JPS62259110A - Drive controller for self-traveling farm machine - Google Patents

Abstract

PURPOSE:To drive a self-traveling farm machine into a turn course after a linear course as well as into the linear course after the turn course, by teaching the drive control information on the second course to the form machine while actually driving it on both linear and turn courses. CONSTITUTION:A controller 15 teaches each course to self-traveling farm machine based on the detection information obtained by a direction sensor S2, a distance sensor S4 and steering angle detecting potentiometers R1 and R2 for a linear course (i) connecting a start point ST of working and its opposite fruit trees F, a course (ii) moving to a linear course (iii) going back against the course (i) while turning outside trees F, and a course (iv) having the same turning action as the course (ii) after the end of the course (iii) respectively. In this case, only the actual distance traveled up to point where an approximation sensor S3 works and the reference direction obtained by averaging detected directions are stored as the drive control information in the linear course. While in a turn course the detected steering angles are sampled for each prescribed distance and these sampled values are stored as the drive control information on the courses (ii) and (iv).

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. Each of the above relates to a travel control device for an automatic traveling work vehicle equipped with a travel control means for automatically traveling the machine body.

[Conventional technology]

The above-mentioned travel control device for this type of autonomous work vehicle allows a work vehicle such as a self-propelled combine harvester, an automatic lawn mowing work vehicle, or a chemical spraying work vehicle to automatically travel within a predetermined range of work areas while performing various types of work. In order to perform the work automatically, there are multiple straight strokes that are set based on the work width and the distance between work objects, etc., and when one straight stroke ends, the machine moves to the next straight stroke. In order to do this, the turning stroke in which the aircraft turns 180 degrees or 90 degrees at the end of each straight stroke is repeated. Based on the travel control information such as the travel length and direction, the aircraft automatically travels along each straight path, and as the aircraft reaches the end of each straight path, it automatically moves through a predefined and memorized cycle. Based on the direction pattern, the direction of the next straight stroke was made to turn. (See, for example, Japanese Patent Application Laid-Open No. 55-54814.) [Problems to be Solved by the Invention] However, it is difficult to make the vehicle travel in a straight line based on artificially set and memorized information, and also to follow a stylized turning pattern. In the means for running a turning stroke based on 1, due to differences in slip ratio depending on the work site, turning is performed before the end of the straight stroke has been reached, or the actual turning stroke is There is a risk that the traveling trajectory will deviate from the set turning trajectory. As a result, the actual position of the aircraft at the end point of the straight line stroke deviates from the appropriate turning start point, which is the end of the pre-stored stroke length, making it impossible to perform work at the end of the straight line stroke as desired. Otherwise, the turning end position may deviate from the proper starting position of the next linear stroke, making it impossible to perform work at the starting end of the next linear stroke as desired. For this reason, devices have been installed to automatically correct deviations from the turning start and end positions, but this has the disadvantage of complicating the structure and reducing work efficiency due to the correction. .

The present invention has been made in view of the above-mentioned circumstances, and its purpose is to enable the aircraft to accurately and automatically travel along a set traveling route in each of the straight and turning strokes. It's about doing.

[Means for solving problems]

The characteristic configuration of the travel control device for an automatic traveling work vehicle according to the present invention is that at least one straight stroke among the plurality of straight strokes and at least one turning stroke among the plurality of turning strokes are controlled. The travel control means is provided with a teaching means for teaching travel control information as the travel is manually controlled and moved,
Its actions and effects are as follows.

[For production]

In other words, while actually traveling a straight line stroke and a turning stroke for moving the aircraft from one straight line stroke to the next straight line stroke, the travel control information for both of these strokes is taught, and the teaching The aircraft automatically travels based on travel control information for each of the straight stroke and turning stroke.

〔Effect of the invention〕

Therefore, since the travel control information for each straight stroke and turning stroke can be made to correspond to the actual traveling conditions of each work site, the travel end point of each straight stroke and turning stroke can be set to the desired position as much as possible. Therefore, the entry into the turning stroke after the straight-line stroke and the entry into the straight-line stroke after the turning stroke can be performed with high precision.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

As shown in Figures 3 and 4, automatic driving, remote control (
The engine (E) and the boarding control section (1) are installed on the front side of the fuselage (V), which can be operated both radio-controlled (radio-controlled) and boarding control (manual), and the exterior is installed on the rear side of the fuselage (V). It is equipped with a drug tank (2) with a cover (2a). A chemical dispersion device (a chemical spraying device) in which a pump (4) provided at the lower part of the fuselage (V) jets the chemical supplied from the chemical tank (2) from a number of nozzles (5) and is dispersed by air blown by a blower (6). 7) is attached to the rear side of the chemical tank (2) to constitute a working vehicle for spraying chemicals while traveling between fruit trees mainly in orchards, etc., as shown in Fig. 2. In this way, the chemical is sprayed by traveling back and forth between trees while turning in the direction of the next adjacent linear working process at the outside of the tree located at the end of each linear working process. It is.

