JPH07104847A - Traveling controller for autonomously traveling vehicle - Google Patents

Abstract

PURPOSE:To realize a high-accurate autonomous-traveling control by measuring a present position by utilizing a satellite and to realize an exact automonous- traveling control even when sufficient position measuring accuracy can not be obtained from the satellite. CONSTITUTION:At a traveling control part 45, position measuring accuracy from a D-GSP position detection part 43 is compared with a prescribed position accuracy evaluation set value and when the position measuring accuracy of D-GSP satisfies the set value, position measuring data from the D-GSP position part 43 are used, but when the position measuring accuracy of D-GSP does not satisfy the set value, position measuring data from an estimated navigation position detection part 42 are used. While referring to the work data of a work storage part 46, a traveling route or a vehicle control instruction is decided, driving control/steering control is performed through a vehicle control part 47, high-accurate autonomous traveling control is realized and even when the sufficient position measuring accuracy can not be obtained from the satellite, the exact autonomous-traveling control is realized.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device for an autonomous vehicle which measures the self position of the vehicle and controls the autonomous traveling.

[0002]

2. Description of the Related Art Generally, in an autonomous vehicle such as a work vehicle that performs unmanned grass cutting, lawn mowing, etc. in various fields such as golf courses, river banks, parks, etc., it is necessary to accurately detect the self-position. For example, Japanese Patent Laid-Open No. 63-146616
The publication discloses a technique for performing autonomous traveling control by detecting the self position from a stereo image in the traveling direction captured by a camera.

Further, Japanese Patent Application Laid-Open No. 1-320510 discloses a technique of processing an image of a reference mark in a region picked up by a camera to detect a self position and performing autonomous traveling control. In Japanese Patent Laid-Open No. 3-135606, a plurality of reflective markers (retroreflecting poles) standing upright in a specific area are projected, and the reflected light is received by an optical sensor to detect the angle at which adjacent reflective poles face each other. By doing so, a technique for detecting the self-position is disclosed.

In such a technique of self-position detection by an image or self-position detection by a reflective sign and an optical sensor, an optical system is used, which is vulnerable to changes in the outdoor environment and involves the installation of a large number of signs. There is a problem that maintenance work such as prevention of dirt adhesion and cleaning is involved.

For this reason, recently, a satellite is emitted from a satellite such as a Global Positioning Satellite System (hereinafter abbreviated as GPS) in which a plurality of satellites are arranged in a plurality of orbits surrounding the earth. A technology has been developed to measure the current position of the user by using the received radio waves.
Japanese Unexamined Patent Publication No. 63-247612 discloses a navigation device that receives radio waves from a satellite to measure its own position.

[0006]

However, when measuring the self-position by using a satellite, an error in the clocks of the satellite and the receiver, an error in the orbit of the satellite, a delay in radio waves due to the ionosphere, a delay in radio waves due to the atmosphere, Positioning accuracy decreases due to multipath, etc. For example, in the above-mentioned GPS positioning,
Since the accuracy obtained by the user is about several tens of meters, absolute accuracy is insufficient in autonomous traveling control for an autonomous traveling vehicle such as a work vehicle that moves unmanned in a relatively small area.

Further, the required accuracy may not be obtained at the required timing depending on the satellite capturing state, the radio wave receiving state, and the like, and it is difficult to always perform reliable autonomous traveling control.

The present invention has been made in view of the above circumstances, and realizes highly accurate autonomous traveling control by measuring a self position using a satellite, and when sufficient positioning accuracy cannot be obtained from the satellite. It is also an object of the present invention to provide a traveling control device for an autonomous vehicle that can realize reliable autonomous traveling control.

