JPH0570404B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention comprises a plurality of straight strokes, a plurality of turning strokes for moving the aircraft from the end of the straight stroke to the start of the next straight stroke. In each of the above, an automatic travel control means for automatically driving the aircraft and a remote control means for controlling the travel of the aircraft based on instruction information from a transmitter are configured to be switchable from the transmitter side, and A traveling distance detecting means for detecting a traveling distance from a starting point of a straight-line stroke is provided, and the automatic traveling control means is configured such that the traveling distance detected by the traveling distance detecting means is set based on the length of the straight-line stroke. The present invention relates to a travel control device for an automatic traveling work vehicle configured to start turning control for automatically traveling the turning stroke when a predetermined distance is reached.

[Conventional technology]

The above-mentioned travel control device of this type of automatic traveling work vehicle automatically moves to the next straight travel as it steers a predetermined distance set based on the length of the straight travel. An automatic travel control means is provided to control the traveling of the aircraft in each of the and turning strokes, so that the aircraft can automatically travel along a predetermined work process while performing a predetermined work, and the aircraft can also automatically travel while performing a predetermined work. It is equipped with remote control means so that work can be done remotely from a safe location, such as in difficult work areas or on slopes where it is dangerous to board and operate. In addition, we have developed a remote control system and automated driving system to make it convenient to artificially avoid obstacles in front of the vehicle during automated driving, or to move the aircraft at a distant location after completing work using automated driving. The means can be switched from the transmitter side for remote control.

By the way, in the past, the distance detection means for detecting the distance traveled by the aircraft was configured to detect the distance traveled by the aircraft only while the automatic travel control means was operating, and when switching to the remote control means. was set to be inactive or to ignore changes in detection distance during remote control.

[Problem to be solved by the invention]

However, in the above-mentioned travel control device for an automatic driving work vehicle, since the automatic driving control means and the remote control means are configured to be switchable from the transmitter side, during automatic driving, the automatic driving control means Inconvenient, for example, after temporarily switching to the remote control means in order to avoid an obstacle in front of the vehicle, when the remote control means is switched to the inactive state, it is impossible to continue automatic driving from that point on. It is possible. However, as mentioned above, in the travel control device of this type of automatic traveling work vehicle, the switching between travel control in a straight stroke and travel control in a turning stroke is automatically performed based on the travel distance of the machine in a straight stroke. Due to the switching, the following inconveniences occurred.

In other words, to explain using the work process diagram in Figure 2, in the middle of a straight line process (or the process in the figure), the aircraft is switched from automatic travel to remote control.
If the traveling direction, etc. of Starting point (in the figure, a
The running of the turning stroke will start in a state shifted in the front-rear direction from the position shown in (indicated by ). As a result, even though the point at which this turning stroke ended was incorrect, the next straight stroke was correctly started as the starting point for the next straight stroke, resulting in an error in the detected travel distance. Even if this happens, the end of the next linear stroke, that is, the starting position of the next turn, will be incorrect.

Similarly, because the switch to remote control was made in the middle of the turning process (the process in the figure), the end point of the turning process was changed to the correct position (indicated by b in the figure).
Even if there is a deviation from the running distance, the deviation in travel distance in this turning stroke will be accumulated as an error in the next straight line stroke and at the start and end points of the turning stroke.

In other words, in the conventional configuration, during automatic driving,
When switching to remote control, there was a risk that an error would occur between the value detected by the travel distance detection means and the actual length of the working process, making it impossible to maintain a smooth automatic driving state.

An object of the present invention is to eliminate the above-mentioned disadvantages.

[Means to solve the problem]

The characteristic configuration of the travel control device for an automatic traveling work vehicle according to the present invention is such that when the travel distance detected by the travel distance detection means is within a set distance set based on the length of the straight line travel, the travel distance is The present invention is characterized in that an instruction means for instructing to reset the detected travel distance by the detection means is provided on the transmitter side, and its functions and effects are as follows.

