JP7453954B2 - automatic driving system - Google Patents

Description

The present invention relates to an automatic driving system for automatically driving a work vehicle along a target driving route.

The above automatic driving system automatically drives the work vehicle along a pre-generated target travel route based on positioning information of the work vehicle acquired using a satellite positioning system or the like (for example, Patent Document (See 1).

In the system described in Patent Document 1, a user actually drives a work vehicle to set arbitrary two points in a work area, and a straight line connecting the two points is generated as a reference travel route. . A plurality of travel routes are generated in a state where they are lined up parallel to each other at intervals with respect to the reference travel route. Both the reference travel route and the plurality of travel routes are straight straight travel routes, and the plurality of straight travel routes are generated as the target travel route so as to be lined up in parallel with intervals.

When working in a work area with a work vehicle, the work vehicle automatically travels along a certain straight travel route, and when the work vehicle reaches the end of the straight travel route, it switches from automatic travel to manual travel. Manually turn the work vehicle to the start of the next adjacent straight travel route. When the work vehicle reaches the starting end of the next straight travel route, manual travel is switched to automatic travel, and the work vehicle automatically travels along the next straight travel route.

When turning the work vehicle to enter the next straight travel route during manual travel, it deviates from the starting end of the generated next straight travel route, or what is the starting end of the generated next straight travel route? You may want to enter a different location. Therefore, in the system described in Patent Document 1, when the vehicle enters the next straight line, the generated next straight line is set so that the starting end of the generated next straight line travel route matches the current position of the work vehicle. The travel route is shifted in a direction perpendicular to the straight travel direction. Thereby, the work vehicle can automatically travel along the straight travel route after the shift. Incidentally, when the next straight travel route is shifted, the remaining straight travel routes are also shifted by the same amount in the direction perpendicular to the straight travel direction.

Patent No. 6143716

In the system described in Patent Document 1, when the straight travel route is shifted, the straight travel route generated in advance is updated and the straight travel route after the shift is stored, or the shifted amount is stored. It is conceivable to memorize only the post-shift state of the straight travel route by, for example, storing the information in advance.

However, for example, when working with a work vehicle in the same work area in the next year, the pre-generated straight travel route will not be stored and the work vehicle will automatically travel using the pre-generated straight travel route. I won't be able to do that. Therefore, the previously generated straight travel route must be generated again, which increases the amount of work required.

For example, shifting of the straight travel route is not something that is done all the time, but is something that is done temporarily in response to changes in work conditions. Therefore, if you temporarily update and memorize the straight-line travel route after a shift, you will not be able to obtain an appropriate straight-line travel route when performing work under normal work conditions, making it difficult to perform appropriate work. Become something.

In view of this situation, the main problem of the present invention is to make it possible for a work vehicle to automatically travel while shifting a pre-generated straight travel route, while also being able to automatically travel a work vehicle using a pre-generated straight travel route. The object of the present invention is to provide an automatic driving system that can prevent the vehicle from becoming inoperable.

An automatic driving system according to one aspect of the present invention includes an automatic driving control unit that performs automatic driving control for automatically driving a working vehicle along a target driving route based on positioning information of the working vehicle, and an automatic driving control unit for the automatic driving control unit. The vehicle includes a route shift unit that shifts the target travel route in a direction perpendicular to the straight travel direction while automatic travel control is being executed. The target travel route is generated for the work area and includes at least the plurality of straight travel routes arranged at intervals. The route shift unit does not perform a process of shifting the target travel route at the operation disabled timing even when the automatic travel control is being executed.

Diagram showing the schematic configuration of an automated driving system Block diagram showing the schematic configuration of the automated driving system Diagram showing the work area with the target travel route generated Diagram showing a work screen displayed on the display of a mobile communication terminal An enlarged view of a portion of the work screen displayed on the display of a mobile communication terminal after route shift processing is performed. Flowchart showing operations when performing route shift processing Diagram showing a screen including a route offset button displayed on the display of a mobile communication terminal An enlarged view of a portion of the work screen displayed on the display of a mobile communication terminal after route offset processing is performed. Flowchart showing the operation when performing route offset processing Diagram showing a confirmation screen for confirming whether to save route information after shift

Embodiments of an automatic driving system according to the present invention will be described based on the drawings.
As shown in FIG. 1, this automatic driving system uses a tractor 1 as a working vehicle, but other than the tractor, riding working vehicles such as a riding rice transplanter, a combine harvester, a riding mower, a wheel loader, a snowplow, etc. Also, unmanned work vehicles such as unmanned lawn mowers can be applied.

As shown in FIGS. 1 and 2, this automatic travel system includes an automatic travel unit 2 mounted on a tractor 1, and a mobile communication terminal 3 configured to communicate with the automatic travel unit 2. As the mobile communication terminal 3, a tablet-type personal computer, a smartphone, or the like having a touch-operable display section 51 (for example, a liquid crystal panel) can be adopted.

The tractor 1 includes a traveling body 7 having left and right front wheels 5 that function as drivable steered wheels, and left and right rear wheels 6 that can be driven. A bonnet 8 is disposed on the front side of the traveling body 7, and within the bonnet 8 is provided an electronically controlled diesel engine (hereinafter referred to as an engine) 9 equipped with a common rail system. A cabin 10 forming a boarding type driving section is provided on the rear side of the bonnet 8 of the traveling body 7.

A rotary tilling device, which is an example of a working device 12, is connected to the rear of the traveling body 7 via a three-point linkage mechanism 11 so that it can be raised and lowered and rolled, thereby making it possible to configure the tractor 1 with a rotary tilling specification. can. A working device 12 such as a plow, a seeding device, a spreading device, etc. can be connected to the rear of the tractor 1 instead of the rotary tilling device.

As shown in FIG. 2, the tractor 1 includes an electronically controlled transmission 13 that changes the speed of power from the engine 9, a fully hydraulic power steering mechanism 14 that steers the left and right front wheels 5, and left and right rear wheels 6. Left and right hand brakes (not shown) for braking, an electronically controlled brake operation mechanism 15 that enables hydraulic operation of the left and right hand brakes, and a work clutch (not shown) that connects and disconnects transmission to a work device 12 such as a rotary tiller (not shown), an electronically controlled clutch operating mechanism 16 that enables hydraulic operation of a work clutch, an electrohydraulically controlled lifting drive mechanism 17 that lifts and lowers a working device 12 such as a rotary tiller, automatic driving of the tractor 1, etc. an on-vehicle electronic control unit 18 having various control programs, etc., a vehicle speed sensor 19 that detects the vehicle speed of the tractor 1, a steering angle sensor 20 that detects the steering angle of the front wheels 5, and measures the current position and current direction of the tractor 1. A positioning unit 21 and the like is provided.