[0009]

According to the present invention, there is provided a first satellite-based positioning means for receiving positioning information from a satellite at a known point and transmitting correction information based on the positioning result, and positioning information from the satellite. And the correction information from the first satellite-based positioning means, the second satellite-based positioning means for measuring the self-position of the vehicle, and the travel history from the reference position are calculated, Based on the dead-reckoning positioning means for measuring the self-position of the vehicle based on the positioning accuracy of the second satellite-based positioning means and the set level, the second satellite-based positioning means determines the accuracy of the positioning accuracy. Autonomous traveling control means for controlling the autonomous traveling of the vehicle by selectively using the positioning data and the positioning data from the dead reckoning positioning means are provided.

[0010]

According to the present invention, the second satellite-based positioning means receives the positioning information from the satellite and the correction information based on the positioning result at the known point from the first satellite-based positioning means and receives the vehicle self-determination. In addition to measuring the position, the dead reckoning positioning means calculates a travel history from the reference position and measures the self-position of the vehicle based on the travel history. Then, the autonomous traveling control means compares the positioning accuracy by the second satellite-based positioning means with the set level, and the positioning data from the second satellite-based positioning means and the dead-reckoning positioning means according to the comparison result. The positioning data is selectively used to control the autonomous traveling of the vehicle.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. The drawings show an embodiment of the present invention, FIG. 1 is a block diagram of a control device, FIG. 2 is an explanatory view showing a lawn mowing vehicle equipped with a D-GPS mobile station and a D-GPS fixed station, and FIG. FIGS. 4 and 5 are flowcharts of the main control routine, FIGS. 6 and 7 are flowcharts of the autonomous traveling control routine, and FIG. 8 is a flowchart of the wireless communication routine.

In FIG. 2 (a), reference numeral 1 denotes an autonomous vehicle which is self-propelled and is unmanned. In the present embodiment, it is a lawn mowing vehicle for performing grass and lawn mowing work on a golf course or the like. The steering angle can be controlled independently, and the vehicle is driven by the engine. This lawnmower 1 has a satellite radio wave receiver for receiving radio waves from a satellite to measure its own position, a dead reckoning sensor for measuring the current position based on the traveling history, and a traveling obstacle detected. It is equipped with a sensor for detecting the cutting boundary and a sensor for detecting the cutting boundary for performing the contour-cutting traveling along the cutting boundary in the grass / lawn mowing work area, enabling highly accurate autonomous driving. There is.

In this embodiment, the satellite radio receiver is a GPS receiver for receiving radio waves from GPS satellites to measure its own position, and position observation is performed by a fixed station located at a known point. This is a mobile station GPS receiver for so-called differential GPS (hereinafter abbreviated as D-GPS) that performs the above-mentioned operation and feeds back correction information (differential information) to the mobile station.

As is well known, the causes of positioning errors by GPS are errors of clocks of satellites and receivers, errors of orbits of satellites, delay of radio waves by the ionosphere, delay of radio waves by the atmosphere, multipath, etc. In addition, the largest error factor is selectable availability (S / A)
There is a deliberate deterioration in accuracy called by the operator. Of the errors due to these factors, the in-phase error can be removed by using the correction information corresponding to each satellite captured by the fixed station at a known point, and the positioning accuracy at the mobile station is about several meters. Can be dramatically improved.

For this reason, the lawnmower vehicle 1 has an antenna 2 for a mobile station GPS receiver and an antenna 3 for a wireless communication device for receiving differential information from a fixed station.
Are installed upright, and at a known point outside the vehicle, as shown in FIG. 2B, the antenna 3 of the fixed station GPS receiver is installed.
1 and a fixed station 30 equipped with an antenna 32 of a wireless communication device for transmitting differential information to a mobile station GPS receiver.

As the dead reckoning sensor, a geomagnetic sensor 4 and a wheel encoder 5 are used for the lawnmower work vehicle 1.
And a non-contact sensor 6a, 6b such as an ultrasonic sensor or an optical sensor as the obstacle detection sensor.
Is attached to the front and rear of the lawnmower 1 and
Contact type sensors 7a, 7b using a micro switch or the like
Are attached to the front and rear ends of the lawnmower work vehicle 1.