[Effect]

In other words, in the middle of the work process, the automatic travel control means was switched to the remote control means and the position of the aircraft was corrected by remote control, which caused an error between the detected value of the travel distance detection means and the work process length. In such a case, for example, by remote control, move the vehicle until it is within a preset distance, then activate the instruction means on the transmitter side to reset the detected value of the travel distance detection means. By doing so, it is possible to prevent errors in the detected travel distance caused by remote control from affecting the detected travel distance during subsequent automatic driving.

〔Effect of the invention〕

Therefore, errors in mileage caused by switching to remote control during automated driving can be prevented from accumulating in subsequent work processes, and automated driving work can be continued with fewer errors. Ta. Moreover, since the instruction means for performing this reset is provided on the transmitter side, following the remote control operation performed in abnormal situations such as avoiding obstacles, it is possible to respond simply by operating the instruction means, which improves work efficiency. Good.

[Example] Hereinafter, an example of the present invention will be described based on the drawings.

As shown in Figures 3 and 4, automatic driving, remote control (radio control), and boarding control (manual)
The engine E is installed on the front side of the aircraft V, which can
In addition to providing a boarding control section 1, a drug tank 2 equipped with an exterior cover 2a is mounted on the rear side of the body V. Then, a drug dispersing device 7 is installed in the drug tank 2, which sprays the drug supplied from the drug tank 2 by a pump 4 provided at the lower part of the body V from a number of nozzles 5, and scatters the drug by blowing air from a blower 6. It is attached to the rear side of the work vehicle and is used to spray chemicals while traveling between fruit trees mainly in orchards.As shown in Figure 2, the work vehicle The medicine is sprayed by traveling back and forth between the trees while being turned in the direction of the next linear work stroke adjacent to the outside of the trees located at the end. In addition, in Figures 3 and 4, H
is a steering handle H for boarding operation provided in the boarding control section 1.

To explain the configuration of the fuselage V, as shown in FIG. 4, ultrasonic sensors S _{1 and} 3 are provided as non-contact obstacle sensors on the front side of the bumper 8 provided at the front of the fuselage V. are provided on the left, right, and center, respectively, with their respective obstacle sensing ranges adjacent to each other. However, the ultrasonic sensors located on the left and right
S ₁ and S ₁ each enable the obstacle detection information to be used as steering control information for the aircraft V to travel between the trees F located on both the left and right sides of the aircraft V. , the distance to each of the trees F on the left and right sides can be sensed, and the obstacle sensing range is set to extend outside the width of the aircraft body.

Further, an azimuth sensor _S2 is provided above the drug tank 2 to detect the absolute azimuth by sensing the earth's magnetism, so that the direction of the machine V relative to the work process can be detected.

Also, as shown in Figure 2, the aircraft V passes between trees F.
In order to indicate the end of the straight line travel of the tree, a marker m made of a magnetic material such as iron is buried between the trees located at the end of the straight line, and the marker m A magnetic sensing type proximity sensor _S3 for detecting is provided below the front end of the body V.

To explain the configuration of the traveling system of the aircraft V, as shown in FIG. 1, a pair of left and right front wheels 3F and a rear wheel 3R are provided, and a steering operation system in which the pair of front and rear wheels 3F and 3R are operated separately. hydraulic cylinders 9F, 9R and control valves 10F, 10R therefor are provided, and the front wheels 3
Both the F and rear wheels 3R function as steering wheels.

In addition, a hydraulic continuously variable transmission 11 that can freely switch between forward and backward speeds and can freely change forward and reverse speeds is interlocked and connected to the engine E, and the output of the transmission 11 simultaneously drives the front and rear wheels 3F and 3R. It is configured to be driven. A speed change pedal 12 for on-board operation and a speed change motor 13 as a speed change actuator for remote control are interlocked and connected to the speed change arm 14 of the transmission device 11 so that the speed can be changed by either of them.

Further, a distance sensor S ₄ constituting a distance detecting means for detecting the distance traveled is interlocked and connected to the output of the transmission 11.