Note that the engine 9 may be an electronically controlled gasoline engine equipped with an electronic governor. The transmission 13 may be a hydromechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), a belt continuously variable transmission, or the like. The power steering mechanism 14 may be an electric power steering mechanism 14 including an electric motor.

Inside the cabin 10, as shown in FIG. 1, there are a steering wheel 38 that enables manual steering of the left and right front wheels 5 via the power steering mechanism 14 (see FIG. 2), a driver's seat 39 for the passenger, and a touch panel. It is equipped with a formula display section and various operating tools.

As shown in FIG. 2, the in-vehicle electronic control unit 18 includes a shift control section 181 that controls the operation of the transmission 13, a brake control section 182 that controls the operation of the left and right hand brakes, and a control section 182 that controls the operation of the working device 12 such as a rotary tiller. A work equipment control section 183 that controls the operation, a steering angle setting section 184 that sets the target steering angle of the left and right front wheels 5 during automatic driving and outputs it to the power steering mechanism 14, and a target steering angle for automatic driving that is generated in advance. It has a nonvolatile in-vehicle storage unit 185 that stores the route P (for example, see FIG. 3) and the like.

As shown in FIG. 2, the positioning unit 21 includes a satellite that measures the current position and current direction of the tractor 1 using a GPS (Global Positioning System), which is an example of a satellite positioning system (NSS: Navigation Satellite System). A navigation device 22 and an inertial measurement unit (IMU) 23 having a 3-axis gyroscope, a 3-direction acceleration sensor, etc. and measuring the attitude, direction, etc. of the tractor 1 are provided. Positioning methods using GPS include DGPS (Differential GPS) and RTK-GPS (Real Time Kinematic GPS). In this embodiment, RTK-GPS, which is suitable for positioning a mobile object, is employed. Therefore, as shown in FIGS. 1 and 2, a reference station 4 that enables positioning by RTK-GPS is installed at a known position around the field.

As shown in FIG. 2, each of the tractor 1 and the reference station 4 includes positioning antennas 24 and 61 that receive radio waves transmitted from the positioning satellite 71 (see FIG. 1), and a positioning antenna between the tractor 1 and the reference station 4. The communication modules 25, 62, etc. that enable wireless communication of various information including positioning information are provided. As a result, the satellite navigation device 22 receives the positioning information obtained by the tractor-side positioning antenna 24 receiving radio waves from the positioning satellite 71 and the base station-side positioning antenna 61 receiving the radio waves from the positioning satellite 71. Based on the obtained positioning information, the current position and current direction of the tractor 1 can be measured with high accuracy. Furthermore, the positioning unit 21 is equipped with a satellite navigation device 22 and an inertial measurement device 23, so that it can measure the current position, current azimuth, and attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 with high precision. Can be done.

The positioning antenna 24, communication module 25, and inertial measurement device 23 provided in the tractor 1 are housed in an antenna unit 80, as shown in FIG. The antenna unit 80 is arranged at an upper position on the front side of the cabin 10.

As shown in FIG. 2, the mobile communication terminal 3 includes a terminal electronic control unit 52 having various control programs for controlling the operation of the display section 51, etc., and positioning information between the terminal electronic control unit 52 and the communication module 25 on the tractor side. A communication module 55 and the like that enable wireless communication of various information including information is provided. The terminal electronic control unit 52 includes a travel route generation section 53 that generates a target travel route P (for example, see FIG. 3) for automatically driving the tractor 1, and a travel route generation section that generates various input information input by the user and a travel route generation section. It has a non-volatile terminal storage unit 54 etc. that stores the target travel route P etc. generated by 53.

When the driving route generation unit 53 generates the target driving route P, a user such as a driver or an administrator can operate a work vehicle or Vehicle body information such as the type and model of the working device 12 is input, and the input vehicle body information is stored in the terminal storage section 54. The work area S (see FIG. 3) for which the target travel route P is generated is a farm field, and the terminal electronic control unit 52 of the mobile communication terminal 3 acquires field information including the shape and position of the field and stores it in the terminal storage section. I remember it in 54.

To explain the acquisition of field information, when a user or the like actually drives the tractor 1, the terminal electronic control unit 52 determines the shape and position of the field based on the current position of the tractor 1 acquired by the positioning unit 21. It is possible to obtain location information for identifying etc. The terminal electronic control unit 52 specifies the shape and position of the field from the acquired position information, and acquires field information including the specified work area S from the specified shape and position of the field. FIG. 3 shows an example in which a rectangular work area S is specified.

When the field information including the shape and position of the specified field is stored in the terminal storage unit 54, the driving route generation unit 53 uses the field information and vehicle body information stored in the terminal storage unit 54 to determine the target. A driving route P is generated.

As shown in FIG. 3, the travel route generation unit 53 divides the work area S into a central area R1 and an outer peripheral area R2. The central region R1 is set at the center of the work area S, and serves as a reciprocating work area in which the tractor 1 automatically travels in a reciprocating direction to perform a predetermined work (for example, work such as plowing). The outer peripheral region R2 is set around the central region R1. The driving route generation unit 53 calculates, for example, a space for turning required for the tractor 1 to turn around the edge of a field, based on the turning radius, the front-rear width, the left-right width, etc. included in the vehicle body information. I'm looking for. The travel route generation unit 53 divides the work area S into a central area R1 and an outer circumferential area R2 so as to secure the required space on the outer periphery of the central area R1.

As shown in FIG. 3, the driving route generation unit 53 generates a target driving route P using vehicle body information, farm field information, and the like. For example, the target travel route P includes a plurality of linear work routes P1 having the same straight distance in the central region R1 and arranged in parallel with a certain distance corresponding to the work width. The plurality of work routes P1 are routes for performing predetermined work while causing the tractor 1 to travel straight. The connecting route P2 is a U-turn route for changing the traveling direction of the tractor 1 by 180 degrees without performing a predetermined work, and connects the end of the working route P1 to the starting end of the next adjacent working route P1. ing. Incidentally, the target travel route P shown in FIG. 3 is just an example, and what kind of target travel route is set can be changed as appropriate.