To explain the configuration of the aircraft (V), the aircraft (V)
A bumper (8) that doubles as a contact-type obstacle sensor is installed on the front of the
) is installed to absorb the impact by retracting to the rear of the aircraft (V) when it comes into contact with an obstacle, and a contact sensor (So) using a limit switch that is turned ON by the retraction operation is installed. This contact sensor (So
) is turned ON, the aircraft (V) is brought to an emergency stop.

Furthermore, three ultrasonic sensors (Sl) as non-contact obstacle sensors are installed on the front side of the bumper (8), with their obstacle sensing ranges adjacent to each other, as shown in FIG. They are provided on the left, right and center respectively. However, the ultrasonic sensors (Sl) and (Sl) located on the left and right respectively transmit their obstacle detection information when the aircraft (V) passes between trees (F) located on both the left and right sides of the aircraft (V). In order to be able to use the information for steering control for driving, it is possible to detect the distance to each of the trees (F) on both the left and right sides, and the obstacle sensing range is set to be outside the width of the aircraft. It is set to expand.

Further, on the upper part of the drug tank (2), there is a direction sensor (S2) that detects the absolute direction by sensing the earth's magnetism.
is provided so that the orientation of the machine (V) relative to the work process can be detected.

Also, as shown in Figure 2, the aircraft (V) moves between trees (F).
In order to indicate the end of the straight line travel, a marker (m) made of magnetic material such as iron is buried between the trees located at the end of the straight line. A magnetic proximity sensor (S) that detects the marker (m)
3) is provided below the front end of the fuselage (V).

To explain the configuration of the traveling system of the aircraft (V), as shown in FIG.
3R), and the pair of front and rear wheels (3F)
, (3R) for steering operation, and control valves (IOF) and (IOR) for the steering operation are provided.

In addition, a hydraulic continuously variable transmission (11) capable of freely switching forward and backward speeds and freely changing forward and reverse speeds is connected to the engine (
E), and the front and rear wheels (3F) and (3R) are simultaneously driven by the output of the transmission (11). The speed change arm (14) of the speed change device (11) can be operated by either the speed change pedal (12) for onboard operation or the speed change motor (13) as a speed change actuator for remote control.
) is interlocked and connected.

Further, a steering handle (H) for boarding operation is provided in the boarding control section (1). In FIG. 1, (SO) is a distance sensor that detects the traveling distance by detecting the output rotational speed of the transmission (11).

Parallel steering in which the front and rear wheels (3F) and (3R) are steered in the same direction to move the aircraft (V) in parallel, while the pair of front and rear wheels (3F) and (3R) are steered in the same direction. Type, 4-wheel steering type that turns the aircraft (V) sharply by steering the front and rear wheels (3F) and (3R) in opposite directions, 2-wheel steering type that steers only the front wheels (3F) like a normal car It is configured so that you can select the steering type.

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 composed of: However, during automatic driving, the above-mentioned steering types are automatically switched, and the direction of the aircraft (V) can be adjusted by steering the front and rear wheels (3F) and (3R) with different amounts of steering. This allows it to be moved in parallel while being changed.

In addition, a target steering angle detection potentiometer (R@) that detects the target steering angle during boarding maneuvers is installed.
The front and rear wheels (3F) and (3R) are provided to be rotated by the steering handle (11), and the front and rear wheels (3F), (3R)
Steering angle detection potentiometers (R+) and (Rz) are provided to detect the respective steering angles. Further, a shift position detection potentiometer (R1) 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). Detection signals from each of the potentiometers (RO) to (R1) are input to the control device ff (15) constituting each of the automatic travel control means, remote control means, and 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 can be given priority over the automatic cruise control means without operating the fear 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, as shown in FIG. 1, the steering type selection switch (17)
and the target steering position detection potentiometer (Ro) that detects the target steering position during the boarding maneuver.

