JPS62296805A - Running control unit of automatic running working vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] 3. Detailed Description of the Invention [Field of Industrial Application] The present invention provides a method for moving an aircraft from a plurality of straight strokes and from the end of a straight stroke to the start of the next straight stroke. An automatic driving work vehicle equipped with an automatic driving control means for automatically driving the aircraft during each of a plurality of turnaround processes, and a remote control means for remotely controlling the movement of the aircraft based on instruction information from a transmitter. This invention relates to a travel control device.

[Conventional technology]

The above-mentioned travel control device of this type of autonomous work vehicle has multiple straight strokes and the next step from the end of the straight stroke to enable the machine to automatically travel along the work stroke so that various tasks can be performed automatically. In each of the plurality of turning strokes in which the aircraft is moved to the starting point of the straight-line stroke, an automatic travel control means for automatically traveling the aircraft, and a work area where it is difficult to automatically travel the aircraft or a worker on board and operating the aircraft. In order to make it possible to perform work on dangerous slopes manually from a safe location, or to move the aircraft from a distant location after the work is completed, remote control is used to remotely control the movement of the aircraft. It is also equipped with a means of control.

Conventionally, in order to cause the aircraft to travel automatically, as soon as the turning stroke ends, the next straight stroke begins. For example, even if the orientation of the aircraft at the end of the turn deviates significantly from the reference orientation preset as the orientation for the next straight stroke due to a slip during the turn, it is possible to simply It is determined that the deviation of the detected direction relative to the direction has simply become larger, and
The process of steering the steering wheels so that the aircraft orientation is maintained within the tolerance set with respect to the reference orientation! l! It was planned to continue.

By the way, switching from a straight line to a turning line is determined based on whether or not a standard distance set based on the length of the line has been traveled, or a sign is provided to indicate the end of the line. At the same time, a sensor or the like that detects the sign is provided to switch between traveling control in a straight stroke and traveling control in a turning stroke.

[Problem that the invention seeks to solve]

However, in the conventional configuration described above, if the orientation of the aircraft remains largely deviated from the reference orientation and the steering control is started to automatically travel along the next straight line, it takes time to correct the deviation. During this time, there is a risk of the aircraft colliding with other objects near the work process. especially,
In a type of work vehicle such as a chemical spraying work vehicle, which is driven automatically with trees that act as obstacles on the left and right of the machine, the machine may collide with a tree,
There is also a risk that the vehicle may pass through trees lined up in the direction of travel and move to the next work process. Moreover, since the aircraft is running automatically, if the distance between the aircraft and the worker is large, it may be difficult to confirm the state of the deviation, and there is a risk that the discovery of abnormal running conditions of the aircraft may be delayed.

The present invention has been made in view of the above-mentioned circumstances, and its purpose is to solve the problem when the orientation of the aircraft at the end of the turning stroke deviates significantly from the reference orientation set for the straight stroke. The purpose is to make it easy to check the deviation.

[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 a sensor is provided for detecting the orientation of the machine body with respect to a reference direction preset as the direction of the straight line travel, and the machine body at the end of the turning run and travel. If the orientation of the aircraft deviates from the reference orientation by more than a set range, a notification means is provided to notify that the orientation of the aircraft has deviated from the reference orientation, and its functions and effects are as follows. It is.

[For production]

In other words, whether the orientation of the aircraft at the end of the turning stroke deviated from the reference direction for the next straight stroke by more than a set range, that is, whether automatic travel in the turning stroke ended normally. is determined based on information detected by a sensor that detects the orientation of the aircraft relative to the reference orientation, and when the orientation of the aircraft deviates from the reference orientation by more than a set range, the notification means is activated.

〔Effect of the invention〕

Therefore, it is possible to easily check from a distance whether or not the turning process was successfully performed automatically, so if, for example, the aircraft direction has deviated significantly, the aircraft can be remotely controlled from the automatic travel control means. By switching to other means, it is possible to take appropriate measures such as artificial correction.

Further, it is also possible to use the same notification means to confirm whether or not the orientation of the aircraft corrected by remote control has been corrected within a set range with respect to the reference orientation which is the orientation of the work process.

