling on the autonomous traveling route P without traveling on the refueling route Q The position on the autonomous driving route P when the amount of fuel held by is less than the reference amount (maximum required fuel amount N at the time of refueling) is identified as the fuel shortage position (reachable position) H, and this fuel shortage position A refueling start position C1 is set on the upstream side of the autonomous travel route P than H.

Thereby, the refueling start position C1 can be set rationally.

Furthermore, in the route generation system 99 of the present embodiment, the route generation unit 35 determines the route from the refueling start position C0 to the refueling position F1 when it is assumed that the refueling route Q has the maximum route length. The maximum required fuel amount N at the time of necessary refueling is calculated as the reference amount.

Thereby, the fuel supply route Q can be easily generated by assuming that the fuel required to travel on the fuel supply route Q is constant.

Furthermore, in the route generation system 99 of this embodiment, the acquisition unit 57 acquires the amount of fuel held regularly or irregularly during autonomous travel on the autonomous travel route P. The route generation unit 35 determines that the fuel shortage position (reachable position) J2 specified based on the newly acquired stock amount is the autonomous fuel shortage position (reachable position) H where the previously specified fuel shortage position (reachable position) H was located. If the location is on a different autonomous work path P1 upstream or downstream of the work path P1, the refueling start position C1 is corrected, and corrected refueling is performed from the corrected refueling start position C1 to the refueling position F1. Route Q can be generated.

Thereby, even if the fuel consumption differs from the estimate based on prior calculation, the refueling start position C (C1) can be corrected as necessary.

<Second embodiment>
Next, a route generation system 99 according to a second embodiment of the present invention will be described with reference mainly to FIGS. 18 to 23. In the route generation system 99 according to the second embodiment, the specific process when the route generation unit 35 generates the refueling route Q is different from the route generation system 99 according to the first embodiment. FIG. 18 is a flowchart showing the processing performed by the route generation unit and the like when generating the refueling route Q in the second embodiment. FIG. 19 is a flowchart showing a continuation of the process in FIG. 18. FIG. 20 is a flowchart showing a continuation of the process in FIG. 19. In addition, in the description of this embodiment, members that are the same as or similar to those of the above-described embodiments may be denoted by the same reference numerals in the drawings, and the description thereof may be omitted.

Below, specific processing when the route generation unit 35 generates the refueling route Q in the second embodiment will be described with reference to FIGS. 18 to 20.

The processing from step S201 to step S203 is the same as the processing from step S101 to step S103 in the first embodiment, so a description thereof will be omitted.

As a result of the determination in step S203, if autonomous driving cannot be completed with the current amount of fuel held (step S203, No), this means that it is necessary to replenish fuel midway. Therefore, the determination unit 58 determines the traveling aircraft 2 ( The position on the autonomous travel route P where the amount of fuel held in the fuel tank (aforesaid fuel tank) falls below a predetermined value (reference amount) B is determined by calculation as a fuel shortage position (reachable position) K (step S204). In this embodiment, this predetermined value B is set to a positive value in anticipation of a certain amount of fuel margin, but it may be zero. FIG. 21 shows the calculated fuel shortage position K in an example in which the refueling position F2 is set at an appropriate position on one side of the headland.

The processing in step S205 and step S220 is the same as step S106 and step S116 in the first embodiment, so a description thereof will be omitted.

If the fuel shortage position K is calculated for the first time (step S205, No), the route generation unit 35 creates an autonomous driving route P for refueling based on the fuel shortage position K calculated in step S204. A provisional refueling start position C2, which is a provisional position at a point where the fuel refueling process deviates from the above, is determined (step S206). The method for determining the provisional refueling start position C2 is exactly the same as the method for determining the recommended refueling start position C1 in step S107 in the first embodiment, so a description thereof will be omitted.

Subsequently, the route generation unit 35 generates a route from the provisional refueling start position C2 to the refueling position F2 within the non-work area (step S207). This route is calculated to be the shortest route, as shown by the broken line route in FIG. The route indicated by this broken line can be regarded as the outgoing portion of the refueling route (temporary refueling route), which is a route from the provisional refueling start position C2 to the refueling position F2 and returning to the autonomous driving route P at an appropriate point. Can be done.