At the lower part of the vehicle body of the lawnmower work vehicle 1, a cutting blade mechanism portion 8 such as a mower for performing grass / lawn mowing work is provided.
And, for example, a sled-shaped plate that moves up and down according to the grass / turf length,
A cut boundary detection sensor 9 including a rotary encoder or the like for detecting the rotation angle of a member that supports the sled-shaped plate is provided, so that the contour travel along the cut boundary is performed in the grass / lawn mowing work area. It has become.

As shown in FIG. 1, the lawnmower work vehicle 1 has a control device 4 including a microcomputer and the like.
0 is mounted on the control device 40, and the sensors 40, 5, 6a, 6b, 7a, 7b, 9 and the mobile station GPS are mounted on the control device 40.
The receiver 10 and the wireless communication device 11 are connected to the fixed station 30 as the first satellite-based positioning means that receives positioning information from satellites at known points and transmits correction information based on the positioning results. , A function as a second satellite-based positioning means for measuring the self-position of the vehicle, receiving positioning information from the satellite and correction information from the fixed station 30, and calculating a traveling history from the reference position. , A function as dead-reckoning positioning means for measuring the self-position of the vehicle based on this traveling history, and positioning accuracy from the second satellite-based positioning means are compared with a set level, and according to the comparison result. Realizing a function as an autonomous traveling control means for controlling autonomous traveling of the vehicle by selectively using positioning data from the second satellite-based positioning means and positioning data from the dead-reckoning positioning means. It has become to so that.

More specifically, the cut boundary detection unit 41 to which the cut boundary detection sensor 9 is connected, the dead reckoning position detection unit 42 to which the geomagnetic sensor 4 and the wheel encoder 5 are connected, and the mobile station GPS reception. Machine 10 and the wireless communication device 11 are connected to the D-GPS position detector 43, the contactless sensors 6a and 6b, and the contact sensors 7a and 7b.
An obstacle detection unit 44 to which is connected, each of these detection units 4
1, 42, 43, 44 are connected to a travel control unit 45, a work data storage unit 46 in which a work data map referred to by the travel control unit 45 is stored, and a vehicle is instructed by the travel control unit 45. A vehicle control unit 47 for performing control is provided in the control device 40, and further, a drive control unit 48 and a steering control unit are provided for driving each mechanism unit of the lawnmower working vehicle 1 based on an output from the vehicle control unit 47. Four
9 and a cutting blade control unit 50 are provided.

The cut boundary detecting unit 41 processes the signal from the cut boundary detecting sensor 9 according to the grass / turf height to detect the grass / turf boundary position. As described above, the cut boundary detecting sensor 9 is composed of a sled plate that moves up and down according to the grass / turf height and a rotary encoder that detects the rotation angle of a member that supports the sled plate. If
The vertical displacement of the sled plate according to the grass / turf height is converted into a rotation angle, and a detection signal is output from the rotary encoder. From the detection signal, the cut mark boundary detection unit 41 discriminates the grass / lawn mowing work area from the unworked area to detect the cut mark boundary, and outputs the position data to the traveling control unit 45.

The dead reckoning position detecting section 42 integrates the vehicle speed detected by the wheel encoder 5 to obtain a traveling distance, and accumulates the traveling distance in accordance with a change in traveling direction detected by the geomagnetic sensor 4. By doing so, the travel history from the reference point is calculated, the current position of the vehicle is measured, and the positioning data is output to the travel control unit 45. The sensors connected to the dead reckoning position detection unit 42 include the geomagnetic sensor 4 and the wheel encoder 5.
The combination is not limited to the above, and a gyro or the like may be combined.