The distance sensor S ₄ includes a pulse generator 27 that is rotationally driven by the output of the transmission 11 and outputs a pulse signal, and a pulse generator 27 that outputs a pulse signal. The counter 28 detects the distance traveled by the vehicle as its count value CNTP1, and is configured to continuously measure the distance traveled regardless of whether the aircraft V is traveling automatically or by remote control. There is. However, the initial value of the counter 28 is
It can be set freely by control device A, and when moving forward, the count value CNTP is set as the detected traveling distance.
1 is automatically added and subtracted when going backwards, and as will be described in detail later, even if the automatic travel control means A and the remote control means B are switched while the aircraft V is traveling automatically, the detected travel distance will not be the same. This is done to avoid any errors.

In order to change the direction of the pair of front and rear wheels 3F, 3R for steering, there is a parallel steering type in which the front and rear wheels 3F, 3R are steered in the same direction to move the aircraft V in parallel, and the front and rear wheels 3F, 3R are moved in the opposite direction. The vehicle is configured so that a four-wheel steering type, in which the vehicle V is steered sharply to make a sharp turn, and a two-wheel steering type, in which only the front wheels 3F are steered, similar to a normal automobile, can be used.

The parallel steering type and the four-wheel steering type can be selected during remote control, and the parallel steering type, four-wheel steering type, and two-wheel steering type can be selected during the boarding operation. It is structured as follows. However, during automatic driving, the above-mentioned steering types are automatically switched, and by steering the front and rear wheels 3F and 3R with different amounts of steering, it is also possible to move the aircraft in parallel while changing its V direction. I have made it possible.

Further, a target steering angle detection potentiometer _R0 for detecting a target steering angle during boarding maneuver is provided so as to be rotatably operated by the steering handle H, and the front and rear wheels 3F,
Steering angle detection potentiometers R ₁ and R ₂ are provided to detect the steering angle of each of the 3Rs. Further, a shift position detection potentiometer R ₂ for detecting the shift position of the transmission device 11 is provided so as to be interlocked with the rotational operation of the shift arm 14 . And each potentiometer R ₀
The detection signal from ~ _R3 is input to the control device 15 constituting each of the automatic travel control means A, the remote control means B, and the boarding control means. Further, a control mode selection switch 16 is provided for selecting which of the above-mentioned control means should be used to control the traveling of the aircraft V. However, as will be described in detail later, in the autopilot mode in which the automatic cruise control means operates, the remote control means B is given priority over the automatic cruise control means A without operating the maneuver mode selection switch 16. It is configured such that it can be switched to a state in which it is activated.

Next, the configuration of each of the control means will be explained in detail.

To explain the configuration of the boarding control means, the first
As shown in the figure, based on the information of the steering type selection switch 17 and the target steering position detection potentiometer _R0 that detects the target steering position during the boarding maneuver, the steering hydraulic cylinder 9F , 9R are controlled to operate the front and rear wheels 3F, 3R in the instructed steering style and at the target steering angle by the steering handle H. However, the shift position of the transmission 11 during boarding operation, that is, the adjustment of the vehicle speed, is performed by directly operating the shift arm 14 using the shift pedal 12.

To explain the configuration of remote control, a receiver 19 is provided to receive instruction information given from a transmitter 18 for remote control, and based on the received information, the steering hydraulic cylinder 9F,
9R control valves 10F, 10R and variable speed motor 13
the respective actuation as well as the control valve 5 of said nozzle 5;
a. By controlling the operation of the blower 6, etc., the traveling of the aircraft V and the operation of the chemical spraying device 7 are controlled.
It is designed to be controlled remotely.