(9R) controls the operation of the control valves (IQF) and (LOR) to operate the front and rear wheels (3F) and (3R) in the instructed steering style and at the target steering angle using the steering handle (H). I will do it. However, the shift position of the transmission (11), that is, the adjustment of the vehicle speed during boarding and maneuvering, is controlled by the shift pedal (12).
This is done by directly operating the speed change arm (14). Further, for safety, when the operation of the speed change pedal (12) is stopped, the speed change position of the speed change device (11) is automatically returned to the neutral state, that is, the speed change neutral position (N), which is the travel stop position. It is biased and provided.

To explain the configuration of remote control, there is a receiver (18) that receives instruction information given from a remote control transmitter (18).
19), and based on the received information, the control valves (IOF) and (IOR) of the steering hydraulic cylinders (9F) and (9R) and the speed change motor (1
3) Each operation and control valve of the nozzle (5) (
5a), by controlling the operation of proa (6), etc.
The traveling of the aircraft (V) and the operation of the chemical spraying device (7) are remotely controlled.

To explain the configuration of the transmitter (1B), as shown in FIG. 1, it includes a gear shift lever (20) that instructs a target shift position of the transmission (11) by a longitudinal motion, and a steering type by a longitudinal motion. In addition, a steering lever (21) is provided which instructs the target steering angle of the front and rear wheels (3F) and (3R) by left and right movement, and a proar (6) of the chemical spraying device! (7) is provided.
), a nozzle switch (23) that instructs to start and stop the ejection of medicine from the nozzle (5), and an emergency switch (23) that instructs to stop the aircraft (V) in an emergency. A stop switch (24), and
When the aircraft (V) is automatically traveling, this transmitter (
The levers (20), (21) and switches (22), (23), (24) provided on the airframe (V) are used to remotely control the movement of the aircraft (V) and the operation of the chemical dispersion device (7). An interrupt switch (25) is provided as a control switching instruction means for switching to a state in which the remote control means operates in priority to the automatic travel control means.

In other words, when the vehicle (V) is automatically traveling using the automatic travel control means, for example, the ultrasonic sensor (S+) or the contact sensor (S,) detects an obstacle in front of the vehicle (V). In the event that the machine (V) automatically stops due to a malfunction, the operator will not have to go to the stopping position of the machine (V).
If the interrupt switch (25) is operated, the obstacle can then be avoided by remote control using the transmitter (18). Also, as will be detailed later,
When the interrupt switch (25) is turned off, the mode is automatically returned to the automatic travel mode, and the aircraft (V) can continue to travel automatically.

For safety, the gear shift lever (20) is biased so that when its operation is stopped, it automatically returns to the neutral state, that is, the gear shift position returns to the gear shift neutral position (N), which is the travel stop position. It is.

Next, the configuration of the automatic travel control means will be described in detail while explaining the operation of the control device (15).

Although not shown, the control device (15) mainly includes a first processor (hereinafter referred to as CPUI) that processes detection information from the ultrasonic sensor (S+) and the orientation sensor (S2); and a controller that controls the operation of various actuators based on the detection information processed by the CPU 1, the detection information from various sensors, the information received by the receiver (19), the travel control information stored and set in advance, etc. It consists of two processors (hereinafter referred to as CPU2).

First, to explain the outline of the aircraft travel during automatic travel control, as shown in Figure 2, the starting point of the work process (ST
), for example, while rotating the aircraft (V) once using a four-wheel steering system, the direction detected by the direction sensor (S2) is sampled during that time, and the detected direction is averaged. Sensor (S2)
This is to correct the detected orientation so that the accuracy of the detected orientation is not biased in all directions (hereinafter referred to as [all-round teaching]).

Next, a linear first step (i) connecting the starting point (ST) of the working step and a fruit tree (F) located at the other end opposite to this starting point (ST), Turn the outer side of the fruit tree (P) located on the end side and move to a linear third step (iii) that is 180 degrees opposite to the linear first step (i). After the second step (ii) and the third step (iii), the first step (i)
), each of the four work strokes of the fourth step (iv), in which the direction is turned in the same direction as the second step (ii), is carried out by the boarding maneuver. The direction sensor (S*) and distance sensor (S
4), and each of the four steps (i) to (iv) is taught based on the information detected by the steering angle detection potentiometer (Rυ, (Rg)). However, in this embodiment, In the linear strokes of the first step (i) and the third step (iii), the proximity sensor (S,) is
Actual mileage until activation (DLENGn) *
-l+s and the reference direction (BASD) that is the average of the detected direction.
Rn) *-+, s only is the stroke length of the straight line stroke (OLEN
G) and direction (RASDR) as travel control information, and in the turning stroke of the second stroke (i:) and fourth stroke (iv), the steering angle detection potentiometer (R,), (Ih) The steering angle detected by
m), and the values are stored as travel control information for each turning stroke (ii) and (iv). That is, the teaching means (101) is configured by the process of teaching travel control information for each of the above-mentioned linear stroke and turning stroke,
The process for this is described below [Perimeter teaching]
It is called.