The D-GPS position detector 43 includes a group of GPS satellites captured through the mobile station GPS receiver 10 (at least four in the case of three-dimensional positioning and at least three in the case of two-dimensional positioning). ) Navigation message from 60,
That is, satellite clock correction coefficient, orbit information, satellite calendar,
The position of the vehicle is measured with high accuracy based on positioning information such as satellite placement and differential information received from the fixed station 30 via the wireless communication device 11, and the positioning data is output to the travel control unit 45. .

The fixed station 30 for the D-GPS position detector 43 is a D-to which a fixed station GPS receiver 33 is connected.
GPS fixed station section 34, D-GPS for transmitting the differential information from this D-GPS fixed station section 34
The information transmitter 35 includes a wireless communication device 36 connected to the D-GPS information transmitter 35.

In the D-GPS fixed station section 34, the satellite group 60 received via the fixed station GPS receiver 33.
And processing the positioning information from to create differential correction data. This differential correction data is
The D-GPS information transmission unit 35 converts the packet data into wireless communication data and transmits the packet data via the wireless communication device 36.

In the present embodiment, the fixed station 30 as the first satellite-based positioning means is installed as a specific device for the mobile station of the lawnmower work vehicle 1. An existing D-GPS fixed station equipped with a wireless station for transmitting information, or an existing D-GP for transmitting differential information via a communication satellite.
It is also possible to use an S fixed station or the like as the first satellite-based positioning means.

On the other hand, the obstacle detecting section 44 includes the non-contact type sensors 6a, 6b and the contact type sensors 7a, 7b.
An obstacle that cannot be predicted is detected by 7b, and a detection signal is output to the traveling control unit 45.

In the traveling control unit 45, the cut boundary detection unit 41, the dead reckoning position detection unit 42, the D-GP.
Each positioning data from the S position detection unit 43 is appropriately selected, the work data of the work data storage unit 46 is referred to, the error amount between the current position and the target position is calculated, and the traveling route and the vehicle control instruction are determined. . In that case, in grass / lawn mowing work in the work area, the positioning traveling data from the cut mark boundary detection unit 41 is used to perform follow-up traveling control, and when moving to the work area, the D-GPS position detection unit 43 is used. When the positioning accuracy of is compared with a set level and the set level is satisfied, the positioning data from the D-GPS position detection unit 43 is used,
If the set level is not satisfied, the autonomous traveling control is performed using the positioning data from the dead reckoning position detecting unit 42.

The work data storage section 46 is composed of a ROM area for storing fixed data and a RAM area for storing work data under control execution. In the ROM area, work for performing grass / lawn mowing work is performed. The terrain data of the area, the terrain data of the entire area including a plurality of work areas, and the like are stored in advance, and in the RAM area, as described later,
In order to correct the dead reckoning positioning data, the D-GPS positioning data is accumulated within a set time.

In the vehicle control unit 47, the instruction from the traveling control unit 45 is converted into a specific control instruction amount, and the drive control unit 48, the steering control unit 49, and the cutting blade control unit 5 are converted.
Output to 0. As a result, the drive control unit 48 drives the hydraulic motor 12 to generate the hydraulic pressure for driving each mechanism unit, and the steering control unit 49 causes the front wheel steering hydraulic control valve 13 and the rear wheel steering unit, respectively. The front wheel steering mechanism and the rear wheel steering mechanism are servo-controlled via the hydraulic control valve 14, and the cutting blade control unit 50 controls the cutting blade control hydraulic control valve 15.
The cutting blade mechanism 8 is servo-controlled via the.

A case where unmanned grass / lawn mowing work is performed on a plurality of divided work areas as shown in FIG. 3 will be described below. In this case, assuming that the lawn mowing vehicle 1 is waiting at an arbitrary preparation position 70 before starting work, it moves to the first work area 72, the grass / lawn mowing work in this work area 72, and the next work area 72 from the work area 72. The movement to the work area 75, the grass / lawn mowing work in the work area 75, and the movement to the return position 78 are autonomously performed according to the flowcharts shown in FIGS.