To explain the configuration of the transmitter 18, as shown in FIG.
0, the steering type is indicated by the longitudinal movement, and the front and rear wheels 3F, 3 are controlled by the horizontal movement.
A steering lever 21 for instructing the target steering angle of R is provided, a blower switch 22 for instructing rotation/stop of the blower 6 of the chemical spraying device 7, and a blower switch 22 for instructing the rotation/stop of the blower 6 of the chemical spraying device 7, and a blower switch 22 for instructing the rotation/stop of the blower 6 of the chemical spraying device 7;
a nozzle switch 23 for instructing to stop, an emergency stop switch 24 for instructing to make an emergency stop of the aircraft V, and each of the levers 20 provided on the transmitter 18 when the aircraft V is automatically traveling;
21 and switches 22, 23, and 24 to remotely control the travel of the aircraft V and the operation of the chemical spraying device 7, so that the remote control means B operates in priority over the automatic travel control means A. and a restart switch 29 as an instruction means for instructing the transmitter 18 to reset the count value CNTP1 as the travel distance detected by the distance sensor _S4 .

That is, when the aircraft V is automatically traveling by the automatic traveling control means A, for example, the ultrasonic sensor S ₁
In the event that the machine V automatically stops due to the contact sensor _S0 detecting an obstacle in front of the machine V or malfunctioning, if the operator approaches the obstacle to the machine V so that it is visible, After operating the interrupt switch 25, the transmitter 18
Obstacles can be avoided by remote control.

If an error occurs in the travel distance due to the remote control, the distance sensor S ₄ can be automatically reset by operating the restart switch 29 after the aircraft V has traveled within a setting range (to be described later). count value of
CNTP1 is reset to prevent errors in the distance detected by remote control from accumulating during subsequent trips. Further, as will be described in detail later, when the interrupt switch 25 is turned off, the automatic travel mode is automatically returned to, and the aircraft V can continue to travel automatically.

Next, the configuration of the automatic travel control means A will be explained in detail while explaining the operation of the control device 15.

First, to explain the outline of the aircraft travel during automatic travel control, as shown in Fig. 2, there is a distance between the starting point ST of the work process and the fruit tree F located at the other end opposite to this starting point ST. a linear first stroke (i) that connects the above, and a straight line that turns around the outside of the fruit tree F located on the other end side and goes in the opposite direction by 180 degrees with respect to the linear first stroke (i). a second step (ii) that moves to the third step (iii) of the shape, and a linear work step direction that heads in the same direction as the first step (i) after the third step (iii) In order to change direction, the second step (ii)
The direction sensor S ₂ , distance sensor S ₄ , and Each of the four steps (i) to (iv) is taught based on information detected by the steering angle detection potentiometers R ₁ and R ₂ such as the steering angle. However, in this embodiment, in the straight-line strokes of the first stroke (i) and the third stroke (iii), the actual traveling distance (DLENGn) from the starting point of this straight-line stroke until the proximity sensor _S3 is activated is _o=1,2 , that is, the length of the straight line and the standard direction (BASDRn), which is the average of the detected directions, _o=1,2 ,
The information is stored as travel control information for the straight stroke, and in the second stroke (ii) and fourth stroke (iv), the steering angle detected by the steering angle detection potentiometers R ₁ and R ₂ is set. Sampling is performed at every travel distance interval (in this example, it is set to approximately 20 cm), and the value is
This information is stored as travel control information in (ii) and (iv) (hereinafter referred to as "teaching").

When the above-mentioned [teaching] is completed, the aircraft V is moved to the start point ST of the work process, and the first process (i) to the fourth process (iv) stored in the above-mentioned [teaching] are performed. By repeating the travel of each stroke a set number of times while controlling the travel of the aircraft V based on the stored information in each stroke, it moves back and forth between the fruit trees F while automatically turning at the end of each straight stroke. The robot is run to automatically perform chemical spraying work within a predetermined area of the orchard. In other words, the aircraft V is adjusted based on the travel control information taught in [teaching] described above.
A travel control means for controlling the travel of the machine, and an automatic travel control means A for automatically traveling along the work process.
The processing for controlling this is hereinafter referred to as "playback".

The above-mentioned [reproduction] process will be described in detail below.