After that, the route generation unit 35 calculates the required fuel amount G at the time of replenishment, which is the fuel necessary for traveling on this outward route (step S208).

Subsequently, the route generation unit 35 calculates and estimates the remaining amount of fuel when the traveling aircraft 2 reaches the provisional refueling start position C2, and this estimated value (estimated remaining fuel amount) is equal to or greater than the required fuel amount G at the time of refueling. It is determined whether or not (step S209).

As a result of the determination in step S209, if the estimated remaining fuel amount when reaching the provisional refueling start position C2 is lower than the required fuel amount G at the time of replenishment (step S209, No), the tractor 1 moves from the provisional refueling start position C2. This means that the refueling position F2 cannot be reached via the route. Therefore, the route generation unit 35 sets the provisional refueling start position C2 to the end that is only one upstream from the current end of the autonomous work path P1 arranged on the headland near the refueling position F2. (Step S210). Thereafter, the process returns to step S207 and the above process is repeated.

As a result of the determination in step S209, if the estimated remaining fuel amount when reaching the provisional refueling start position C2 is greater than or equal to the required fuel amount G at the time of replenishment (step S209, Yes), the tractor 1 moves to the provisional refueling start position C2. This means that it is possible to reach the refueling position F2 via the route. Therefore, the route generation unit 35 determines the provisional refueling start position C2 as the recommended refueling start position C1 (step S211). The subsequent processes from step S212 to step S219 are the same as steps S108 to S115 of the first embodiment, so the description thereof will be omitted.

Unlike the first embodiment described above, this embodiment recalculates the required fuel amount G during refueling while sequentially changing the provisional refueling start position C2 from the downstream side to the upstream side, and reaches the refueling position F2. It is determined whether it is possible or not, and the provisional refueling start position C2 when it is determined that it is reachable is determined as the recommended refueling start position C1. For example, at the provisional refueling start position C2 shown in FIG. 21, the tractor 1 cannot reach the refueling position F2, but by moving the provisional refueling start position C2 upstream as shown in FIG. 22, the tractor 1 can reach the refueling position F2. Suppose it is determined that it can be done. In this case, as shown in FIG. 23, the provisional refueling start position C2 in FIG. 22 is set as the recommended refueling start position C1, and the refueling route Q can be generated in the same manner as in the first embodiment. With this configuration, it is possible to prevent the amount of fuel G required for replenishment from changing as the point of departure of the tractor 1 from the autonomous driving route P changes, and the fact that the amount of fuel remaining at the time of departure changes. The refueling route Q can be generated with appropriate consideration.

Although the first and second embodiments of the present invention have been described above, the above configuration can be modified as follows, for example.

<Modifications of the first embodiment and the second embodiment>
In the above embodiment, when it is assumed that the traveling aircraft 2 continues to travel on the autonomous traveling route P without refueling on the way, when the amount of fuel held by the traveling aircraft 2 becomes less than the reference amount. The position on the autonomous driving route P is specified as the reachable position, and the refueling start position C is set at a position upstream of the autonomous driving route P. However, instead of this, the first distance from the current position of the tractor 1 (or the work start position S) to the refueling position F via the refueling start position C is the amount of fuel in the traveling body 2. The predetermined distance is longer than the second distance (distance from the current position (or work start position S) of the tractor 1 to the farthest position where autonomous travel can be maintained) at which autonomous travel can be maintained. The refueling start position C may be set so as to be shorter than the above.

In that case, it is possible to set the refueling start position C with a certain amount of fuel remaining, and to prevent autonomous driving from being interrupted due to fuel shortage even if an error occurs in the fuel consumption rate, etc. Can be done.

Further, in the case of the above modification, the acquisition unit 57 acquires the remaining fuel amount periodically or irregularly while the tractor 1 is autonomously traveling, and calculates the first distance and/or the second distance each time. You can also fix it. In that case, the route generation unit 35 monitors the difference between the first distance and the second distance, and determines that the difference between the first distance and the second distance is longer than the first threshold distance, which is longer than the above-mentioned predetermined distance. The refueling start position C may be corrected when the refueling start position C becomes longer or becomes shorter than a second threshold distance that is shorter than the above-mentioned predetermined distance. In that case, the route generation unit 35 calculates a refueling route Q from the corrected refueling start position C to the refueling position F by calculation.