〔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 (S) as non-contact obstacle sensors are installed on the front side of the bumper (8) so that their obstacle sensing ranges are adjacent to each other, as shown in FIG. They are provided on the left, right and center respectively. However, the ultrasonic sensors (Sl) and (s+) located on the left and right transmit their obstacle detection information when the aircraft (V) moves 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 of the tree, a marker (w) made of a 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).

The configuration of the traveling system of the aircraft (V) will be described as follows: As shown in FIG. 1, there are a pair of left and right front wheels.

(3F) and rear wheels (3R), and hydraulic cylinders (9F) and (9R) for steering operation to operate the pair of front and rear wheels (3F) and (3R) separately.
, and the control valve (IOF) , (IOF) for it
R), and the front wheel (3F) and rear wheel (3R) are provided.
However, both of them function as steering wheels.

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 control is provided in the boarding control section (1). In addition, in Fig. 1, (S4
) is a distance sensor that detects the traveling distance by detecting the output rotation 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 (3'R) in opposite directions; only the front wheels (3F) are steered like a normal car. It is configured so that two-wheel steering types can be selected.

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 switched automatically, and the direction of the aircraft (V) is changed by steering the front and rear wheels (3F) and (3R) with different amounts of steering. This also allows for parallel translation.

In addition, a target steering angle detection potentiometer (Ro) that detects the target steering angle during boarding maneuvers,
Steering angle detection potentiometers (17+) and (Rz) for detecting the steering angles of the front and rear wheels (3F) and (3R) are provided so as to be rotatably operated by the steering handle (H). . 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). Then, the detection signals from each of the potentiometers (Ro) to (R3) are detected by automatic driving system? This is an input to the control device (15) constituting each of the III 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 driving control means (A) operates, the remote control means (B) can be operated without operating the maneuvering mode selection switch (16). It is configured so that it can be switched to a state in which it is operated with priority over the automatic travel control means (A).

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 (IOF) and (IOR) 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 energized and provided.

To explain the configuration of remote control, there is a reception unit that receives instruction information given from a remote control transmitter (18).
(19), and based on the received information, the steering hydraulic cylinders (9F), (9R)
control valve (IOF), (IOR) and variable speed motor (
13) By controlling the respective operations, as well as the operation of the control valve (5a) of the nozzle (5), the blower (6), etc., the traveling of the aircraft body (1/) and the operation of the chemical spraying device (7) are controlled.
) can be operated remotely.

To explain the configuration of the transmitter (18), as shown in FIG. A steering lever (21) is provided which instructs the target steering angle of the front and rear wheels (3F) and (3R) by horizontal movement, and a blower (6) of the chemical spraying device (7).
A blower switch (22) that instructs to rotate and stop the machine, a nozzle switch (23) that instructs to start and stop the ejection of medicine from the nozzle (5), and an emergency stop that instructs to make an emergency stop of the aircraft (V). switch (24) and the transmitter (1) when the aircraft (V) is automatically traveling.
The levers (20), (21) and switches (22), (23), (24) provided in 8) are used to remotely control the movement of the aircraft (V) and the operation of the chemical dispersion device (7). , the remote control means (B) is the automatic driving control means (
An interrupt switch (25) is provided as a control switching instructing means for switching to a state in which operation takes priority over A).

That is, when the aircraft (V) is automatically traveling by the automatic travel control means (A), for example, the ultrasonic sensor (Sl)
When the machine (V) automatically stops due to the contact sensor (So) detecting an obstacle in front of the vehicle body (V) or malfunctioning, the worker must go to the stopping position of the machine (V). If the user operates the interrupt switch (25) instead of using the transmitter (18), the obstacle can be avoided by remote control using the transmitter (18). Further, as will be described in detail later, when the interrupt switch (25) is turned off, the mode is automatically returned to 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. There is.