The target travel route P generated by the travel route generation unit 53 can be displayed on the display unit 51, and is stored in the terminal storage unit 54 as route information associated with vehicle body information, field information, and the like. The route information includes the azimuth of the target travel route P, a set engine rotation speed, a target travel speed, etc. that are set according to the travel mode of the tractor 1 on the target travel route P.

In this way, when the driving route generation unit 53 generates the target driving route P, the terminal electronic control unit 52 transfers the route information from the mobile communication terminal 3 to the tractor 1, so that the vehicle-mounted electronic control unit 18 of the tractor 1 can obtain route information. The onboard electronic control unit 18 automatically causes the tractor 1 to travel along the target travel route P while acquiring its own current position (the current position of the tractor 1) using the positioning unit 21 based on the acquired route information. Can be done. The current position of the tractor 1 obtained by the positioning unit 21 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, every few milliseconds), and the current position of the tractor 1 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, every few milliseconds). I understand.

Regarding the transfer of route information, the entire route information can be transferred at once from the terminal electronic control unit 52 to the on-vehicle electronic control unit 18 at a stage before the tractor 1 starts automatic travel. Further, for example, the route information including the target travel route P can be divided into a plurality of route parts each having a predetermined distance with a small amount of information. In this case, before the tractor 1 starts automatic travel, only the initial route portion of the route information is transferred from the terminal electronic control unit 52 to the on-vehicle electronic control unit 18. After the start of automatic driving, each time the tractor 1 reaches a route acquisition point set according to the amount of information, etc., the route information for only the subsequent route portion corresponding to that point is transmitted from the terminal electronic control unit 52 to the on-vehicle electronic control. The information may be transferred to the unit 18.

When starting automatic travel of the tractor 1, for example, when the user or the like moves the tractor 1 to the starting point and various automatic travel start conditions are met, the user selects the display unit 51 on the mobile communication terminal 3. By operating the operator to instruct the start of automatic travel, the mobile communication terminal 3 transmits an instruction to start automatic travel to the tractor 1. As a result, in the tractor 1, the in-vehicle electronic control unit 18 receives the instruction to start automatic driving, and while the positioning unit 21 acquires its own current position (the current position of the tractor 1), it moves to the target driving route P. Automatic travel control for automatically driving the tractor 1 along the route is started. Automatic travel control in which the onboard electronic control unit 18 causes the tractor 1 to automatically travel along a target travel route P within the work area S based on positioning information of the tractor 1 acquired by the positioning unit 21 using a satellite positioning system. It is configured as an automatic driving control unit that performs the following.

The automatic driving control includes automatic shift control that automatically controls the operation of the transmission 13, automatic braking control that automatically controls the operation of the brake operation mechanism 15, automatic steering control that automatically steers the left and right front wheels 5, and a rotary tiller. This includes an automatic work control that automatically controls the operation of the work equipment 12 such as the above.

In automatic shift control, the shift control unit 181 adjusts the speed of the tractor 1 on the target travel route P based on the route information of the target travel route P including the target travel speed, the output of the positioning unit 21, and the output of the vehicle speed sensor 19. The operation of the transmission 13 is automatically controlled so that the vehicle speed of the tractor 1 is a target traveling speed set according to the traveling mode and the like.

In the automatic braking control, the braking control unit 182 determines whether the left and right handbrakes are applied to the left or right rear in the braking area included in the route information of the target travel route P based on the target travel route P and the output of the positioning unit 21. The operation of the brake operating mechanism 15 is automatically controlled so as to appropriately brake the wheels 6.

In the automatic steering control, the steering angle setting unit 184 sets the target of the left and right front wheels 5 based on the route information of the target travel route P and the output of the positioning unit 21 so that the tractor 1 automatically travels on the target travel route P. The steering angle is determined and set, and the set target steering angle is output to the power steering mechanism 14. The power steering mechanism 14 automatically steers the left and right front wheels 5 based on the target steering angle and the output of the steering angle sensor 20 so that the target steering angle is obtained as the steering angle of the left and right front wheels 5.

In automatic control for work, the work equipment control unit 183 determines whether the tractor 1 is working at the starting end of the work route P1 (for example, see FIG. 3) based on the route information of the target traveling route P and the output of the positioning unit 21. When the tractor 1 reaches the start point, a predetermined work (for example, plowing work) is started by the work device 12, and when the tractor 1 reaches the work end point such as the end of the work route P1 (see FIG. 3, for example). Accordingly, the operations of the clutch operating mechanism 16 and the lifting drive mechanism 17 are automatically controlled so that the predetermined work performed by the working device 12 is stopped.

In this way, in the tractor 1, the automatic driving unit 2 is composed of the transmission 13, power steering mechanism 14, brake operating mechanism 15, clutch operating mechanism 16, lift drive mechanism 17, on-board electronic control unit 18, vehicle speed sensor 19, steering angle sensor 20, positioning unit 21, and communication module 25, etc.

In this embodiment, it is possible not only to cause the tractor 1 to travel automatically without a user or the like boarding the cabin 10, but also to drive the tractor 1 automatically with a user or the like boarding the cabin 10. Therefore, not only can the tractor 1 be automatically driven along the target traveling route P by the automatic driving control by the on-vehicle electronic control unit 18 without the user or the like boarding the cabin 10, but also the user or the like can board the cabin 10. Even in this case, the tractor 1 can automatically travel along the target travel route P by the automatic travel control by the on-vehicle electronic control unit 18.

When a user or the like is in the cabin 10, the on-vehicle electronic control unit 18 switches between an automatic driving state in which the tractor 1 travels automatically and a manual driving state in which the tractor 1 travels based on the user's driving. be able to. Therefore, while automatically traveling on the target travel route P in the automatic traveling state, it is possible to switch from the automatic traveling state to the manual traveling state, and conversely, while traveling in the manual traveling state, it is possible to switch to the manual traveling state. It is possible to switch from the state to the automatic driving state. For switching between the manual driving state and the automatic driving state, for example, a switching operation section for switching between the automatic driving state and the manual driving state can be provided near the driver's seat 39, and the switching operation section can be carried. It can also be displayed on the display unit 51 of the communication terminal 3. Further, when the user operates the steering wheel 38 during automatic driving control by the on-vehicle electronic control unit 18, the automatic driving state can be switched to the manual driving state.