With such a configuration, if the actual fuel consumption differs from the estimate based on prior calculations, the refueling start position C can be corrected as necessary, and the refueling start position C can be adjusted appropriately according to the fuel consumption situation. It is possible to generate a refueling route Q.

In the first and second embodiments described above, the reachable position specified based on the newly acquired amount of fuel is on the upstream side of the autonomous driving route P than the previously set reachable position. If a different refueling start position C and refueling route Q are generated as a result of being placed on the downstream side, the user will be contacted and the refueling start position C and/or refueling route Q will be generated. If consent is obtained to change the route Q, the refueling start position C and refueling route Q will be changed to the newly generated refueling start position C. That is, whether the actual fuel consumption is faster or slower than expected, the user is asked whether or not to make a change. However, this is not limited to this, and the user is asked to change the refueling route Q only when the actual fuel decrease is faster than expected. In this case, the inquiry may not be made and the refueling route Q may not be changed.

In the first and second embodiments described above, it is assumed that the refueling route Q is automatically generated on the headland near the refueling position F. However, the invention is not limited to this, and the user may be able to specify on which headland side the refueling route Q is to be generated.

In the first and second embodiments described above, after the tractor 1 starts autonomous driving, the determination unit 58 determines whether autonomous driving can be completed based on the current amount of fuel held. And so. However, the present invention is not limited to this, and the determination unit 58 determines in advance whether autonomous driving on the autonomous driving route P can be completed with the maximum amount of fuel specified by the model of the tractor 1 before starting autonomous driving. (In other words, the determination may be made by assuming that a full amount of fuel is held at the start of autonomous travel.) As a result of the determination, if it is clear that autonomous driving cannot be completed with only the maximum amount of fuel specified by the model of the tractor 1, the route generation unit 35 The refueling route Q may be generated at the same time as the route P is generated. In addition, in that case, if it turns out that the actual amount of fuel held by the traveling aircraft 2 is less than the maximum amount of fuel after the start of autonomous driving, the user may decide whether or not to change the refueling route Q at that time. It may also be used to inquire.

<Third embodiment>
Next, a route generation system 99 according to a third embodiment of the present invention will be described with reference to FIG. 24. FIG. 24 is a diagram showing a display example of the work information input screen 95 in the third embodiment. The route generation system 99 according to the third embodiment is different from the first embodiment and the second embodiment in that an autonomous travel route is generated in advance, taking necessary fuel into consideration, before the autonomous travel of the tractor 1 is started. This is different from the embodiment.

In the third embodiment, when the work information input operation section 63 of the input selection screen 60 is operated, the operation screen is switched to the work information input screen 95 shown in FIG. 24. That is, in the route generation system 99 according to the third embodiment, a work information input screen 95 is displayed instead of the work information input screen 90.

The work information input screen 95 is provided with a column for “remaining fuel amount”. In this "remaining fuel amount" column, the remaining fuel amount (the final detected value of the fuel remaining amount sensor 51) that was last acquired by the acquisition unit 57 when the tractor 1 was operated last time is entered as an initial value. ing. The user can set a desired value as the remaining fuel amount by directly inputting a numerical value in the field or by selecting "Full" using a pull-down operation. The remaining fuel amount set in the column is received by the work information setting section 47 and stored in the storage section 32.

In the third embodiment as well, when the user finishes setting the work information, a replenishment position setting window 91 is displayed, allowing the user to set the refueling position. When the user finishes setting the work information and refueling position, returns to the input selection screen shown in FIG. 6, and selects the travel route generation/transfer operation section 64, the refueling route Q is automatically added to the autonomous travel route P of the tractor 1. A modified autonomous driving route with the addition of is generated, and this modified autonomous driving route is stored in the storage unit 32.

The autonomous traveling of the tractor 1 is started by transmitting this corrected autonomous traveling route to the tractor 1 and operating the agricultural work start operation section 65.

Immediately after the autonomous driving of the tractor 1 starts, the acquisition unit 57 acquires the amount of fuel actually held by the traveling body 2 by acquiring the detection result of the remaining fuel amount sensor 51.

Then, the route generation unit 35 determines whether the remaining fuel amount received by the work information setting unit 47 before the start of autonomous driving and the remaining fuel amount acquired by the acquisition unit 57 after the start of autonomous driving deviate by a predetermined value or more. Decide whether or not.