Then, after completing the above-mentioned [outer circumference teaching],
Once the body (V) is moved to the start point (ST) of the work process, the memory information in each process of the first process (i) to the fourth process (iv) memorized in the [outer circumferential teaching] By repeating the travel in each stroke a set number of times while controlling the travel of the aircraft (V) based on the In this way, the chemical spraying work within a predetermined area of the orchard is automatically performed. This constitutes a travel control means (100) that controls the travel of the aircraft (V) based on the travel control information taught in the above-mentioned [perimeter teaching], and the processing for the travel control is as follows. In , it is called [regeneration].

Therefore, in automatic travel control, before the aircraft (V) starts traveling, it is necessary to select in advance which of the above-mentioned [all-round teaching], [outer-periphery teaching], and [regeneration] modes to run. I will do it.

In other words, as shown in FIG.
2 enters a standby state when the power is turned on, and the CPU 2 determines the operation mode based on the operating state of the operation mode selection switch (not shown), and selects a necessary program based on the determination result. At the same time, the above C
Transfer the operating mode to the PUI as a keyword. still,
The keyboard mode is an operation mode for directly instructing the operations of the CPUI and CPU 2 by operating a keyboard (not shown) provided in the boarding control section (1), and is not used during normal work.

Each of the above operating modes will be explained in detail below.

To explain the above-mentioned [outer circumference teaching], the above-mentioned C
As shown in FIG. 6(a), the PU 2 transfers a start keyword for starting the process of [periphery teaching] to the CPU 1 (step 110).

On the other hand, the CPUI, as shown in FIG. 6 (rl),
When the start keyword of [outer periphery teaching] is received, the processing mode is set to [outer periphery teaching] in order to start sampling the direction detected by the azimuth sensor (S,) (S?) fll, step Ka2. ). As shown in Fig. 2, the aircraft (V) is guided through the first journey (i) from the travel start point (ST) to the tree (F) in which the marker (m) is buried by human control. While moving straight ahead, the current direction (which is the detected direction of the direction sensor (S2)
While calculating and updating the discrimination orientation (RASDI), which is set based on the reversal orientation described later.
R), and it is checked whether the deviation is within a preset dead zone (in this example, it is set to about ±20 degrees), and if it is outside the dead zone, , Aircraft (V
) to determine whether the running direction has been reversed or not, and check whether the process of [outer circumference teaching] has been completed (Step #
3~Step #5). However, if the process of (outer circumference teaching) has not been completed, the processes from step 113 to step addition 5 are repeated, and if it has been completed, the process for setting each operation mode shown in FIG. 5 is repeated. It returns to standby mode.

On the other hand, the CPU 2 sets the start keyword to the CP.
After the data is transferred to U1, it starts counting the travel distance (LOCNT) based on the information detected by the distance sensor (S9), and after traveling the set distance, the C
The reference direction (RASD) of the first step (i) is determined by averaging the current direction (NOWDIR) calculated by the PUI.
R1) is started (Steps #11 to 7??B#13).

That is, the current direction (N
After confirming whether the update of the proximity sensor (S,
) detects the marker (-) indicating the end point of the straight line.The proximity sensor (S,) detects the marker (n).
) is sensed, the process of updating the current direction (NOWDIR) transferred from the CPUI and the process of calculating the average direction are repeated (steps 114 to 1116).

When the proximity sensor (S,) senses the marker (m), it is determined that the teaching of the first step (i) has been completed, and the counted travel path M (LOCNT) is determined to have been completed.
) is stored as the reference distance (OLENG1) for the first step (i), and the average direction is stored as the reference direction (RASDR1) for the first step (i), and then this reference direction (RASDR1) is reversed. The reversal direction obtained is transferred to the CPUI as the determination direction (RASDIR) for determining the end of the second step (ii) for turning to the next step, and the teaching of the first step (i) is completed. Then, the second step (ii), the first step, starts (step addition 17. step 2t18).