As shown in FIGS. 1 and 2, the tractor 1 is equipped with an obstacle detection system 100 for detecting obstacles around the tractor 1 (traveling body 7) and avoiding collisions with the obstacles. ing. The obstacle detection system 100 includes a plurality of lidar sensors 101 and 102 that can three-dimensionally measure the distance to the object to be measured using a laser, and a plurality of lidar sensors 101 and 102 that can measure the distance to the object to be measured using ultrasonic waves. Sonar units 103 and 104 having sonar, an obstacle detection section 110, and a collision avoidance control section 111 are provided.

The objects to be measured by the lidar sensors 101 and 102 and the sonar units 103 and 104 are objects, people, and the like. The rider sensors 101 and 102 include a front rider sensor 101 that measures the front side of the tractor 1 and a rear rider sensor 102 that measures the rear side of the tractor 1. The sonar units 103 and 104 include a right sonar unit 103 that measures the right side of the tractor 1, and a left sonar unit 104 that measures the left side of the tractor 1.

The obstacle detection unit 110 performs obstacle detection processing to detect objects to be measured, such as objects or people within a predetermined distance, as obstacles based on measurement information from lidar sensors 101, 102 and sonar units 103, 104. It is composed of The collision avoidance control unit 111 is configured to perform collision avoidance control to decelerate the tractor 1 or stop the tractor 1 when the obstacle detection unit 110 detects an obstacle. In collision avoidance control, the collision avoidance control unit 111 not only decelerates the tractor 1 or stops the tractor 1 from traveling, but also activates a notification device 26 such as a notification buzzer or notification lamp to warn that an obstacle is present. I am informing you. In collision avoidance control, the collision avoidance control unit 111 uses the communication modules 25 and 55 to communicate from the tractor 1 to the mobile communication terminal 3 and display the presence of the obstacle on the display unit 51, thereby detecting the presence of the obstacle. It is possible to notify that the

The obstacle detection unit 110 repeatedly performs obstacle detection processing in real time based on measurement information from the lidar sensors 101 and 102 and the sonar units 103 and 104, and appropriately detects obstacles such as objects and people. The collision avoidance control unit 111 performs collision avoidance control to avoid collisions with obstacles detected in real time.

The obstacle detection section 110 and the collision avoidance control section 111 are included in the on-vehicle electronic control unit 18. The onboard electronic control unit 18 is communicably connected to an engine electronic control unit, lidar sensors 101, 102, sonar units 103, 104, etc. included in the common rail system via a CAN (Controller Area Network). There is.

When the tractor 1 automatically travels along the target travel route P, there may be cases where it is desired to shift the work route P1 in the target travel route P in a direction perpendicular to the travel direction, depending on the work situation or the user's request. Therefore, in this automatic driving system, both in a state where the on-vehicle electronic control unit 18 is not executing automatic driving control and a state where the on-vehicle electronic control unit 18 is executing automatic driving control. A configuration is provided for shifting the work route P1 (corresponding to a straight travel route) in the target travel route P in a direction perpendicular to the travel direction (straight travel direction).

First, route shift processing for shifting the work route P1 in a state where the on-vehicle electronic control unit 18 is not executing automatic travel control will be described.
As shown in FIG. 2, the mobile communication terminal 3 is configured to shift the work route P1 on the target travel route P in a direction perpendicular to the travel direction when the in-vehicle electronic control unit 18 is not executing automatic travel control. a terminal storage unit 54 (corresponding to a first post-shift route information storage unit) that stores post-shift route information regarding the work route P1 after shifting in the first route shift unit 91; A first memory reset unit 92 is provided that resets the post-shift route information stored in the terminal storage unit 54 when a predetermined first reset condition is met.

Incidentally, the post-shift route information in the route shift process can be, for example, position information about the work route P1 after the shift, or information about the shift direction and shift amount with respect to the work route P1 before the shift.

FIG. 4 shows a work screen displayed on the display unit 51 of the mobile communication terminal 3. On this work screen, the work route P1 on the target travel route P, the current position of the tractor 1, etc. are displayed. The mobile communication terminal 3 is equipped with a completed work registration unit 56 (see FIG. 2) that registers the completed work route P1 of the target travel route P. On the work screen, the unworked work route P1 and the completed work route P1 can be distinguished by adding a color (gray in FIG. 4) to the work route P1 registered as completed in the work completed registration unit 56. Identifiable. FIG. 4 illustrates a state in which the automatic travel control by the on-vehicle electronic control unit 18 is stopped midway through the work route P1, and the work is interrupted.

In the work screen of FIG. 4, a route shift button 93 is displayed for shifting the work route P1 in a direction perpendicular to the traveling direction thereof. As a result, when a user or the like presses the route shift button 93 in a state where the in-vehicle electronic control unit 18 is not executing the automatic driving control, such as before the in-vehicle electronic control unit 18 executes the automatic driving control, , the first route shift unit 91 performs a route shift process to shift the entire work route P1 in a direction perpendicular to the traveling direction thereof so that the work route P1 coincides with the current position of the tractor 1. In the route shifting process, for example, as shown in FIG. 5, the entire working route P1 is shifted so that the working route P1 coincides with the current position of the tractor 1. In what is shown in FIG. 5, the entire work route P1 is shifted, but for example, only the unworked work route P1 can be shifted without shifting the completed work route P1.

The route shift process by the first route shift unit 91 can be performed in all cases where the on-vehicle electronic control unit 18 performs automatic travel control, as long as the on-vehicle electronic control unit 18 is not executing automatic travel control. The first route shift unit 91 can perform route shift processing only when the on-vehicle electronic control unit 18 performs automatic travel control in the straight-ahead mode.

To explain the straight-ahead mode, the on-vehicle electronic control unit 18 is configured to be able to execute a straight-ahead mode in which the tractor 1 automatically travels only on the plurality of work routes P1 on the target travel route P in automatic travel control. In the straight-ahead mode, the on-vehicle electronic control unit 18 causes the tractor 1 to automatically travel along the work route P1 from the start end to the end end of the work route P1 in each of the plurality of work routes P1. When it reaches that point, it switches to manual operation. Therefore, the turning movement from the end of the work route P1 to the start end of the next work route P1 is performed manually by the user or the like.

