JP7466276B2 - Work vehicle coordination system - Google Patents

Description

The present invention relates to a work vehicle cooperation system in which a first work vehicle and a second work vehicle that automatically follows the first work vehicle cooperate to carry out field work.

In order to complete field work quickly, conventionally, field work has been carried out by driving multiple work vehicles through a single field. One such technology is described in Patent Document 1.

Patent Document 1 discloses a vehicle control system in which a target travel position is determined sequentially based on the actual travel position of the parent work vehicle, and the sub work vehicle travels toward the target travel position. In this vehicle control system, the sub work vehicle is configured to travel in a following manner so as to maintain a predetermined offset amount set for the parent work vehicle.

U.S. Patent Publication No. 6,732,024

In the technology described in Patent Document 1, the sub work vehicle travels in a manner that maintains preset offset amounts in the longitude and latitude directions relative to the parent work vehicle, and travels along a target travel route that is a parallel translation of the parent work vehicle's travel trajectory by the work width. However, farm fields are not limited to vast work areas; there are also small work areas and work areas with shapes in which the short side length is extremely short compared to the long side length. If the technology described in Patent Document 1 is used to travel in such fields, the sub work vehicle will not be able to travel properly, and work efficiency may deteriorate.

Therefore, there is a demand for a work vehicle coordination system that can carry out field work efficiently.

The characteristic configuration of the work vehicle cooperation system according to the present invention is that it is a work vehicle cooperation system in which a first work vehicle and a second work vehicle that automatically travels following the first work vehicle cooperate to perform field work, and is equipped with a first position detection module that detects a first position that is the position of the first work vehicle, a second position detection module that detects a second position that is the position of the second work vehicle, a field map acquisition unit that acquires a map of the field where the field work is performed, a worked area map creation unit that creates a worked area map showing the worked area where the field work has been performed based on the first position, the second position, and the map, a relative travel position setting unit that sets the relative travel position of the second work vehicle with respect to the first work vehicle based on the worked area map and the first position, and a travel control unit that automatically travels the second work vehicle based on the first position and the relative travel position.

With this feature configuration, the second work vehicle can be automatically driven to follow the first work vehicle based on the set relative driving position. Therefore, field work can be performed not only by the first work vehicle but also together with the second work vehicle, making it possible to perform field work efficiently.

It is also preferable that the relative travel position setting unit sets the relative travel position based on the worked area map so that the second work vehicle travels through unworked areas in the field where field work has not been performed.

With this configuration, the second work vehicle can follow the first vehicle while performing field work in untouched land.

The system further includes a travel route calculation unit that calculates the travel route of the first work vehicle based on the work site map and the first position, and the relative travel position setting unit preferably sets the relative travel position so that the second work vehicle travels through the work site when the area calculated as the travel route of the first work vehicle is sandwiched between the work sites.

With this configuration, for example, even when there is little unworked land in the field, the second work vehicle can be made to travel following the first work vehicle.

It is also preferable that the travel control unit automatically travels the second work vehicle so that the position of the second work vehicle relative to the first work vehicle coincides with the relative travel position.

With this configuration, the second work vehicle can easily perform automatic driving while maintaining the set relative driving position. Therefore, by setting the relative driving position to an unworked area, it becomes possible to perform field work thoroughly in the field.

It is also preferable that the first work vehicle performs the field work while traveling along a travel path set in a work target area set within the field, and the relative travel position setting unit sets the relative travel position for each of the travel paths of the first work vehicle.

With this configuration, the distance between the travel path of the first work vehicle and the travel path of the second work vehicle can be set for each travel path. Therefore, it is possible to set the relative travel position appropriately depending on the state of the field and the state of the field work.

FIG. FIG. FIG. FIG. 2 is a block diagram showing a configuration of a work vehicle cooperation system. FIG. 2 is a diagram showing an outline of a relative traveling position. FIG. 1 is a diagram showing an overview of relative positions. FIG. 11 is a diagram showing another example of the relative traveling position. FIG. 11 is an explanatory diagram of another example of the relative traveling position.

The work vehicle cooperation system according to the present invention is configured so that a first work vehicle and a second work vehicle that automatically travels following the first work vehicle can cooperate to perform field work. The first work vehicle is a work vehicle that is followed by the second work vehicle, and the second work vehicle is a work vehicle that travels following the first work vehicle. The work vehicle cooperation system enables the first work vehicle and the second work vehicle to work together to perform field work smoothly. Hereinafter, the work vehicle cooperation system 1 of this embodiment will be described in terms of the first work vehicle and the second work vehicle as a first combine harvester 10A and a second combine harvester 10B that perform harvesting work in the field, respectively. Note that when there is no need to distinguish between the first combine harvester 10A and the second combine harvester 10B, they will be collectively referred to as combine harvester 10.