First, in the main control routine shown in FIGS. 4 and 5, in step S101, the preparation position 70, which is the current self-position, is measured using the D-GPS. This position measurement is
This is performed by converting the D-GPS positioning data such as longitude and latitude (altitude data is also added if necessary) into geodetic system data stored in the work data storage unit 46. Data conversion to this geodetic system is performed by D-GPS.
It may be performed by the position detection unit 43 or the travel control unit 45.

Next, in step S102, the topographical data of the first work area 72 is read by referring to the work data storage unit 46, and the route 71 from the measured preparation position 70 to the work start point is generated, and in step S103. Go to. Step
In S103, the autonomous traveling control routines of FIGS. 6 and 7 described later are executed to move the vehicle to the work start position, and step S1
In 04, the hydraulic control valve 15 for controlling the cutting blade is opened to supply the hydraulic pressure to the cutting blade mechanism section 8 to operate the cutting blade to start the grass / lawn mowing work.

Then, in step S105, it is checked whether or not it is the first work, and when it is the first work, the process proceeds from step S105 to step S106, and is performed by the D-GPS or dead reckoning during the autonomous traveling in step S103. After detecting its own position, in step S107, the work data storage unit 4
Work 1 in work area 72 with reference to work data 6
The amount of error from the current position is obtained with the end point position of the first stroke (one column) of the first time as the target position.

Next, the process proceeds to step S108, and the step
The steering amount for each target steering angle of the front and rear wheels is determined according to the error amount obtained in S107, and in step S109, the front wheel steering mechanism is controlled via the front wheel steering hydraulic control valve 13 and the rear wheel steering hydraulic control valve 14. The rear wheel steering mechanism is driven to control the target steering angle. Then, in step S110, one stroke (1
It is checked whether or not the end point of (row) has been reached. When the end point is not reached, the process returns to step S106 described above to continue the grass / lawn mowing work, and when the end point is reached, at step S118 one block Determine whether the work is finished.

In this case, since it is the first work, the process returns from step S118 to step S105 described above, and the work work 1 is performed again.
It is checked whether or not it is the second time, and if it is the second time or later, the process branches from step S105 to step S111 to follow the work route 73 along the cut boundary.

That is, in step S111, the vehicle body is laterally shifted by the width of the cutting blade and moved to the next work position. In step S112, the cut mark boundary detection sensor 9 detects the cut mark boundary by the previous work, In S113, the amount of error for realizing the set lawn mowing overlap amount is calculated by comparing the cut mark boundary with the vehicle position.

Then, the process proceeds to step S114, and when the steering amounts of the front and rear wheels are determined according to this error amount, step S115
Then, the front wheel steering mechanism and the rear wheel steering mechanism are driven via the front wheel steering hydraulic control valve 13 and the rear wheel steering hydraulic control valve 14, respectively, and control is performed to obtain the target steering angle.

After that, in step S116, when the self position is detected again by D-GPS or dead reckoning, it is checked in step S117 whether or not the one stroke end point is reached, and if the one stroke end point is not reached, Returning to step S112 described above, the contour running along the cut boundary is continued, and when the end point of one stroke is reached, the process proceeds to step S118, and it is determined whether or not the work for one section (work area 72) is completed.

Then, steps S105 to S118 are repeated until the work in one section (work area 72) is completed, and when the work in one section is completed, the process proceeds from step S118 to step S119 to finish all the work. Determine whether or not. Here, since the work in the next work area 75 has not been completed yet, the process returns to step S102 described above, and when the route 74 from the work area 72 to the work area 75 is generated by the same procedure,
In accordance with the autonomous traveling control routine of FIGS. 6 and 7, the work area 75 is moved to the next work area 75 to perform grass / lawn mowing work.

Eventually, when all the work is completed, step S1
After proceeding to Step S120 from 19 and generating the route 77 to the return position 78 by referring to the work data accumulation unit 46, in Step S121, the route is moved to the return position 78 according to the autonomous traveling control routines of FIG. 6 and FIG. Stop and stop the vehicle.