The route shift process by the first route shift unit 91 is performed before performing automatic travel control in the straight-ahead mode, such as at a timing immediately before performing automatic travel control in the straight-ahead mode, and at a timing when performing automatic travel control in the straight-ahead mode. This is a process of shifting the work route P1. The straight-ahead mode can be started not only from the starting end of the working route P1 but also from the middle of the working route P1, so not only when the tractor 1 is located at or near the starting end of the working route P1, but also when the tractor 1 is located at the starting end of the working route P1. Even if it is located in the middle of P1, the first route shift section 91 can perform the route shift process.

When the first route shift section 91 performs the route shift process, the terminal electronic control unit 52 uses the communication module 55 to transmit post-shift route information as the route information. The in-vehicle electronic control unit 18 performs automatic driving control based on the post-shift route information received by the communication module 25. As a result, when the in-vehicle electronic control unit 18 performs automatic driving control in the straight-ahead mode after the first route shift unit 91 performs the route shift process, the shifted work route P1 shifted in the route shift process is changed. The tractor 1 can automatically travel along the route.

When the work route P1 is shifted in the route shift process, the terminal electronic control unit 52 displays the shifted work route P1 on the work screen, as shown in FIG. The working route P1 after shifting is obtained by shifting the entire working route P1 in a direction perpendicular to the traveling direction thereof so that the working route P1 coincides with the current position of the tractor 1. In FIG. 5, a work route P1 indicated by a dotted line indicates a work route P1 before shifting. In this way, when the first route shift section 91 performs the route shift process, the work route P1 is changed from the pre-shift position to the post-shift position and is displayed.

The operation when the first route shift section 91 performs the route shift process will be described based on the flowchart in FIG. 6 .
First, before the in-vehicle electronic control unit 18 executes automatic travel control in the straight-ahead mode, position the tractor 1 at a location where you want to start work in the straight-ahead mode, and press the route shift button 93 (see FIG. 4). Press and operate (Step #1).

When the route shift button 93 is pressed, the first route shift section 91 performs a route shift process and shifts the entire working route P1 orthogonal to the traveling direction so that the working route P1 coincides with the current position of the tractor 1. (If Yes in step #1, step #2). At this time, the work screen is also displayed with the work path P1 changed from the pre-shift position to the post-shift position, as shown in FIG.

The terminal electronic control unit 52 stores post-shift route information regarding the work route P1 after the route shift process by the first route shift unit 91 in the terminal storage unit 54 (step #3).

In this way, when the route shift process and the storage of the post-shift route information are performed by the first route shift unit 91, when an instruction to start automatic driving in the straight-ahead mode is received, the in-vehicle electronic control unit 18 performs automatic driving control in straight-ahead mode based on post-shift route information that has undergone route shift processing.

The post-shift route information stored in the terminal storage unit 54 is not stored forever; when the first reset condition is met, the first storage reset unit 92 stores the post-shift route information in the terminal storage unit 54. The post-shift route information is reset (if Yes in step #4, step #5). The first memory reset unit 92 determines whether the first reset condition is satisfied, and if the first reset condition is satisfied, the post-shift route information stored in the terminal storage unit 54 is deleted and reset. are doing.

The route shift process by the first route shift unit 91 is not performed constantly, but is performed temporarily in order to respond to changes in the work situation in the work area S or requests from users and the like. Therefore, the first reset condition is set so that the first reset condition is satisfied when the work in the work area S is completed. This prevents the inconvenience of resetting the post-shift route information and storing the post-shift route information when the work in the work area S is completed.

The first reset condition will be explained.
The terminal storage unit 54 (corresponding to a route storage unit) stores the target driving route P generated by the driving route generating unit 53, but not only the target driving route P for one work area S, but also the target driving route P for one work area S. A target travel route P corresponding to each of the plurality of work areas S is stored. When the in-vehicle electronic control unit 18 performs automatic travel control in the straight-ahead mode, the terminal electronic control unit 52 selects a work path from the target travel route P in each of the plurality of work areas S stored in the terminal storage unit 54. A target travel route P in the target work area S is read out, and route information regarding the work route P1 of the target travel route P is transferred to the tractor 1.

Therefore, the first reset condition can be set to indicate that the target travel route P corresponding to the work area S of the next work target has been read out from the terminal storage unit 54. As a result, it can be determined that the work in the target work area S has been completed and the work for automatically driving the tractor 1 is being performed in the next work area S, and the terminal storage unit 54 The stored post-shift route information can be reset.

Further, the first reset condition can be set such that a predetermined period of time has elapsed since the route shift process (shift operation) in which the first route shift unit 91 shifts the work route P1. As a result, when a predetermined period of time has elapsed since the route shift processing was performed, it can be determined that the work in the work area S has been completed, and the post-shift route information stored in the terminal storage unit 54 can be reset. Can be done.

Although not shown, for example, a first reset button can be displayed on the work screen displayed on the display unit 51 of the mobile communication terminal 3. The first reset condition can be set when the first reset button is pressed by a user or the like. Thereby, the post-shift route information can be reset after confirming the intention of the user or the like.

In this way, various conditions can be set as the first reset condition. When a plurality of conditions are set as the first reset condition, for example, if even one condition among the plurality of conditions is satisfied, the first reset condition can be determined to be satisfied.

Next, route offset processing for shifting the work route P1 while the in-vehicle electronic control unit 18 is executing automatic travel control will be described.
As shown in FIG. 2, the mobile communication terminal 3 is configured to shift the work route P1 on the target travel route P in a direction perpendicular to the travel direction while the in-vehicle electronic control unit 18 is executing automatic travel control. a terminal storage unit 54 (corresponding to a second post-shift route information storage unit) that stores post-shift route information regarding the work route P1 after shifting in the second route shift unit 94; A second memory reset unit 95 is provided that resets the post-shift route information stored in the terminal storage unit 54 when a predetermined second reset condition is met.

By the way, the post-shift route information in the route offset process includes, for example, position information about the post-shift work route P1 and the connection route P2 that connects the post-shift work route P1, and the work route P1 and the connection route P2 before the shift. The information can be information regarding the shift direction and shift amount.