If the difference between the remaining fuel amount accepted by the work information setting unit 47 before the start of autonomous driving and the remaining fuel amount acquired by the obtaining unit 57 after the start of autonomous driving is less than a predetermined value, the route generating unit 35 Do not regenerate (do not modify) supply route Q.

On the other hand, if the discrepancy between the remaining fuel level accepted by the work information setting unit 47 before the start of autonomous driving and the remaining fuel level acquired by the acquiring unit 57 after the start of autonomous driving is a predetermined value or more, the first embodiment or Similar to the process flow shown in the second embodiment, a refueling route Q is generated again and the user is asked whether or not it can be adopted. If the user agrees to set (adopt) the refueling route Q as a "refueling route", a modified autonomous driving route including the refueling route Q is transmitted to the tractor 1. Thereby, the tractor 1 can be automatically driven along the refueling route Q that is set according to the actual remaining fuel amount, and it is possible to eliminate the possibility that the tractor 1 will run out of fuel during autonomous driving.

Note that in this embodiment, the "predetermined value" for determining the degree of deviation can be set to a value larger than, for example, the amount of fuel required to travel on one autonomous work path P1. Thereby, when the position of the optimal refueling start position C is likely to change, it is possible to recalculate the refueling start position C and generate a corrected refueling route Q.

<Fourth embodiment>
Next, a route generation system 99 according to a fourth embodiment of the present invention will be described with reference to FIGS. 25 and 26. In the route generation system 99 according to the fourth embodiment, the "replenishment position" set by operating the display screen of the replenishment position setting window 91 is both a position to replenish fuel and a position to replenish fertilizer. This embodiment differs from the above embodiment in this point. That is, in the fourth embodiment, the fuel replenishment position set by the replenishment position setting unit 56 also serves as the fertilizer replenishment position.

The acquisition unit 57 of this embodiment acquires not only the amount of fuel held by the traveling aircraft 2 but also the amount of fertilizer (material) held by the fertilization device 3. The acquisition unit 57 acquires the remaining amount of fertilizer in the fertilizer tank 29 , in other words, the amount of fertilizer held by the fertilizer application device 3 based on the detected value received from the remaining fertilizer amount sensor 30 .

The determination unit 58 not only determines whether or not the traveling aircraft 2 can complete autonomous travel on the autonomous travel route P based on the amount of fuel acquired by the acquisition unit 57, but also determines whether the amount of fertilizer acquired by the acquisition unit 57 is Depending on the amount, it is also determined whether or not the fertilization device 3 can complete the autonomous work on the autonomous travel path P (autonomous work path P1, P1, . . . ).

Next, the process when the route generation unit 35 generates the fuel and/or fertilizer supply route Q will be described with reference to FIGS. 25 and 26.

First, the route generation unit 35 specifies the position on the autonomous traveling route P when the amount of fuel held by the traveling aircraft 2 is less than the reference amount as a reachable position, and the autonomous traveling route is set from this reachable position. The terminal ends of the autonomous working path P1, which is arranged on the headland on the upstream side of P and closer to the fuel and fertilizer replenishment position F3, are set as refueling start positions C4 and C5. FIG. 25 shows a case where two positions C4 and C5 are set as refueling start positions. Note that the refueling end position corresponding to the refueling start position C4 located upstream of the two positions C4 and C5 is shown as position D4. Moreover, the refueling end position corresponding to the refueling start position C5, which is located downstream of the two positions C4 and C5, is shown as position D5.

In addition, the route generation unit 35 identifies a position on the autonomous traveling route P when the amount of fertilizer held by the fertilizer application device 3 is less than a predetermined value as a fertilizer out position, and The end of the autonomous working path P1, which is arranged on the upstream side of P and on the headland near the replenishment position F3, is specified as the fertilizer replenishment start positions U1 and U2. FIG. 26 shows a case where two positions U1 and U2 are set as fertilizer supply start positions. Note that the fertilizer replenishment end position corresponding to the fertilizer replenishment start position U1, which is located upstream of the two positions U1 and U2, is shown as position V1. Further, of the two positions U1 and U2, the fertilizer replenishment end position corresponding to the fertilizer replenishment start position U2 located on the downstream side is shown as position V2.