As shown in Figure 5, first, the total number of traveling strokes is
Input and set the number of linear strokes (KNUM) (Step #100).

Then, the reference orientation (BASDRn) memorized in the above [teaching], a dead zone (FKAN2) for performing steering operation when the reference orientation (BASDRn) deviates by more than a set tolerance, and the ultrasonic sensor S The division distance (DIVL) is a preset sensing distance division of ₁ (in this example, within 1m,
The previous area (KOTEIF), which is obtained by subtracting a predetermined distance from the reference distance DLENGn stored in [Teaching], and the reference distance Calculate and set the area after adding a predetermined distance to DLENGn (KOTEBE) and the deceleration distance (KOTEI2) corresponding to the deceleration start point for performing deceleration operation to ensure turning, and , the distance sensor S ₄ that measures the actual distance traveled
The value CNTP1 of the counter 28 is reset to "0" to initialize each traveling control information, and the stroke flag (CFLAG) indicating which stroke among the first to fourth strokes the current traveling stroke is, Set to "1" indicating the first step (i) (step #101 to step #103).

The process flag (CFLAG) is set in step #103 above.
Once set, the vehicle starts traveling by operating the transmission 11 based on the detected value of the potentiometer _R3 for detecting the shift position to reach the set travel speed, and then starts traveling at step #100. By checking the input number of strokes (KNUM),
It is determined whether the entire journey has been traveled (step #104).

Next, based on the information received by the receiver 19,
The interrupt switch 25 provided in the transmitter 18
By checking whether the ON operation has been performed, it is determined whether or not there is a radio control interrupt to switch to remote control mode during automatic driving, and the process of [straight line end] that determines the end of the straight line travel described later. Determine whether or not the value of the stroke flag (CFLAG) set in step (2) is set to the value (2 or 4) of the turning stroke of the second stroke (ii) or the fourth stroke (iv). Step #105, Step #106).

However, if the radio control interrupt occurs,
Branches to [radio control interrupt] processing, which will be described later.
If the value of the process flag (CFLAG) is set to "2" or "4", the process branches to the [turn] process, which will be described later, and the subsequent process is interrupted.

On the other hand, the whole process is not completed, [radio control interrupt]
If the stroke flag (CFLAG) is not set to the turning stroke, the front and rear wheels 3F and 3R are operated based on the detection data of the azimuth sensor _S2 and the ultrasonic sensor _S1 . The electromagnetic valves 10F, 10F of the steering hydraulic cylinders 9F, 9R
Perform [steering control] by outputting a control signal to 10R (step #107, step #108).

Thereafter, by checking whether the proximity sensor _S3 is turned on, it is determined whether the aircraft V has reached the end point of the straight line stroke, that is, the start point of the turning stroke, and the three Sonic sensor S ₁
Check whether any obstacle is detected within 1m in front of the vehicle. If the proximity sensor S ₃ is ON, the process branches to a [straight line end] process to end the linear stroke and turn toward the next linear stroke, and the ultrasonic sensor S ₁ turns on.
If an obstacle is detected within 1 m, the system will make an emergency stop and branch to the process of [radio control request], which will be described later, in order to perform the subsequent avoidance by remote control (step #109, step #110).

Next, the count value CNTP of the distance sensor _S4
By comparing 1 with the deceleration distance (KOTEI2), it is determined whether the aircraft V has reached the deceleration point, and if the deceleration distance (KOTEI2) has been reached, the preset traveling distance is determined. After performing a deceleration operation to maintain the same speed, the current orientation (NOWDIR) as the detected orientation determined based on the information detected by the orientation sensor S ₂ is set in advance with respect to the current reference orientation (BASDRn). It is determined whether or not the current heading (NOWDIR) deviates from the reference heading (BASDRn) by more than the set range (SFUKAN) (in this example, it is set to approximately ±20 degrees). SFUKAN) If the deviation is more than
The warning light 26 is turned on to notify that the orientation of the aircraft V has deviated by more than a set range (SFUKAN), and to request that subsequent operations such as correcting the orientation of the aircraft be performed by remote control. Branch to processing of [radio control request]. However, if the count value CNTP1 of the distance sensor _S4 has not reached the deceleration distance (KOTEI2), or if the orientation of the aircraft V does not deviate by more than the setting range (SFUKAN), the process from step #104 is performed. This will be repeated (step #111 to step #113).