Figure 1 is a side view of a combine harvester 10 according to this embodiment. In the following, the combine harvester 10 according to this embodiment will be described using a so-called normal type combine harvester as an example. Of course, the combine harvester 10 may also be a head-feeding type combine harvester.

For ease of understanding, in this embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means the front in the fore-and-aft direction (travel direction) of the aircraft, and "rear" (the direction of arrow B shown in FIG. 1) means the rear in the fore-and-aft direction (travel direction) of the aircraft. Furthermore, left-right or lateral direction means the transverse direction of the aircraft (aircraft width direction) perpendicular to the fore-and-aft direction of the aircraft. Furthermore, "up" (the direction of arrow U shown in FIG. 1) and "down" (the direction of arrow D shown in FIG. 1) refer to the positional relationship in the vertical direction (perpendicular direction) of the aircraft, and indicate the relationship at ground height.

As shown in FIG. 1, the combine harvester 10 includes a running body 11, a crawler-type running device 12, a driving section 13, a threshing device 14, a grain tank 15, a harvesting section H, a conveying device 16, a grain discharge device 17 (an example of a "working unit"), and a position detection module 18 (a collective term for the "first position detection module 18A" and the "second position detection module 18B" in FIG. 4).

The traveling device 12 is provided on the lower part of the traveling vehicle body 11 (hereinafter referred to as the "vehicle body 11"). The combine harvester 10 is configured to be able to travel automatically by the traveling device 12. The driving section 13, the threshing device 14, and the grain tank 15 are provided on the upper side of the traveling device 12 and form the upper part of the vehicle body 11. The driving section 13 can accommodate a driver who drives the combine harvester 10 and a supervisor who monitors the operation of the combine harvester 10. Usually, the driver and supervisor are the same person. Note that if the driver and supervisor are different people, the supervisor may monitor the operation of the combine harvester 10 from outside the combine harvester 10.

The grain discharge device 17 is connected to the rear lower part of the grain tank 15. The position detection module 18 is attached to the front upper part of the driving unit 13 and detects the vehicle position of the combine harvester 10. The position detection module 18 can use a satellite positioning module configured as a GNSS module. This position detection module 18 has a satellite antenna for receiving GPS signals and GNSS signals (hereinafter referred to as "GPS signals" in this embodiment) from the artificial satellite GS (see FIG. 2). The position detection module 18 can include an inertial navigation module incorporating a gyro acceleration sensor and a magnetic direction sensor to complement the satellite navigation. Of course, the inertial navigation module may be provided in a location separate from the position detection module 18. The position detection module 18 detects the vehicle position, which is the position of the combine harvester 10, based on the above-mentioned GPS signal and the detection results of the inertial navigation module. The vehicle position detected by the position detection module 18 is used for the automatic driving (autonomous driving) of the combine harvester 10 and for each functional unit described later.

The harvesting section H is provided at the front of the combine 10. The transport device 16 is provided at the rear of the harvesting section H. The harvesting section H has a cutting mechanism 19 and a reel 20. The cutting mechanism 19 cuts the planted culms in the field. The reel 20 rakes in the planted culms to be harvested while rotating. This configuration enables the harvesting section H to harvest grains (a type of agricultural product) in the field. The combine 10 is capable of working while traveling on the traveling device 12, harvesting grains in the field with the harvesting section H.

The harvested stalks cut by the cutting mechanism 19 are transported by the conveying device 16 to the threshing device 14. In the threshing device 14, the harvested stalks are threshed. The grains obtained by the threshing process are stored in the grain tank 15. The grains stored in the grain tank 15 are discharged outside the machine by the grain discharge device 17 as necessary.

Figure 2 is a diagram showing an overview of the travel route of the first combine harvester 10A. The first combine harvester 10A is capable of automatically traveling along a travel route set in a farm field. This automatic traveling uses information indicating the vehicle's position (vehicle position information) acquired by the first position detection module 18A described above.

In this embodiment, the first combine 10A performs harvesting operations in a farm field according to the following procedure.