Subsequently, when looking at the refueling start positions C4, C5 and the fertilizer replenishment start positions U1, U2 that have been individually and provisionally generated as described above, the route generation unit 35 generates the respective refueling start positions C4, C5. It is determined whether the fertilizer replenishment start positions U1 and U2 are located earlier than the above.

Now, focusing on the fuel replenishment start position C4, as shown in FIG. 25, no fertilizer replenishment start position is located upstream from this position. Therefore, the refueling start position C4 (and the refueling end position D4) is not integrated with any fertilizer replenishment start position (and the fertilizer replenishment end position).

On the other hand, when focusing on the fuel replenishment start position C5, fertilizer replenishment start positions U1 and U2 are arranged at positions upstream from this. That is, it is specified that fertilizer shortage occurs multiple times (twice in this embodiment) between the refueling start position C5 and the refueling start position C4 upstream from the refueling start position C5. On the other hand, a fertilizer replenishment start position U1 and a fertilizer replenishment start position U2 are set. In this case, the route generation unit 35 locates the next refueling start position C5 (and refueling start position The end position D5) is shifted (moved). In other words, the next refueling start position C5 (and refueling end position D5) is integrated with the fertilizer replenishment start position U2 (and fertilizer replenishment end position V2) which is farthest from the refueling start position C4 related to the previous refueling. .

Thereby, when the tractor 1 reaches the replenishment position F3 from the fertilizer replenishment start position U2 through the outbound route of the replenishment route Q, it is possible to replenish not only fertilizer but also fuel. Therefore, when viewed as a whole, it is possible to reduce the number of times the route deviates from the autonomous traveling route P and takes the route to the replenishment position F3 (that is, the number of times the route deviates from the autonomous traveling route P). The length of the fuel can be shortened, and fuel and fertilizer can be replenished efficiently.

As explained above, the route generation system 99 of the present embodiment is a fertilization device (work machine) that is attached to the traveling machine body (vehicle body part) 2 and that carries fertilizer (material) and performs autonomous work within the traveling area. Equipped with 3. The acquisition unit 57 can acquire the amount of fertilizer held by the fertilizer application device 3. The determination unit 58 can determine whether or not it is possible to complete autonomous work within the travel area based on the amount of fertilizer held. The route generating unit 35 determines that the determining unit 58 determines that neither the autonomous driving nor the autonomous work can be completed, and the autonomous driving route P runs out of the fertilizer before the fuel runs out. Based on the amount of fertilizer held, it is possible to complete autonomous travel and autonomous work to the refueling start position C, and autonomous travel from the refueling start position C to the refueling position F on the refueling route Q. Set the refueling start position C as follows.

As a result, a fuel replenishment route (material replenishment route) Q can be generated according to the earlier timing of fertilizer shortage and fuel shortage. In other words, the fertilizer and fuel are arranged according to which one of the fertilizer replenishment start position U2 (and the fertilizer replenishment end position V2) and the refueling start position C5 (and the refueling end position D5) are located on the more upstream side. A supply route Q can be generated to supply both. Therefore, it is possible to efficiently replenish fuel and fertilizer.

In the route generation system 99 of the present embodiment, the route generation unit 35 determines that the determination unit 58 determines that neither autonomous travel nor autonomous work can be completed, and that If fertilizer is insufficient multiple times between a shortage of fuel and the next fuel shortage, the fertilizer shortage that is farthest from the refueling start position C4 set in accordance with the previous fuel shortage The next fuel replenishment start position C5 is set at the same position as the set fertilizer replenishment start position U2.

Thereby, the fuel replenishment start position C5 and the fertilizer replenishment start position U2 can be made into a common position, and fuel replenishment and fertilizer replenishment can be performed efficiently.

<Modification of the fourth embodiment>
In the fourth embodiment described above, the replenishment position F3 set by the replenishment position setting unit 56 is a position where both fuel and fertilizer can be replenished. However, instead of this, the fuel supply position and the fertilizer supply position may be set at different positions. In that case, if the refueling position and the fertilizer replenishment position are located on the headland on the same side, the refueling start position and the fertilizer replenishment start position can be determined in the same manner as shown in the fourth embodiment. Can be integrated as needed. On the other hand, if the refueling position and the fertilizer replenishing position are placed on the headland on different sides, the refueling start position and the fertilizer replenishing start position are not integrated, and the refueling route and the fertilizer replenishing route are separated. can be generated.