Next, in step #109, the proximity sensor _S3
The processing of [straight line end] that branches when turned ON will be explained.

That is, as shown in FIG. 6, the count value CNTP1 of the distance sensor _S4 is equal to the count value corresponding to the front end value of the front area (KOTEIF) and the count value corresponding to the front end value of the rear area (KOTEIB). Whether or not it is in between, i.e. Eko (turn)
It is determined whether or not the aircraft V is within the permitted range, and if there is no aircraft V within the turn permission range, the process branches to a [radio control request] process, which will be described later, and the transmitter 18
(Step #200)

When the count value CNTP1 of the distance sensor _S4 is within the turning permission range, the value of the stroke flag (CFLAG) is set to the second stroke (ii) or the fourth stroke based on the value of the stroke flag (CFLAG). (iv)
are set to values (“2” or “4”) that indicate
Set the reversal direction (BASDR2 or BASDR1) for determining the end of the turning stroke, subtract the number of strokes (KNUM), and return to the steering control process from step #104 onward (step #201). ~Step #206).

Therefore, because the value of the stroke flag (CFLAG) has changed from "1" or "3" indicating a straight stroke to "2" or "4" indicating a turning stroke due to the above-mentioned processing, the step # In the turn determination process 106, the process automatically branches to the [turn] process.

In the above-mentioned [straight line end] process, when the travel distance detected by the travel distance detection means reaches a predetermined distance set based on the length of the straight travel, a turning stroke is automatically performed. means for automatically starting direction control.

To explain the above-mentioned [turning] process, based on the value of the stroke flag (CFLAG) set in the above-mentioned [straight line end] process, the second stroke (ii) stored in the above-mentioned [teaching] is Alternatively, the information on any of the stored steering angles in the fourth step (iv) is sequentially read out every predetermined distance, and the front and rear wheels 3F, 3R are operated so as to achieve the steering angles, thereby driving the vehicle along the taught driving route. Then, the aircraft V is automatically turned toward the starting end of the next straight stroke. However, after outputting all the taught steering angle information, the distance sensor S ₄
In addition to resetting the count value CNTP1 to "0", travel control information such as the reference heading (BASDRn) and the stroke flag (CFLAG) will be reset.

Next, the processing of the above-mentioned [radio control interrupt] will be described in detail.

As shown in FIG. 7, when this [radio control interrupt] process is started, the warning light 26 provided at the top of the aircraft V is turned on, and this [radio control interrupt] process is started. In addition to reporting the above-mentioned process flag (CFLAG)
Based on the value of , it is determined whether the current traveling stroke is a straight stroke or a turning stroke (Step #400, Step #401).

If the current travel process is a straight process, it is determined based on the state of the interrupt switch 25 that is input via the receiver 19 whether or not this [radio control interrupt] processing has been completed. , if the process has been completed, the dead zone (in this embodiment, the step described above) is In #115, it is determined whether the orientation of the aircraft is within the set range (SFUKAN) for determining whether it has deviated from the reference orientation (BASDRn), which is approximately ±20 degrees.

If the current direction (NOWDIR) is within the dead zone (SFUKAN), the warning light 26 is turned off in order to restart automatic driving, and the determination process (step #105), and if it is outside the dead zone (SFUKAN), the warning light 26 is activated again to notify the operator to continue remote control using the transmitter 18, as will be described later. The process branches to the process of [radio control request] (steps #402 to #405).