When the teaching of the second step (ii) is started, each time the traveling distance reaches a preset predetermined distance interval (SAMT1) (in this example, it is set to about 20 cm),
The values of the potentiometers (R1) and (l) that detect the steering angles of the front and rear wheels (3F) and (3R) are repeatedly sampled and stored, and similarly to the teaching in the first step (i), the values are After confirming the update of the current heading (NOWDIR), data transfer of its value and the reversal flag (HFLAG) is received, and by determining whether or not the heading flag (HFLAG) is set, the aircraft (V ) has changed by more than the set dead zone with respect to the discrimination direction (RASIDIR) which is the reverse of the reference direction (RASDP1) of the first step (i), that is, whether the aircraft (V)
Determine whether or not the end of step (ii) has been reached (step?
Fubu 1119-Stepfupu 1122).

At step #22, the direction flag (HFLAG
) is set, the aircraft (V) further travels a predetermined distance (in this example, it is set to about 2 m) required for the aircraft (V) to completely face in the direction of the next third stroke (iii). After performing the same process as the step iN9 until the second step (ii) is completed (
Step #23).

When the teaching of the second step (ii) is completed,
The first step shown in Step #11 to Step #18 (
By performing the same process as teaching i),
Teaching is performed in a third step (iii) that goes straight in the opposite direction to the first step (i). That is, the distance traveled (LOCNT) and the average direction are calculated until the proximity sensor (S,) senses the marker (m), and the results are used as the reference distance (OLENG) for the third step (iii).
2) and after storing it as the reference direction (RASDR2),
The direction obtained by reversing the reference direction (BASDR2) is set as the discrimination direction (RASDIR) for confirming the start of the fourth step (iv), which is the next turning step (step #2).
4 to step 4127).

When the teaching of the third step (iii) is completed, the same process as the teaching of the second step (ii) shown in steps 1119 to #23 is performed to counter the second step (ii). After performing the teaching of the fourth step (iv) of turning in the direction, the end keyword indicating the end of the process of [outer circumference teaching] is
The data is transferred to the CPUI and the process returns to the operation mode selection process (step i28, step 129).

In other words, in the above-mentioned [outer circumference teaching], in the linear strokes of the first stroke (i) and the third stroke (iii), the reference direction (BASDRn) indicating the direction of the straight stroke is used.
n-+, 3 and the reference distance as the stroke length (DLENG
n) a-+, 3 are stored as teaching data, and in each turning stroke of the second step (ii) and the fourth step (iv), the turning stroke is divided into predetermined distance intervals (SAMT1). The steering angle as the actual steering amount of the aircraft (V) at the position is stored as steering control information indicating the travel route.

Therefore, in [reproduction], in a straight line, the direction detected by the direction sensor (S2) and the direction detected by the ultrasonic sensor (S,) are set so that the direction of travel is in the direction of the stored reference direction (RASDRn). The distance detected by the distance sensor (S4) reaches the reference path 1ii1 (DLt!NGn) while controlling the steering based on the distance detection results for each of the trees (F) located on both sides of the front aircraft (V). The vehicle will run straight between the trees (P) until the end.

On the other hand, in the turning stroke, the steering angles stored at each set distance interval are sequentially read out, and the front and rear wheels (3F) and (3R) are taught by steering the front and rear wheels (3F) and (3R) based on the read information. The vehicle will be turned around along the travel route.

To explain the [playback] mode, as shown in FIG. 7(a), the CPU 2 sends the start keyword for the playback mode to the CPU UI, similar to the [full circumference teaching] and (outer circumference teaching). At the same time, input the total number of traveling strokes as the number of linear strokes (KNtlM) (Step 41100.Step #101)
.

Then, the reference orientation (RASDRn) stored in the [outer circumference teaching], this reference orientation (BASDRn)
A dead zone (FKAN2) for steering operation if the deviation exceeds a set tolerance for
In this embodiment, after setting the distance in four distance intervals of 1 m or less, 2 m, 3 m, and 4 m or more, the scheduled travel distance is set to the reference distance (DLENGn ), a predetermined distance is subtracted from the previous area (KOTEIF), a rear area (KOTEIB) is obtained by adding a predetermined distance to the reference distance (DLENGn), and
In order to ensure turning, a deceleration distance (KOTE 12) corresponding to the deceleration start point for reducing the traveling speed,
Then, reset the value of the distance counter (CNTP1) that measures the actual travel distance to "0" to initialize each travel control information, and set the current travel distance to the above-mentioned number. Set the process flag (CFLAG) indicating which process among the 1st to 4th process to "1" indicating the 1st process (i) (S?) fll102 to stepbu jl104
).

The process flag (CFLAG) is set at step 11104.
is set, the transmission device (11)
Start traveling by operating the gear shift position to reach the set traveling speed, and check whether the entire stroke has been traveled by checking the number of strokes (KNUl'l) input in step #101. (Step #105).