Next, the autonomous traveling on the routes 71, 74, 77 by the autonomous traveling control routine shown in FIGS. 6 and 7 will be described. In the main control routine described above,
Although the routes 71, 74, 77 are generated from the positioning data of the self position and the work data of the work data storage unit 46, the routes 71, 74, 77 themselves are stored in the work data storage unit 46 in advance. You may stay.

In the self-position measurement by D-GPS, much better accuracy can be obtained as compared with a single GPS, but it is necessary for autonomous traveling control depending on the satellite capture state, the radio wave reception state, and the like. The accuracy required for timing may not be obtained. Therefore, when the current D-GPS accuracy information is obtained in step S201, in step S202
This accuracy information is compared with a prescribed position accuracy evaluation set value stored in advance in the work data storage unit 46, and step S2
At 03, it is determined whether or not the positioning accuracy of D-GPS satisfies the set level.

When the positioning accuracy of the D-GPS satisfies the set level, the process proceeds to step S204, and the moving speed of the lawnmower work vehicle 1 becomes the normal speed stored in the work data storage unit 46. Control, and in step S205, D
When the error amount of the vehicle position is obtained from the GPS position information and the route information, the steering amounts of the front and rear wheels are determined according to the error amount in step S206.

Next, in step S207, the front wheel steering mechanism and the rear wheel steering mechanism are driven via the front wheel steering hydraulic control valve 13 and the rear wheel steering hydraulic control valve 14, respectively, and control is performed to obtain the target steering angle. Then, in step S208, the current position measured by D-GPS and the target position are compared, and step S209
Then, it is determined whether or not the target position has been reached. as a result,
If the target position has not been reached, the process returns to step S204 to continue traveling while positioning the current position by D-GPS, and when the target position is reached, the vehicle is stopped and the routine exits in step S225.

On the other hand, if the positioning accuracy of the D-GPS does not satisfy the set level in step S203, the process branches from step S203 to step S210 and onward to perform dead reckoning autonomous driving. That is, in step S210, the moving speed of the vehicle is set to the low speed stored in the work data storage unit 46 to minimize the dead-reckoning cumulative error caused by the slip of the wheels. Then, the error amount of the vehicle position is obtained from the position information and the route information based on dead reckoning.

Next, in step S212, the steering amounts of the front and rear wheels are determined in accordance with the error amount, and in step 213, the front wheel steering mechanism is passed through the front wheel steering hydraulic control valve 13 and the rear wheel steering hydraulic control valve 14. The rear wheel steering mechanism is driven to control the target steering angle. Then, in step S214, the dead reckoning current position and the target position are compared, and step
In S215, it is determined whether or not the target position has been reached.

If the target position has not been reached, the process returns from step S215 to step S210 to continue autonomous traveling while positioning the current position by dead reckoning. When the target position is reached, the process proceeds from step S215 to step S216. When the current position is stopped, the current position is measured by the D-GPS and the positioning data is stored in the work data storage unit 46 in step S217.
In the RAM area.

After that, the process proceeds to step S218, the preset data accumulation set time is compared with the data accumulation time set in step S217, and it is checked in step S219 whether the set time has elapsed. Then, when the set time has not elapsed, the process returns to step S217 to continue accumulating the positioning data by D-GPS, and when the set time elapses, the accumulation of the positioning data by D-GPS ends and the process proceeds to step S220. .

In step S220, the accumulated positioning data by D-GPS is averaged, and the current position is obtained from this average value. Then, the process proceeds to step S221, the current position and the target position are compared, and in step S222, the true position is determined. It is determined whether the target position has been reached. As a result, if it is determined that the true target position has been reached, the vehicle is stopped and the routine exits in step S225, and if it is determined that the true target position has not been reached, the step In S223, when the dead reckoning positioning data is corrected by the average value of the positioning data by D-GPS, the process proceeds to step S224 to generate a route to the true target position, and the process returns to step S210 to restart the traveling,
The above processing is repeated until the true target position is reached.