If the interrupt processing is not completed in step #402, the count value CNTP1 of the distance sensor _S4 is set in advance to the set distance KOUTEI3 based on the reference distance DLENG _N of the taught straight line stroke. corresponds to the straight-line distance correction permission range] (second
(see figure). When the count value CNTP1 of the distance sensor S4 is at the set distance KOTEI3, the distance sensor _S4 's count value CNTP1 is determined to be the set distance KOTEI3 by determining whether or not the restart switch 29 provided in the transmitter ₁₈ has been turned on. It is determined whether or not there is an instruction to reset the detected travel distance, and if the restart switch 29 is turned on, the count value CNTP1 is reset to "0" and the warning light 26 is made to blink. distance sensor
Notifies that _S4 has been reset. Then, as the interrupt switch 25 is turned off and the radio control interrupt ends, the warning light 26
By turning off the light and returning to the [regeneration] process, the error in the detected travel distance by the distance sensor _S4 is prevented from accumulating, and automatic travel in the next straight line is resumed. (Step #406 to Step #411). On the other hand, in step #406, the count value of the distance sensor _S4 is
If CNTP1 is outside the set distance (KOTEI3), check whether the proximity sensor _S3 is turned on or not.
That is, it is determined whether or not the aircraft has reached the end of the linear stroke, and if the proximity sensor _S3 is not turned on, the determination process of the end of the interrupt process in step #401 is repeated, and the proximity sensor _S3 is turned on. is ON, the count value of the distance sensor S ₄
It is determined whether or not CNTP1 has reached the above-mentioned turning permission range (step #412, step #413).

If the count value CNTP1 of the distance sensor _S4 has reached the turning permission distance, the turning process to be started next is the second process (ii) based on the value of the process flag (CFLAG). It determines whether it is the fourth stroke (iv), sets the stroke flag (CFLAG) to the corresponding value, and sets the reversal direction (BASDR1 or BASDR2) to determine the end of the turn. After subtracting the number of strokes (KNUM), the process of determining whether the current stroke is a straight stroke or a turning stroke from step #400 is repeated (steps #408 to #413).

On the other hand, if the current traveling stroke is a turning stroke,
The dead zone for the reference direction (BASDRn) is set as the dead zone (KFUKAN) in the turning process, and in the same process as the step #402,
Wait until the processing of this [radio control interrupt] is completed (step #414, step #415).

Then, as the process of [radio control interrupt] is completed, the aircraft's V orientation is next based on whether the current orientation (NOWDIR) matches within the dead zone (KFUKAN) with respect to the determined orientation (BASDIR). It is determined whether or not the direction of the stroke has changed, and if the direction is reversed, the reference data for the linear stroke is reset (initialization routine). The process returns to the process of determining whether it is a turning process or a turning process. On the other hand, even if the process of [radio control interrupt] has been completed, if the current direction (NOWDIR) has not been reversed, the [radio control The process branches to the processing of the request (step #416, step #417).

To explain the processing of the [radio control request], as shown in FIG. 8, the aircraft V is brought to an emergency stop and the warning light 26 (see FIGS. 3 and 4) installed on the top of the aircraft V is activated. It lights up to notify the operator and waits until an interrupt occurs in the same way as the above-mentioned [radio control interrupt] process. Then, when an interrupt occurs, the process branches to step #400 of the above-mentioned [radio control interrupt].

Therefore, during automatic driving, a malfunction may occur or an obstacle may be detected, causing the aircraft V to stop in the middle of a straight or turning journey, or the orientation of the aircraft V may change relative to the reference orientation (BASDR _N ). If the deviation exceeds the setting range (SFUKAN), the warning light 26 lights up, so if you turn on the interrupt switch 25 of the transmitter 18, you can continue driving by remote control, and the above-mentioned predetermined If the conditions are met,
It is possible to automatically return to automatic driving mode.