However, if the entire journey has been completed, the [regeneration] mode is ended, the process returns to the operation mode selection process, and the entire process ends.

Next 1. To switch to remote control mode during automatic driving by checking whether an interrupt switch (25) provided in the transmitter (18) has been turned on based on information received by the receiver (19). The value of the stroke flag (CPLAG) set in the [straight line end] process, which determines whether there is a radio control interrupt or not and determines the end of the straight line stroke (described later), is set in the second stroke (
ii) or the fourth step (iv) is set to the value (2 or 4) of the turning step (step +
1106. Step 1107).

However, if the radio control interrupt occurs, the process branches to the [radio control interrupt] process described later, and if the value of the process flag (CFLAG) is set to 2" or 4", the process branches to the process of ], and the process branches to the step ?
Processing after step F'/1106 will be interrupted.

On the other hand, if the entire stroke is not completed, there is no [radio control interrupt], and the stroke flag (CFLAG) is not set to the turning stroke, the direction sensor (S2) and the ultrasonic wave transferred from the CPU The update of each detection data of the sensor (S,) is confirmed, and based on the detection data, the amount of steering operation for steering the front and rear wheels (3F) and (3R) is determined, and the steering operation amount is determined. Hydraulic cylinder (9F), (9R) solenoid valve (
Perform [steering control] by outputting control signals to IOF) and (IOR) (step #108 to step +1110)
).

Thereafter, by checking whether the proximity sensor (S,) 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 Any one of the three ultrasonic sensors (Sl)
Check whether an obstacle is detected within 1m in front of the vehicle at any time. Then, the proximity sensor (S3) is turned on.
If it is in L, the process branches to the [straight line end] process to finish the straight line and turn towards the next straight line, and the ultrasonic sensor (S+) detects that there is an obstacle within 1m in front of the travel. If this is detected, the system makes an emergency stop and branches to the process of [radio control request], which will be described later, in order to perform the subsequent avoidance by remote control using the [radio control interrupt] (step #111, step 1112).

Next, a value of a road counter (CNTP1) that counts the distance traveled based on the detection information of the distance sensor (S4).
and the deceleration distance (kOTIli12) to determine whether the deceleration point has been reached, and if the deceleration distance (KOTEI2) has been reached, the speed is decelerated to a preset traveling speed. Perform the operation and deceleration distance (
If KQTE12) has not been reached, leave it as is and return to the process from step #105 (step 11).
113. Steph Ka114).

On the other hand, as shown in FIG. 7 (tl), when the C:PU1 receives the playback mode start keyword, it starts [playback].
The three ultrasonic sensors (
The current direction (NOWDIR) is updated by sampling the detection information from the direction sensor (S+) and the direction sensor (S2) every set time interval (in this embodiment, it is set to approximately 0.1 seconds), and the current direction is updated. The orientation (NOWDIR) is compared with the discrimination orientation (RASDIR) set based on the taught reference orientation and reverse orientation, and if the deviation is outside the set dead zone (FUKAN2), the front and rear wheels (3F ), (3R) Set the heading flag (HFLAG) to execute the process for steering operation or the process for determining the end of turning (Step 115)
0~Step #54).

Furthermore, the detection signals of the three ultrasonic sensors (St) are converted into data (CIIODAT) corresponding to the distance from the obstacle based on the division distance (DIVL),
Determine the end of [playback] (Step #55. Step #156).

However, the above? ? In step 1156, if the [playback] mode has not ended, step 52 to step!
If the process of 156 is repeated and the reproduction mode has ended, the process returns to the operation mode selection process.

Next, a description will be given of the [straight line end] process that branches when the proximity sensor (S, ) turns on in step #111.

That is, as shown in FIG. 8, by determining whether the value of the distance counter (CNTP1) is between the front area (KOTEIF) and the rear area (KOTEIB), the aircraft is within the turn permission range. (V) is present, and if there is no aircraft (V) within the turn permission range, the process branches to the [radio control request] process, which will be described later, and the transmitter (1
(Step 11200).

When the value of the distance counter (CNTP1) is within the turning permission range, the value of the stroke flag (CFLAG) is set to the second stroke (“2”) based on the value of the stroke flag (CFLAG).
”) or the fourth stroke (“4゛)” to determine the end of the turning stroke (BASD).
R2 or BASDR1), the number of strokes (KNUM) is subtracted, and the process returns to the steering control process after the Xt hub 1t105 (Style 201 to Step 11206).