First, the driver/monitor manually operates the first combine harvester 10A, and as shown in FIG. 2, drives the combine harvester around the outer periphery of the field, circling the field boundary line. As a result, the area that has been mowed (worked) is set as the outer periphery area SA. The area inside the outer periphery area SA that remains unmowed (unworked) is set as the work target area CA.

At this time, in order to ensure that the width of the outer circumferential area SA is relatively wide, the driver runs the first combine 10A two or three times around the field. During this run, the width of the outer circumferential area SA increases by the working width of the first combine 10A each time the first combine 10A runs one lap. For example, after the first two or three laps, the width of the outer circumferential area SA will be about two to three times the working width of the first combine 10A. Note that the first lap run by the driver does not have to be two or three laps, but may be more (four or more), or even just one lap.

The outer peripheral area SA is used as a space for the first combine 10A to change direction when it is traveling to harvest in the work area CA. The outer peripheral area SA is also used as a space for moving when it finishes harvesting and moves to a grain discharge location or a fuel supply location.

Figure 2 also shows a transport vehicle CV onto which the grain harvested by the combine harvester 10 is discharged and transported. When discharging grain, the combine harvester 10 moves close to the transport vehicle CV (an example of a "support vehicle") and discharges the grain into the transport vehicle CV via a grain discharge device 17.

The above-mentioned manual operation is performed by the first combine 10A traveling. Once the outer periphery area SA and the work area CA are set, as shown in FIG. 3, the first combine 10A and the second combine 10B perform harvesting work in the work area CA. The first combine 10A and the second combine 10B perform harvesting work by automatic travel along a travel path set in the work area CA. Note that the first combine 10A may also be manually traveled.

Figure 4 is a block diagram showing the configuration of the work vehicle cooperation system 1 of this embodiment. As shown in Figure 4, the work vehicle cooperation system 1 includes the following functional units: a first position detection module 18A, a second position detection module 18B, a farm field map acquisition unit 30, a work area map creation unit 32, a relative travel position setting unit 34, a travel control unit 36, a travel path calculation unit 40, and a detection unit 42. Each of these functional units is constructed using hardware or software, or both, with a CPU as the core component, in order to perform processing related to the cooperative work of the first combine harvester 10A and the second combine harvester 10B.

The first position detection module 18A detects the first position, which is the position of the first combine 10A. The function of the first position detection module 18A has been explained above in relation to the position detection module 18, so a detailed explanation will be omitted.

The second position detection module 18B detects the second position, which is the position of the second combine 10B. The function of the second position detection module 18B has been explained above in relation to the position detection module 18, so it will not be explained here.

The field map acquisition unit 30 acquires a map of the field where field work is to be performed. The field work is harvesting work performed by the combine harvester 10. The field map may be acquired, for example, by the driver/monitor described above performing harvesting driving while sequentially detecting the first position as the first combine harvester 10A drives around the field boundary line, and may be generated based on the first position, or, if a separately stored map is available, the map may be acquired.

The worked area map creation unit 32 creates a worked area map showing the worked areas where field work has been performed based on the first position, the second position, and the map. The first position is acquired by the first position detection module 18A and transmitted as information showing the first position. The second position is acquired by the second position detection module 18B and transmitted as information showing the second position. The map is acquired by the field map acquisition unit 30 and transmitted as map information showing the map. The worked area is the area in the field where the first combine 10A and the second combine 10B have traveled while performing harvesting work. The worked area map creation unit 32 creates the worked area map while updating the unworked area shown in the map information transmitted from the field map acquisition unit 30 to the worked area, which is the area where the first combine 10A and the second combine 10B have traveled while performing harvesting work, based on the information showing the first position and the information showing the second position.

The relative running position setting unit 34 sets the relative running position of the second combine 10B with respect to the first combine 10A based on the worked area map and the first position. The worked area map is created by the worked area map creation unit 32 and transmitted from the worked area map creation unit 32. Of course, the worked area map may be stored in the worked area map creation unit 32 and referenced by the relative running position setting unit 34. The first position is acquired by the first position detection module 18A and transmitted as information indicating the first position.

The relative running position of the second combine 10B with respect to the first combine 10A is the running position of the second combine 10B based on the position of the first combine 10A. In this embodiment, the position of the first combine 10A corresponds to the end of the first combine 10A that is closest to the second combine 10B. Specifically, when the second combine 10B follows the left rear of the first combine 10A, the position corresponds to the left rear end of the first combine 10A.