Although preferred embodiments and modifications of the present invention have been described above, the above configuration can be modified as follows, for example.

After the traveling aircraft 2 temporarily stops and refuels at the refueling position F1 (F2, F3), the acquisition unit 57 acquires the amount of fuel held by the traveling aircraft 2 (confirms the amount of replenishment), and determines the amount of fuel that is required. It is also possible to notify that there is insufficient fuel depending on the situation. For example, after refueling at the refueling position F1 (F2, F3), an amount of fuel less than the maximum capacity of the fuel tank is required before reaching the work end position E, and the amount of refilled fuel is less than the maximum capacity of the fuel tank. If this is not achieved, notification may be given, for example, by lighting a warning lamp or generating an alarm sound. Thereby, it is possible to prompt the user to replenish (add) the necessary amount of fuel.

In the above embodiment, the refueling start position C and the refueling end position D are the end and start ends of the two autonomous working paths P1 that are connected to each other via the connecting path P2, and are located on the headland on the same side. It was assumed that However, it is not necessarily limited to this. For example, instead of this, the refueling start position C and the refueling end position D may be arranged on the common autonomous work path P1, or may be arranged on headlands on different sides.

In the first and second embodiments described above, the determination unit 58 determines whether the autonomous driving route P is based on the vehicle speed, engine rotation speed, route length of the autonomous driving route P, etc. set when generating the autonomous driving route P. The planned amount of fuel required for route P (planned required amount) is calculated. However, the method for calculating the planned required amount of fuel is not limited to this. For example, instead of this, the engine load is estimated taking into account the detected value of the load sensor 54, etc., and the engine speed and engine load are calculated. The planned required amount of fuel may be calculated from the relationship. Alternatively, the storage unit 32 may store the relationship between the planned required amount calculated by the determining unit 58 as the predicted amount when the tractor 1 was operated in the past and the actual required amount of fuel, and this information may be stored in the storage unit 32. It may also be used to calculate the scheduled required amount for the next time onwards. In that case, the relationship between the planned required amount of fuel on the autonomous work path (straight path) P1 and the actual amount of fuel required, and the relationship between the planned required amount and the actual required amount of fuel on the connecting path (swivel path) P2. Alternatively, it may be something to remember. Specifically, the ratio between the planned required amount and the actually required amount of fuel can be stored as a correction coefficient and used for calculating the planned required amount later.

Generally, the remaining fuel level at a position not far from the current position of the tractor 1 can be estimated with relatively high accuracy, but the further away from the current position of the tractor 1 the more the remaining fuel level It is thought that the accuracy of estimation of will decrease. Therefore, when displaying an image representing the generated autonomous driving route P using arrows, lines, etc. on the display 37, the color of the route is changed using gradation, etc. so that the position where the remaining fuel amount is estimated more accurately has a darker color. It can also be expressed. Alternatively, while the tractor 1 is autonomously traveling along the autonomous traveling route P, on the monitoring screen 100 (screen that graphically displays the autonomous traveling route P) displayed on the display 37, the fuel can be changed from the current position of the tractor 1. The color of the path to the replenishment start position C may be expressed in one unified color, and the color may gradually change to become darker as the tractor 1 travels downstream along the autonomous travel route P. Alternatively, each autonomous work path P1 arranged side by side may be expressed in a different color depending on the accuracy of estimation. Note that FIG. 27 shows an example in which the difference in estimation accuracy for each autonomous work path P1 is expressed on the monitoring screen 100 using such an expression method.

In the embodiment described above, the material is fertilizer, but the material is not limited to this. For example, instead of this, the material may be a herbicide, a drug, a seedling, or a seed. For example, if the material is a herbicide, use a herbicide spraying device, if the material is a chemical, use a chemical spraying device, if it is a seedling, use a seedling transplanting device, if the material is a seed, use a seeding device, or use the above-mentioned fertilization device 3. It can be used as a working machine instead.