Therefore, by the process described above, the process flag (CFLA
Since the value of G) has changed from "1" or "3" indicating a straight stroke to "2" or "4" indicating a turning stroke, the above-mentioned speed? In the turn determination process of FP 11107, it is automatically [
Then, the process branches to the processing of [eco].

Next, the above-mentioned [turning] process will be explained in detail.

As shown in FIG. 9, the second stroke (ii) or the fourth stroke ( iv) to read out the information on the stored steering angle, and also set the reversal direction (flAsDRl or I) to determine the end of each turning stroke.
IASDR2), azimuth dead zone (PtlKAN2), and division path # (DIVL) of the ultrasonic sensor (S,)
Reset each of (step 5300 to step 13)
04).

After confirming that the CPU has updated the detection data of the orientation sensor (S2) and the ultrasonic sensor (Sl), the updated data, that is, the current orientation (No-cut IR), sensing distance (CIODA?), and , the direction flag (HFt, AG) is received (step +1305.step 1306).

After that, after checking whether the values of the steering position detection potentiometers (R1) and (Rt) have been sampled, the teaching data of the steering operation, which is the target steering angle, is updated (step 1307, step 11308). .

Next, it is determined whether all the teaching data for the steering operation has been output, and the direction of the aircraft (V) is reversed to the next stroke direction based on whether the orientation flag (IIFLAG) is set. Determine whether or not it was done. Then, check whether all teaching data has been output.
Alternatively, if the direction flag (IIFLAG) is set, steps flt313 to step 11, which will be described later,
31B branches to an [initialization routine] that sets various data for the next linear stroke, and if the output of all the teaching data is not completed and the direction flag (HFL
AG) is not set, check whether or not there is a radio control interrupt in the linear stroke and the ultrasonic sensor (S
t) determines whether or not it has detected an obstacle within 1 m,
The reproducing process of the teaching data after step f1305 is repeated (step #309 to step 1t312).

To explain the above [Initialization routine], Step #102 to Step # of the [Reproduction] processing routine are explained.
In the same process as 104, the process flag (CFLAG
) Based on the value of the expected travel distance (LENGI, D
Front area (KOTEIF), rear area (KOTEIB), and deceleration distance (KOTEI2) based on LnNG2).
), and set the distance counter value (C
NTP1) is reset to “0” and the value of the stroke flag (CFLAG) is set to “1” based on the direction of the next linear stroke.
” or “3”.Then, set the reference orientation (BAS
DRn), the fuwazai (FUKAN2) relative to its reference direction (BASDRn), and the ultrasonic sensor (S+)
The sensing distance division path M (DIVL) is set for each of the detected distances, and the process returns to the determination process (step #105) of the completion of all the steps in the above-mentioned [reproduction] routine (steps 11313 to #318).

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

As shown in FIG. 10, first, the process flag (CFL)
Based on the value of AG), it is determined whether the current traveling stroke is a straight stroke or a turning stroke (step 11400).
).

If the current travel process is a straight process, it is determined whether or not this [radio control interrupt] processing has been completed based on the state of the interrupt switch (25) input via the receiver (19). If the process has been completed, the SFUKAN (SFUKAN), which is preset with respect to the reference direction (BASDRn) of the current traveling route (in this example, is set to approximately 2 degrees) is determined. ).

The current direction (NOWDIR) is
N), in order to continue automatic driving, a determination process (Xff) is performed to determine whether all steps in the [regeneration] processing routine are complete.
fl105) and the dead zone (SFtlKAN)
If it is outside, the process branches to the later-described [radio control request] process which notifies the operator to continue remote control using the transmitter (18) (Step #401 to Step #11403).

If the interrupt processing is not completed in step 401, it is determined whether the proximity sensor (S) is turned on, that is, whether the linear stroke is completed,
If the proximity sensor (S3) is not turned on, the process of determining the end of the interrupt processing in step #401 is repeated, and if the proximity sensor (S,) is turned on, the process repeats the same process as the [playback] routine. The value of the distance counter (CN
TP1) is the turning permission distance (KOTEIF≦CNTPI≦
KOTEIB) is reached (step 11404. Step #405).

When the value of the distance counter (CNTP1) has reached the turning permission distance, the turning stroke to be started next is the second stroke (
ii) or the fourth step (iv), sets the step flag (CFLAG) to the corresponding value, and sets the reversal direction (BASDRI or RASDR2).
) and subtract the number of strokes (/KNUM),
The process of determining whether the current stroke of the above step fffl+400 is a straight stroke or a turning stroke is repeated (Stella 111
406~Stephbu1411).