That is, even when the positioning accuracy of the D-GPS deteriorates, the positioning accuracy can be improved by staying at a certain point and continuing the measurement for a predetermined time, which is required by the D-GPS during autonomous traveling. When the position accuracy cannot be obtained, the dead reckoning navigation is performed to reach the target position and then stopped, and the D-GPS positioning data is accumulated for a set time in the stopped state and the average value is obtained to obtain the accurate current position. be able to. When the target position by dead reckoning is deviated, the dead reckoning positioning data is corrected by the average value of the set times of the D-GPS positioning data, so that reliable autonomous traveling can always be performed. is there.

Next, the data communication between the fixed station 30 and the mobile station in D-GPS is performed by packet data by the wireless communication routine shown in FIG. In this data communication, the mobile station GPS receiver 10 is initialized in step S301, and the fixed station GPS receiver 33 is initialized by data transmission via the wireless communication devices 11 and 36 in step S302. Then, the differential information from the fixed station 30 is obtained by wireless data communication.

Then, when the operation proceeds to step S304, the D-GP
The S position detection unit 43 applies the differential information from the fixed station 30 to the positioning data obtained from the mobile station GPS receiver 10 and performs the differential calculation to measure the own vehicle position. Then, the positioning information is transmitted to the traveling control unit 4
When sent to 5, the process returns to step S303 to repeat the next data processing. The differential calculation with the fixed station 30 is
It may be performed by a function unique to the mobile station receiver 10.

[0053]

As described above, according to the present invention, the accuracy of the satellite-based positioning data using the correction information based on the positioning result at the known point is compared with the set level, and the satellite is determined according to the comparison result. Since the autonomous traveling of the vehicle is controlled by selectively using the used positioning data and the positioning data based on the traveling history from the reference position, highly accurate autonomous traveling control by the satellite is realized and sufficient positioning accuracy is obtained from the satellite. Even if it is not possible to obtain the desired effects, it is possible to realize reliable autonomous driving control.

[Brief description of drawings]

FIG. 1 is a block diagram of a control device.

FIG. 2 is a lawn mower equipped with a D-GPS mobile station and D
-Explanatory view showing a fixed station for GPS

FIG. 3 is an explanatory diagram showing a travel route and a work area.

FIG. 4 is a flowchart of a main control routine.

FIG. 5 is a flowchart of a main control routine (continued)

FIG. 6 is a flowchart of an autonomous traveling control routine.

FIG. 7 is a flowchart of an autonomous traveling control routine (continued)

FIG. 8 is a flowchart of a wireless communication routine.

[Explanation of symbols]

1 Lawn Mowing Vehicle (Autonomous Vehicle) 30 Fixed Station (First Satellite Positioning Means) 40 Control Device (Second Satellite Positioning Means, Dead Reckoning Positioning Means, Autonomous Driving Control Means)

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Claims (1)

[Claims] 1. A first satellite-based positioning means for receiving positioning information from a satellite at a known point and transmitting correction information based on a positioning result, and the first positioning means for receiving positioning information from the satellite and the first The second satellite-based positioning means for receiving the correction information from the satellite-based positioning means and measuring the self-position of the vehicle, and the travel history from the reference position are calculated, and the self-position of the vehicle is determined based on the travel history. The dead-reckoning positioning means for measurement and the positioning accuracy by the second satellite-based positioning means are compared with a set level, and the positioning data from the second satellite-based positioning means and the dead-reckoning positioning means are determined according to the comparison result. A traveling control device for an autonomous traveling vehicle, comprising: an autonomous traveling control means for controlling the autonomous traveling of the vehicle by selectively using positioning data from the vehicle.