On the other hand, the traveling position of the second combine 10B corresponds to the position of the functional unit (the "detection unit 42" in this embodiment) in the second combine 10B that detects the first combine 10A, as described below. The detection unit 42 is preferably provided at the top of the front end of the driving unit 13. Furthermore, information indicating such a position can be calculated using the detection results of the second position detection module 18B of the second combine 10B.

The relative running position setting unit 34 therefore sets the position of the detection unit 42 of the second combine 10B relative to the left rear end of the first combine 10A as the relative running position based on the worked area map created by the worked area map creation unit 32 and the information indicating the first position acquired by the first position detection module 18A.

Figure 5 shows a conceptual diagram of the relative running position. As described above, the relative running position is defined by the distance r1 from the left rear end of the first combine 10A and the angle θ1 with respect to the reference direction for the first combine 10A (in Figure 5, the traveling direction of the first combine 10A).

It is preferable that the relative travel position setting unit 34 sets the relative travel position so that the second combine 10B travels through unworked areas in the field where field work has not been performed based on the worked area map. As described above, the worked area map shows areas in the field map where harvesting work has been performed as worked areas. Therefore, areas in the field other than the worked areas correspond to unworked areas. The relative travel position setting unit 34 sets the relative travel position so that the second combine 10B travels through such unworked areas while performing harvesting work. This makes it possible to perform harvesting work efficiently.

It is preferable that the relative running position setting unit 34 sets a relative running position for each running route of the first combine 10A. As described above, the first combine 10A and the second combine 10B run along a running route set in the work area CA. That is, multiple running routes are formed in the work area CA, and they run back and forth. The relative running position setting unit 34 sets a relative running position for each such running route. Specifically, it is preferable to set the relative running position when the first combine 10A moves from the area where the harvesting work was performed to the area where the next harvesting work will be performed while turning. This allows the second combine 10B to move efficiently to the area where the next harvesting work will be performed.

Note that FIG. 5 illustrates an example of a relative running position in which the working width of the first combine 10A and the working width of the second combine 10B are adjacent to each other without any gaps. For example, the relative running position can be set so that there is a gap between the working width of the first combine 10A and the working width of the second combine 10B when viewed along the direction of travel, as shown in FIG. 7(A), or can be set so that the working width of the first combine 10A and the working width of the second combine 10B overlap each other when viewed along the direction of travel, as shown in FIG. 7(B).

The detection unit 42 is provided on the second combine 10B and detects the relative position of the first combine 10A with respect to the second combine 10B. In this embodiment, the detection unit 42 corresponds to a camera provided on the upper front end of the driving unit 13.

The relative position of the first combine 10A with respect to the second combine 10B is the relative position of the first combine 10A based on the position of the second combine 10B. In this embodiment, the position of the second combine 10B corresponds to the position of the detection unit 42. On the other hand, the relative position of the first combine 10A is determined by the left rear end of the first combine 10A.

Figure 6 shows a conceptual diagram of the relative position. The relative position is defined by the distance r2 from the detection unit 42 of the second combine 10B and the angle θ2 with respect to the reference direction in the second combine 10B (in Figure 6, the traveling direction of the second combine 10B).

The travel control unit 36 automatically travels the second combine 10B based on the first position and the relative travel position. The first position is information indicating the position of the first combine 10A, and the relative travel position is the position of the second combine 10B relative to the first combine 10A, which is set by parameters consisting of a distance r1 and an angle θ1.

In particular, in this embodiment, the travel control unit 36 automatically travels the second combine 10B so that its relative position matches the relative travel position. The relative position is the position of the first combine 10A detected by the detection unit 42 and defined by the distance r2 and angle θ2 relative to the second combine 10B. Therefore, the travel control unit 36 automatically travels so that the distance r2 and angle θ2 of the first combine 10A relative to the second combine 10B match the distance r1 and angle θ1, respectively. This allows the second combine 10B to perform field work while appropriately following the first combine 10A, making it possible to perform field work efficiently.

As described above, the relative running position of the second combine 10B is set so that it runs through unworked land. For example, it may be the case that the only remaining area of unworked land in the work target area CA is the running path of the first combine 10A. In order to identify such a situation before setting the relative start position, it is preferable for the running path calculation unit 40 to calculate the running path of the first combine 10A based on the work area map and the first position. This makes it possible to identify, before the first combine 10A and the second combine 10B run, that all areas of the work target area CA will become worked land as a result of the running of the first combine 10A.