By the way, if you refer to Figure 2 to explain the case where you switch to remote control in the middle of a straight line flight or turning route, for example, the aircraft will switch to remote control in order to avoid an obstacle, etc. If the vehicle deviates significantly from the proper travel route shown by the solid line in , if the vehicle returns to automatic travel mode immediately after avoiding the obstacle, an error will occur in the distance counted by distance sensor _S4 . The end point of the turning stroke will deviate from the proper point (point b in Figure 2), and if you start traveling in a straight line from this point, the actual traveling distance and the set reference distance for the straight line DLENG _N However, as the remote control is continued and the aircraft V reaches within the set distance KOTEI3 from the appropriate point b, the restart switch on the transmitter 18 side is activated. By turning ON 29, it is possible to prevent errors from occurring in the count value CNTP1 of the distance sensor _S4 in subsequent strokes.

In addition, the above-mentioned [radio control interrupt] processing is automatically started even if the vehicle is normally running automatically by turning on the interrupt switch 25 of the transmitter 18, and remote control is possible. , of course.

[Another example]

In the above embodiment, the distance sensor S ₄ configured to detect the distance traveled by detecting the output rotation speed of the transmission 11 is provided as the distance detecting means, but for example, The number of rotations of the wheels 3F and 3R may be detected, or a driven wheel may be provided and the distance traveled may be detected based on the cumulative number of rotations of the driven wheel, and the specific configuration of the distance detection means may be modified in various ways. .

Further, in the above embodiment, a case is illustrated in which the structure is configured to turn 180 degrees in order to travel back and forth in a straight line, but the present invention can also be applied to a case in which a straight line travel that intersects at 90 degrees is sequentially rotated. However, the specific forms of each of the linear stroke and the turning stroke can be modified in various ways.

Further, in the above embodiment, the case where the work vehicle is configured as a chemical spraying work vehicle is illustrated, but the present invention
The present invention can also be applied to various types of work vehicles such as combine harvesters and lawn mowing vehicles, and the specific configuration of each part such as the steering means, control means, and various sensors may vary depending on the form and running mode of the work vehicle to which the present invention is applied. Various changes may be made depending on the situation, and the present invention is not limited to this embodiment.

[Brief explanation of drawings]

The drawings show an embodiment of the travel control device for an automatic traveling work vehicle according to the present invention, FIG. 1 is a block diagram showing the schematic configuration of the control system, FIG. 2 is an explanatory diagram of the work process, and FIG. 3 is a chemical spraying system. The entire working vehicle, Figure 4 is its plan view, Figure 5 is the regeneration flowchart,
Figure 6 is a flowchart for determining the end of a straight line, Figure 7 is a flowchart for radio control interrupt processing, and Figure 8 is a flowchart for determining the end of a straight line.
The figure is a flowchart of a radio control request. 18...Transmitter, 29...Instruction means, V...Airframe, A...Automatic travel control means, B...Remote control means, S4...Distance detection means, CNTP1...
Detected travel distance, DLENG _N ... Length of straight line travel,
KOUTEI3...Setting distance.

Claims (1)

[Scope of Claims] 1. Automatically causing the aircraft V to travel in each of a plurality of linear strokes and a plurality of turning strokes in which the aircraft V is moved from the terminal end of a linear stroke to the start end of the next linear stroke. The automatic travel control means A and the remote control means B for controlling the travel of the aircraft V based on instruction information from the transmitter 18 are configured to be switchable from the transmitter 18 side, and the starting point of the linear travel Mileage detection means for detecting mileage from
_S4 is provided, and the automatic travel control means A is configured such that the detected travel distance CNTP1 by the travel distance detection means _S4 is
A travel control device for an automatic traveling work vehicle configured to start turning control for automatically traveling the turning stroke when a predetermined distance set based on the straight-line stroke length DLENGn is reached. and the detected travel distance by the travel distance detection means _S4 .
In a state where CNTP1 is within the set distance KOTEI3 set based on the straight line stroke length DLENGn, the instruction means 29 instructs to reset the detected travel distance CNTP1 by the travel distance detection means _S4 . A travel control device for an automatic traveling work vehicle installed on the machine 18 side.