As shown in FIG. 7, on the work screen etc. displayed on the display unit 51 of the mobile communication terminal 3, a route offset button 96 for shifting the work route P1 in a direction perpendicular to the traveling direction thereof is displayed. As a result, when the user or the like presses the route offset button 96 while the in-vehicle electronic control unit 18 is executing automatic driving control, the second route shift section 94 shifts the unworked work route P1 A route offset process is performed to shift all of the vehicles in a direction perpendicular to the traveling direction. In the route offset process, for example, as shown in FIG. 5, the entire unworked work route P1 is shifted so that the unworked work route P1 shown by the dotted line is changed to the unworked work route P1 shown by the solid line. I'm letting you do it.

In the route offset process, the second route shift unit 94 adjusts the working route according to which of the right route offset button 96 or the left route offset button 96 is pressed, the number of times the route offset button 96 is pressed, etc. The shift direction and shift amount for shifting P1 are specified, and the unworked work path P1 is shifted by the specified shift direction and shift amount.

The route offset process by the second route shift unit 94 is different from the route shift process by the first route shift unit 91, and is not limited to the case where the in-vehicle electronic control unit 18 performs automatic travel control in the straight-ahead mode. 18 performs automatic travel control. Here, a push operation disabling timing is set that disables the push operation of the route offset button 96 even during execution of automatic travel control by the on-vehicle electronic control unit 18. At this push-disabled timing, the push operation of the route offset button 96 is disabled so that the second route shift section 94 does not perform the route offset process. If the work route P1 is shifted while the tractor 1 is automatically traveling on the connecting route P2, it becomes difficult to know in which direction the work route P1 should be shifted. Furthermore, if the tractor 1 is located between a position on the working route P1 that is a predetermined distance (for example, 10 m) before the starting end of the connecting route P2 and the starting end of the connecting route P2, if the working route P1 is shifted, There is a possibility that the tractor 1 reaches the connecting route P2 before the control operation for shifting the work route P1 is stably performed, and the control operation becomes unstable. Therefore, the push operation disabled timing is, for example, the timing when the tractor 1 is automatically traveling along the connecting route P2, and the timing when the tractor 1 is moving from a position on the working route P1 a predetermined distance (for example, 10 m) before the starting end of the connecting route P2. The timing is set at a time when the tractor 1 is located up to the starting end of the connecting route P2 .

When the second route shift section 94 performs the route offset process, the terminal electronic control unit 52 uses the communication module 55 to transmit post-shift route information as the route information. The in-vehicle electronic control unit 18 performs automatic driving control based on the post-shift route information received by the communication module 25. As a result, when the in-vehicle electronic control unit 18 performs automatic travel control after the second route shift section 94 performs the route offset process, the tractor 1 moves along the shifted work route P1 shifted in the route offset process. can run automatically. Incidentally, in this case, the connection route P2 is also changed to connect the terminal end of the work route P1 and the start end of the next work route P1 in the work route P1 after the shift.

When the work route P1 is shifted in route offset processing, the terminal electronic control unit 52 maintains the state where the work route P1 before the shift is displayed on the work screen, as shown in FIG. Therefore, the current position of the tractor 1 is displayed at a position deviated from the work route P1. This allows the user and the like to recognize that the second route shift section 94 is performing route offset processing.

The operation when the second route shift section 94 performs the route offset process will be described based on the flowchart in FIG. 9 .
First, while the in-vehicle electronic control unit 18 is executing automatic travel control, a user or the like presses the route offset button 96 (see FIG. 7) (step #11).

When the route offset button 96 is pressed, the second route shift unit 94 performs a route offset process, and moves the entire unworked work route P1 in the direction perpendicular to the traveling direction by the specified shift direction and shift amount. (If Yes in step #11, step #12). At this time, on the work screen, as shown in FIG. 8, the work route P1 is maintained at the position before the shift, and the current position of the tractor 1 is displayed at a position off the work route P1.

The terminal electronic control unit 52 causes the terminal storage unit 54 to store post-shift route information regarding the work route P1 after the route offset processing by the second route shift unit 94 (step #13).

When the second route shift section 94 performs the route offset process and stores the post-shift route information in this manner, the on-vehicle electronic control unit 18 changes the route information to be used from the pre-shift route information to the post-shift route information. Automatic driving control continues based on route information after the shift.

The post-shift route information stored in the terminal storage unit 54 is not stored forever; when the second reset condition is met, the second storage reset unit 95 stores the post-shift route information in the terminal storage unit 54. The post-shift route information is reset (if Yes in step #14, step #15). The second memory reset unit 95 determines whether or not the second reset condition is satisfied, and if the second reset condition is satisfied, the post-shift route information stored in the terminal storage unit 54 is deleted and reset. are doing.

The route offset process by the second route shift unit 94 is not performed all the time, but is performed temporarily in order to respond to changes in the work situation during automatic driving or requests from the user or the like. Therefore, the second reset condition is set so that the second reset condition is satisfied in a state where automatic driving is completed. This prevents the inconvenience of resetting the post-shift route information and storing the post-shift route information in a state where automatic driving has ended.

The second reset condition will be explained.
For example, the second reset condition may be that the automatic driving control by the on-vehicle electronic control unit 18 is interrupted. However, in this case, the post-shift route information stored in the terminal storage section 54 will be reset at the timing when the automatic travel control by the on-vehicle electronic control unit 18 is interrupted. Therefore, automatic travel control by the on-vehicle electronic control unit 18 cannot be restarted from the work route P1 shifted by the route offset process.

Therefore, the second reset condition can be set such that the tractor 1 is moved a predetermined distance by manual operation after the automatic travel control by the on-vehicle electronic control unit 18 is interrupted. Not only is automatic travel control by the on-vehicle electronic control unit 18 interrupted, but if the tractor 1 is subsequently moved a predetermined distance in manual operation, it may be determined that automatic travel has ended and manual operation has been switched. The post-shift route information stored in the terminal storage unit 54 can be reset.

If the automatic driving control by the in-vehicle electronic control unit 18 is simply interrupted, the post-shift route information stored in the terminal storage unit 54 is not reset, and the post-shift route information is stored in the terminal storage unit 54. is maintained. Therefore, by using the post-shift route information stored in the terminal storage unit 54, the automatic travel control by the on-vehicle electronic control unit 18 can be restarted from the work route P1 shifted in the route offset process.