In such a case, if the area calculated as the travel path of the first combine 10A is sandwiched between already-worked lands, the relative travel position setting unit 34 preferably sets the relative travel position so that the second combine 10B travels through the already-worked lands. The case where the area calculated as the travel path of the first combine 10A is sandwiched between already-worked lands includes both the case where the area is already-worked lands as shown in FIG. 8 and the case where the area is sandwiched between already-worked lands as the first combine 10A travels from now on and becomes an already-worked lands as a result of the first combine 10A traveling from now on. In such a situation, the relative travel position setting unit 34 sets the relative travel position so that the second combine 10B can follow the first combine 10A by traveling through any of the already-worked lands. This makes it possible to move the second combine 10B to the vicinity of the first combine 10A that has finished harvesting work in the field.

Other embodiments
In the above embodiment, the first work vehicle and the second work vehicle have been described as being combine harvesters 10, but the first work vehicle and the second work vehicle may be something other than the combine harvester 10. That is, the first work vehicle and the second work vehicle may be a rice transplanter or a tractor. Of course, they may be vehicles other than these. Furthermore, the first work vehicle and the second work vehicle may be different models from each other (for example, a combination of a tractor and a combine harvester).

In the above embodiment, an example was described in which there was one second combine harvester 10B, but there may be two or more second combine harvesters 10B.

In the above embodiment, the relative running position setting unit 34 is described as setting the relative running position so that the second combine 10B runs through unworked land in the field where harvesting work is not being performed based on the worked land map, but the relative running position setting unit 34 may also set the relative running position so that the second combine 10B runs through worked land where harvesting work is being performed.

In the above embodiment, the detection unit 42 is a camera that detects the relative position of the first combine 10A with respect to the second combine 10B based on the captured image, and the travel control unit 36 automatically drives the second combine 10B so that the relative position matches the relative travel position. However, the detection unit 42 may be, for example, a sensor that directly detects the distance (such as a distance sensor or laser).

In the above embodiment, the relative running position setting unit 34 was described as setting the relative running position for each running path of the first combine 10A set in the work target area CA, but it is also possible to set the relative running position to a constant value without changing it in the work target area CA.

In the above embodiment, the travel path in the work area CA is shown as a straight line, but this is only one example, and the path may be, for example, a curved path (a path that includes curves).

The present invention can be used in a work vehicle cooperation system in which a first work vehicle and a second work vehicle that automatically follows the first work vehicle work together to carry out field work.

1: Work vehicle cooperation system 10A: First combine (first work vehicle)
10B: Second combine (second work vehicle)
18A: First position detection module 18B: Second position detection module 30: Farm field map acquisition unit 32: Worked area map creation unit 34: Relative travel position setting unit 36: Travel control unit 40: Travel path calculation unit 42: Detection unit CA: Work target area

Claims (5)

A work vehicle cooperation system in which a first work vehicle and a second work vehicle that automatically travels following the first work vehicle cooperate to perform field work,
a first position detection module that detects a first position, which is a position of the first work vehicle;
a second position detection module that detects a second position, which is a position of the second work vehicle;
a field map acquisition unit that acquires a map of the field in which the field work is to be performed;
a worked area map creation unit that creates a worked area map showing the worked area where the field work has been performed based on the first position, the second position, and the map;
a relative travel position setting unit that sets a relative travel position of the second work vehicle with respect to the first work vehicle based on the completed work area map and the first position;
a travel control unit that automatically travels the second work vehicle based on the first position and the relative travel position;
A work vehicle coordination system equipped with The work vehicle cooperation system according to claim 1, wherein the relative travel position setting unit sets the relative travel position so that the second work vehicle travels through unworked areas in the field where field work is not being performed, based on the worked area map. a travel route calculation unit that calculates a travel route of the first work vehicle based on the completed work area map and the first position,
The work vehicle cooperation system according to claim 1 or 2, wherein the relative travel position setting unit sets the relative travel position so that the second work vehicle travels through the already worked area when the area calculated as the travel route of the first work vehicle is sandwiched between the already worked area. A work vehicle cooperation system according to any one of claims 1 to 3, wherein the travel control unit automatically drives the second work vehicle so that the position of the second work vehicle relative to the first work vehicle coincides with the relative travel position. the first work vehicle performs the field work while traveling along a travel route that is set in a work target area that is set within the field;
The work vehicle cooperation system according to claim 1 , wherein the relative travel position setting unit sets the relative travel position for each of the travel routes of the first work vehicle.

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