In the above configuration, the route generation unit 35, replenishment position setting unit 56, acquisition unit 57, and determination unit 58 are provided on the wireless communication terminal 46 side, but these configurations are provided on the tractor 1 side and the wireless communication terminal. It is not limited to which of the 46 sides it can be provided with. Further, other components may be provided either on the tractor 1 side or on the wireless communication terminal 46 side.

The route generation system 99 described above is used only in the process of generating the supply route Q, and the actual traveling is carried out by, for example, the user steering the tractor 1 while referring to the supply route Q using the wireless communication terminal 46, etc. It may also be something you do.

<Additional notes to the invention>
According to a first aspect of the present invention, a route generation system having the following configuration is provided. That is, this route generation system includes a route generation section, an acquisition section, a refueling position setting section, and a determination section. The route generation unit is capable of generating an autonomous travel route on which the vehicle body autonomously travels within a travel area that is a combination of a preset non-work area and a work area. The acquisition unit acquires the amount of fuel mounted on the vehicle body. The refueling position setting section sets a refueling position, which is a refueling position, within the driving area. The determination unit determines whether or not it is possible to complete autonomous travel on the autonomous travel route based on the amount of fuel held. The route generation unit starts refueling to move the vehicle body to the refueling position set by the refueling position setting unit when the determining unit determines that autonomous driving cannot be completed. A position is set at the boundary between the non-working area and the working area.

This allows a smooth transition from autonomous work to refueling, and simplifies the refueling route.

According to a second aspect of the present invention, a route generation system having the following configuration is provided. That is, this route generation system includes a route generation section, an acquisition section, a material replenishment position setting section, and a determination section. The route generation unit is capable of generating an autonomous travel route on which the vehicle body autonomously travels within a travel area that is a combination of a preset non-work area and a work area. The acquisition unit acquires the amount of materials mounted on the vehicle body. The material replenishment position setting section sets a material replenishment position, which is a material replenishment position, within the travel area. The determination unit determines whether or not it is possible to complete autonomous travel work within the travel area based on the amount of materials held. The route generation unit generates materials for moving the vehicle body to a material replenishment position set by the material replenishment position setting unit when the determination unit determines that the autonomous driving work cannot be completed. A replenishment start position is set at the boundary between the non-working area and the working area.

Further, a display control system according to one aspect of the present invention includes a replenishment position setting section and a display control section. The replenishment position setting unit stores the fuel of the work vehicle and the fuel used for the work within a travel area that is a combination of a work area where work is performed by the work vehicle that performs autonomous driving work and a non-work area where the work is not performed. A replenishment position is set for replenishing the replenishment target consisting of at least one of the materials to be supplied. The display control section controls the display section to display a display screen. The display control unit displays a replenishment position setting screen that accepts a user's operation to designate a position where the replenishment position is to be set.

A route generation system according to one aspect of the present invention includes the display control system and a route generation unit capable of generating an autonomous travel route on which autonomous travel work is performed by the work vehicle within the travel area.

1 Robot tractor (tractor, work vehicle)
2 Traveling body (vehicle body)
35 Route generation section 56 Refueling position setting section (Refueling position setting section)
57 Acquisition unit 58 Determination unit 99 Route generation system C1 Refueling start position F1 Refueling position P Autonomous driving route

Claims (4)

a replenishment position setting unit that sets a replenishment position in a field where work is performed by a work vehicle that performs autonomous driving work, for replenishing a replenishment target consisting of at least one of fuel for the work vehicle and materials used for the work;
a display control unit that controls displaying a display screen on the display unit;
The display control unit displays, as the display screen, a replenishment position setting screen that accepts a user's operation regarding setting of the replenishment position, before the work vehicle starts autonomous traveling ;
The replenishment position can be set only at a specific position in the field,
Autonomous driving system for work vehicles. The display control unit displays the field on the replenishment position setting screen,
The autonomous driving system for a work vehicle according to claim 1. Generating an autonomous driving route for autonomously driving the work vehicle,
setting a replenishment start position at which the work vehicle deviates from the autonomous travel route in order to replenish the replenishment target at an end of the autonomous work route of the autonomous travel route;
An autonomous driving system for a work vehicle according to claim 1 or 2. The replenishment position is set at any position at the edge of the field,
An autonomous driving system for a work vehicle according to claim 1 or 2 .