When the tractor 1 automatically travels, route information regarding the target traveling route P is transferred from the terminal electronic control unit 52 to the on-vehicle electronic control unit 18. As described above, as a method of transferring this route information, after the start of automatic driving, route information of only a predetermined number of subsequent route parts is transmitted at each transmission timing such as every time the tractor 1 reaches a route acquisition point. It can be transferred from the terminal electronic control unit 52 to the on-vehicle electronic control unit 18. In this case, the on-vehicle electronic control unit 18 specifies a travelable travel route (work route P1 or connection route P2) from the transferred route information, and causes the tractor 1 to automatically travel along the identified travel route. ing.

Therefore, the second reset condition can be set such that the driving route specified by the on-vehicle electronic control unit 18 from the route information is changed to a different driving route. By setting such conditions, even if automatic driving is interrupted, if the traveling route on which the tractor 1 automatically travels is the same traveling route, the post-shift route information stored in the terminal storage unit 54 can be reset. If the travel route on which the tractor 1 automatically travels is changed without changing the travel route, the post-shift route information stored in the terminal storage unit 54 can be reset.

Although not shown, for example, a second reset button can be displayed on the work screen displayed on the display unit 51 of the mobile communication terminal 3. The second reset condition can be set when the second reset button is pressed by a user or the like. Thereby, the post-shift route information can be reset after confirming the intention of the user or the like.

In this way, various conditions can be set as the second reset condition. When a plurality of conditions are set as the second reset condition, for example, if even one condition among the plurality of conditions is satisfied, the second reset condition can be determined to be satisfied.

As described above, the route information after the shift by the route offset process is not stored forever, but is reset when a predetermined condition is satisfied. However, the user may wish to perform automatic driving using the post-shift route information even in subsequent automatic driving.

Therefore, for example, as shown in FIG. 10, the terminal electronic control unit 52 can display a confirmation screen on the display unit 51 of the mobile communication terminal 3 to confirm whether or not to save the post-shift route information. . In this case, when the user or the like presses the "Yes" button, the terminal electronic control unit 52 stores the post-shift route information in the terminal storage section 54 (stores it so that it cannot be reset). The confirmation screen in FIG. 10 can be displayed on the display unit 51 of the mobile communication terminal 3 at a timing after the terminal electronic control unit 52 performs the route offset process.

[Another embodiment]
Other embodiments of the present invention will be described.
Note that the configurations of each embodiment described below are not limited to being applied individually, but can also be applied in combination with the configurations of other embodiments.

(1) The configuration of the work vehicle can be modified in various ways.
For example, the work vehicle may be configured with a hybrid specification that includes the engine 9 and an electric motor for driving, or may be configured with an electric specification that includes an electric motor for driving in place of the engine 9. .
For example, the work vehicle may be configured to have a semi-crawler specification including left and right crawlers in place of the left and right rear wheels 6 as the running portion.
For example, the work vehicle may be configured with a rear wheel steering specification in which the left and right rear wheels 6 function as steering wheels.

(2) In the above embodiment, the mobile communication terminal 3 is provided with the travel route generation section 53, the first route shift section 91, the first memory reset section 92, the second route shift section 94, and the second memory reset section 95. However, for example, the driving route generation section 53, the first route shift section 91, the first memory reset section 92, the second route shift section 94, and the second memory reset section 95 may be provided on the work vehicle side of the tractor 1. You can also do it.

(3) In the above embodiment, the route shift process by the first route shift section 91 is performed only when the in-vehicle electronic control unit 18 performs automatic travel control in the straight-ahead mode; however, it is not limited to the straight-ahead mode. The route shift process may be performed by the first route shift section 91 in all cases where the in-vehicle electronic control unit 18 performs automatic travel control.

(4) In the above embodiment, the first route shift unit 91 performs the route shift process when the on-vehicle electronic control unit 18 is not executing automatic drive control, but the on-vehicle electronic control unit 18 performs automatic drive control. The first route shift unit 91 may perform the route shift process while the above is being executed.
In addition, in a state where the on-vehicle electronic control unit 18 is executing automatic travel control, the second route shift section 94 performs route offset processing, but when the on-vehicle electronic control unit 18 is not executing automatic travel control. In this case, the second route shift section 94 may perform route offset processing.
In other words, the work route P1 is shifted in both a state where the on-vehicle electronic control unit 18 is not executing automatic travel control and a state where the on-vehicle electronic control unit 18 is executing automatic travel control. It is sufficient if the work path P1 is shifted, and how the work route P1 is shifted can be changed as appropriate.

<Additional notes to the invention>
A first characteristic configuration of the present invention is a driving route generation unit that generates a target driving route including at least a plurality of straight driving routes lined up in parallel at intervals with respect to the work area;
a route storage unit that stores the target travel route generated by the travel route generation unit;
an automatic travel control unit that performs automatic travel control to automatically travel the work vehicle along a target travel route based on positioning information of the work vehicle acquired by a satellite positioning system;
a first route shift unit that shifts the straight travel route in the target travel route in a direction perpendicular to the straight travel direction in a state where the automatic travel control unit is not performing automatic travel control;
a first post-shift route information storage unit that stores post-shift route information regarding the straight travel route after the shift in the first route shift unit;
The present invention further includes a first memory reset section that resets the post-shift route information stored in the first post-shift route information storage section when a predetermined first reset condition is satisfied.

According to this configuration, in a state where the automatic travel control section is not executing automatic travel control, the first route shift section shifts the straight travel route, so that the automatic travel control section shifts the straight travel route after the shift. By performing automatic travel control using the target travel route including the following, the work vehicle can automatically travel along the straight travel route after the shift. When the straight travel route is shifted by the first route shift unit, the post-shift route information is stored in the first post-shift route storage unit, but when the first reset condition is satisfied, the post-shift route information is Route information is being reset. As a result, the post-shift route information is not stored forever and can be reset at a desired timing, so that the post-shift route information does not have an adverse effect on the target travel route stored in the route storage unit. The automatic travel control unit can perform automatic travel control using the target travel route stored in the route storage unit without giving any information.