On the other hand, if the current traveling stroke is a turning stroke, the dead zone with respect to the reference direction (RASDR) is set to the dead zone (KFUKAN) in the turning stroke, and the step 21
In the same process as step 401, wait until the process of this [radio control interrupt] is completed (step 1412).
．． Step 11413).

Then, as the [radio control interrupt] processing is completed, the current direction (NOWDIR) is changed to the determined direction (RAS).
It is determined whether the orientation of the aircraft (V) has changed to the next stroke direction based on whether or not it coincides with the dead zone (KFUKAN) with respect to DIR), and when the orientation is reversed, the [turn] Step addition 312 to step 2113 in routine
After performing the process of setting the reference data for the linear stroke shown in step 14 (initialization routine), the process returns to step 1400 to determine whether the current stroke is a straight stroke or a turning stroke. On the other hand, even if the process of [radio control interrupt] is completed, if the direction of the current direction (NOWDIR) has not been reversed, the [radio control request ] (Step #413 to Step #1415).

To explain the processing of the above [radio control request], the first
As shown in Figure 1, the aircraft (V) is brought to an emergency stop and a warning light (26) installed at the top of the aircraft (V) is activated.
(Refer to Figures 3 and 4) to notify the operator to control the flight of the aircraft (V) by remote control, and also to interrupt the operation in the same way as the above-mentioned [Radio Controlled Interrupt] process. wait until it occurs. Then, as an interrupt occurs, the warning light (26) is turned off and the [
The process branches to step #400 of [Radio Control Interrupt].

Therefore, even if the aircraft (V) stops in the middle of a straight or turning stroke due to a malfunction or sensing an obstacle during automatic travel, the interrupt switch (2) of the transmitter 1 (1B)
If 5) is turned on, the vehicle can be driven 41 times in a row by remote control, and if the above-mentioned predetermined conditions are met, the vehicle can automatically return to the automatic driving mode. In addition, the processing of the above-mentioned [radio control interrupt] is performed even during normal automatic driving, when the interrupt switch (25) of the transmitter (18)
) of course, it will be activated automatically and you can use it remotely.

[Another example]

In the above embodiment, the case where the work vehicle is configured as a chemical spraying work vehicle is illustrated, but the present invention can also be applied to various work vehicles such as other combine harvesters and lawn mowing work vehicles. The specific configuration of each part such as the control means, various sensors, etc. may be variously changed depending on the form of the work vehicle to which the present invention is applied and the driving mode, and is not limited to this embodiment. .

Further, in the above embodiment, the slide 18 that travels back and forth in a straight line
Although the case where the structure is configured to rotate 0 degrees has been illustrated, the present invention can also be applied to a case where linear strokes intersecting by 90 degrees are sequentially rotated, and the present invention can be applied to a case in which the linear stroke and the turning stroke are respectively The specific form of can be changed in various ways.

[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 outer periphery teaching, and FIG. FIG. 4 is a side view of the overall working vehicle; FIG. 4 is a plan view showing the obstacle sensing area of the ultrasonic sensor and a schematic configuration of the chemical spraying vehicle; FIG. 5 is a main flowchart showing the operation of the control device; ), (0) are flowcharts for outer circumference teaching, Figures 7 (A) and (U) are flowcharts for playback, Figure 8 is a flowchart for determining the end of a straight line, Figure 9 is a flowchart for turning processing, and Figure 10 is a flowchart for determining the end of a straight line. Flowchart of radio control interrupt processing, FIG. 11 is a flowchart of radio control request. (i), (iii)... straight line stroke, (ii),
(iv)... Turning stroke, (V)... Aircraft, (100)... Travel control means, (101)
...Teaching means, (DRENG)...
... Stroke length, (RASDR) ... Direction, (S
AMT1)...Predetermined distance intervals.

Claims (1)

[Scope of Claims] [1] In each of a plurality of linear strokes and a plurality of turning strokes in which the body (V) is moved from the terminal end of a linear stroke to the start end of the next straight stroke, the V) A travel control device for an automatic traveling work vehicle comprising a travel control means (100) for automatically traveling at least one of the plurality of straight travels (i), (ii). ), and a teaching means for teaching travel control information as at least one of the plurality of turning strokes (ii) and (iv) is manually operated and moved. (101) is provided in the travel control means (100). [2] The travel control information taught by the teaching means (101) includes the linear stroke (i), (
ii) Stroke length (DLENG) and bearing (BASDR)
and the amount of steering of the vehicle (V) at each predetermined distance interval (SAMT1) in the turning strokes (ii) and (iv). travel control device.