From the above, although it is possible to automatically drive a work vehicle while shifting a pre-generated straight-line travel route, it is no longer possible to automatically drive a work vehicle using a target travel route that includes a pre-generated straight-line travel route. can be prevented.

A second characteristic configuration of the present invention is that the route storage unit is configured to store target travel routes corresponding to each of the plurality of work areas,
The automatic travel control unit is configured to perform automatic travel control based on the target travel route corresponding to the work area of the work target read from the route storage unit,
The first reset condition is that the target travel route corresponding to the work area of the next work target has been read out from the route storage unit.

According to this configuration, the target travel route generated by the travel route generation unit is stored in the route storage unit, but the target travel route is not only for one work area but also corresponds to each of a plurality of work areas. A target travel route is stored in the route storage section. When the automatic travel control unit performs automatic travel control, the target travel route in the work area to be worked is read out from the target travel routes in each of the plurality of work areas stored in the route storage unit, and the read target Automatic driving control is performed using the driving route.

Therefore, the first reset condition is set such that the target travel route corresponding to the work area of the next work target is read out from the route storage section. As a result, it can be determined that the work in the target work area has been completed and the work to make the work vehicle automatically travel in the next work area is being carried out, and the post-shift route can be determined at an appropriate timing. Information can be reset.

A third feature of the present invention is that the first reset condition is set such that a predetermined period of time has elapsed since a shift operation of shifting the straight travel route by the first route shift section.

When a predetermined period of time has elapsed since the shift operation of shifting the straight travel route by the first route shift unit, the work in the target work area is completed, and work to make the tractor automatically travel in the next work area is performed. It can be determined that Therefore, by setting the first reset condition such that a predetermined period of time has elapsed since the shift operation of shifting the straight travel route by the first route shift unit, it is possible to reset the post-shift route information at an appropriate timing. .

A fourth characteristic configuration of the present invention is a travel route generation unit that generates a target travel route including at least a plurality of straight travel routes arranged in parallel at intervals with respect to the work area;
a route storage unit that stores the target travel route generated by the travel route generation unit;
an automatic travel control unit that performs automatic travel control to automatically travel the work vehicle along a target travel route based on positioning information of the work vehicle acquired by a satellite positioning system;
a second route shift unit that shifts the straight travel route in the target travel route in a direction perpendicular to the straight travel direction while the automatic travel control unit is executing automatic travel control;
a second post-shift route information storage unit that stores post-shift route information regarding the straight travel route after the shift in the second route shift unit;
The present invention further includes a second memory reset section that resets the post-shift route information stored in the second post-shift route information storage section when a predetermined second reset condition is satisfied.

According to this configuration, while the automatic travel control section is executing the automatic travel control, the second route shift section shifts the straight travel route, so that the automatic travel control section shifts the straight travel route after the shift. By continuing automatic travel control using the target travel route including the following, the work vehicle can automatically travel along the straight travel route after the shift. When the straight travel route is shifted by the second route shift unit, the post-shift route information is stored in the second post-shift route storage unit, but when the second reset condition is satisfied, the post-shift route information is stored in the post-shift route storage unit. Route information is being reset. As a result, the post-shift route information is not stored forever and can be reset at a desired timing, so that the post-shift route information does not have an adverse effect on the target travel route stored in the route storage unit. The automatic travel control unit can perform automatic travel control using the target travel route stored in the route storage unit without giving any information.

From the above, although it is possible to automatically drive a work vehicle while shifting a pre-generated straight-line travel route, it is no longer possible to automatically drive a work vehicle using a target travel route that includes a pre-generated straight-line travel route. can be prevented.

A fifth characteristic configuration of the present invention is that the second reset condition is set such that the work vehicle is moved a predetermined distance by manual operation after the automatic travel control by the automatic travel control unit is interrupted. be.

The second reset condition may also be that the automatic travel control by the automatic travel control unit is interrupted. However, in this case, the post-shift route information will be reset at the timing when the automatic travel control by the automatic travel control section is interrupted. Therefore, automatic travel control by the automatic travel control section cannot be restarted from the straight travel route after the shift.

Therefore, the second reset condition is set such that the work vehicle is manually moved a predetermined distance after the automatic travel control by the automatic travel control section is interrupted. Not only is automatic travel control by the automatic travel control unit interrupted, but if the work vehicle is subsequently moved a predetermined distance in manual operation, it can be determined that automatic travel has ended and manual operation has been switched. , the post-shift route information can be reset at an appropriate timing.

If the automatic travel control by the automatic travel control unit is simply interrupted, the post-shift route information is not reset, and the state in which the post-shift route information is stored is maintained. Therefore, by using the stored post-shift route information, the automatic travel control by the automatic travel control unit can be restarted from the straight travel route after the shift.

1 Tractor (work vehicle)
18 In-vehicle electronic control unit (automatic driving control section)
53 Travel route generation unit 54 Terminal storage unit (route storage unit, first shift route information storage unit, second shift route information storage unit)
91 First route shift section 92 First memory reset section 94 Second route shift section 95 Second memory reset section P1 Work route (straight travel route)
S work area

Claims (4)

Automatic driving in which the work vehicle automatically travels along a target travel route that is generated for a work area and includes at least a plurality of straight travel routes arranged at intervals, based on positioning information of the work vehicle. An automatic driving control unit that performs control;
a route shift unit that shifts the target travel route in a direction perpendicular to the straight travel route while the automatic travel control unit is executing automatic travel control;
The route shift unit is configured not to perform a process of shifting the target travel route at an operation-disabled timing even when the automatic travel control is being executed;
The operation disabled timing includes a timing when the work vehicle is automatically traveling from a predetermined distance before the end of the straight travel route to the end of the straight travel route .
Automated driving system. The operation disabled timing is set based on the position of the work vehicle that is automatically traveling on the target travel route.
The automatic driving system according to claim 1. The target travel route includes a connecting route that connects the two straight travel routes,
The operation disabled timing includes a timing when the work vehicle is automatically traveling along the connected route among the target travel route.
The automatic driving system according to claim 2. The route shift unit performs a process of shifting the target travel route when the route offset button is operated at times other than the operation-disabled timing, and at the operation-disabled timing, the route shift section shifts the target travel route even when the route offset button is operated at the operation-disabled timing. not performing the process of shifting the target travel route;
The automatic driving system according to any one of claims 1 to 3 .