Next, the configuration of the automatic travel control means (A) will be explained 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 (Sl) and the orientation sensor (S2); And, the detection information processed by the CPUI and the detection information by various sensors, and the receiver (19
), the second controller controls the operation of various actuators based on information received by the controller, travel control information stored 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
) and the fruit tree (F) located at the other end opposite to this starting point (ST), a second step (ii) in which the first step (i) is turned in a straight direction and moves to a third step (iii) in a straight line in a direction 180 degrees opposite to the first step (i); After the completion of the third step (iii), the second step (ii)
), the direction sensor (S2
), distance sensor (S4), and steering angle detection potentiometers (R1) and (R2), each of the four steps (i) to (iv) is taught based on detection information such as the steering angle. however,
In this example, the first step (i) and the third step (i)
i) In the straight line travel, the actual traveling path g from the starting point of this straight line journey until the proximity sensor (S,) is activated
I (DLENGn)-+, z, and only the reference orientation (BASDRn) -81,2, which is the average of the detected orientations, are stored as travel control information for the straight travel, and used for the second travel (ii).
) and the turning stroke of the fourth stroke (iv), the steering angle detection potentiometers (R1) and (R2)
The steering angle detected by
(hereinafter referred to as (teaching)).

When the above-mentioned [teaching] is completed, the machine (V) is once moved to the start point (ST) of the work process, and the first process (i) to the fourth process memorized in the above-mentioned [teaching] are performed. (iv) While controlling the travel of the aircraft (V) based on the stored information in each stroke, by repeating the travel in each stroke a set number of times, while automatically turning at the end of each linear stroke, Run back and forth between the fruit trees (F),
The chemical spraying work within a predetermined area of the orchard is automatically performed. In other words, it constitutes an automatic travel control means (A) that controls the travel of the aircraft (V) based on the travel control information taught in the above-mentioned [teaching], and the processing for this control will be described below. ,
It is called [regeneration].

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

As shown in FIG. 5(a), the CPU 2
Transfer the start keyword of the play mode to
).

Then, the reference orientation (BASDRn) stored 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 ( The division distance (DIVL) is a preset sensing distance division of S, ) (in this example, within 1 m, 2 m, and 3 m).

The previous area (K
OTE IF), an area after adding a predetermined distance to the reference distance (DLENGn) (KOTE IB), and a deceleration distance (KOTEI2) corresponding to the deceleration start point for performing deceleration operation to ensure turning. Then, the value of the distance counter (CNTPI) that measures the actual travel distance is reset to "0" and each travel control information is initialized, so that the current travel distance is A process flag (CFLAG) indicating which process of the 4th process
) is set to “1” indicating the first step (i) (step 5).
Fubu#102 to Stepfubu+1104).

When the stroke flag (CFLAG) is set in step #04, the transmission device (11) is operated based on the detected value of the shift position detection potentiometer (R1) to reach the set travel speed. and start driving.
The number of strokes (KNLI) input in the stave #101
M) to determine whether the entire distance has been traveled (step 1105).

Next, based on the information received by the receiver (19), the interrupt switch (25) provided in the transmitter (18) is turned on.
By checking whether or not the N operation has been performed, it is possible to determine whether or not there has been a radio control interrupt to switch to remote control mode during automatic driving, and also to the [straight line end] process that determines the end of the straight line travel described later. The value of the stroke flag (CFLAG) set in the second stroke (i
i) or the fourth step (iv) of the turning step (a (2 or 4)) is determined (sy) +1
06. vinegar? Fubu11107).

However, if the radio control interrupt occurs, the process branches to the [radio control interrupt] process, which will be described later. The process branches to the process of ``Redirection'', and the process from step 11106 onward is 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 in the turning stroke, the direction sensor (S2) transferred from the CPUI and confirming the update of each detection data of the ultrasonic sensor (SI), and determining the amount of steering operation for steering the front and rear wheels (3F) and (3R) based on the detection data, [Steering control] is performed by outputting control signals to the electromagnetic valves (IOF) and (IOR) of the steering hydraulic cylinders (9F) and (9R) (step #108 to step III
O).

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 stroke, that is, the start point of the turning stroke, and Any one of the three ultrasonic sensors (S,)
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 the vehicle is in L, the process branches to the [straight line end] process to end the straight line stroke and turn toward the next straight line stroke, and the ultrasonic sensor (SI) detects an obstacle within 1 m. If so, in order to make an emergency stop and perform the subsequent avoidance by remote control, the process branches to the [radio control request] process described later (Step!+111. Step #112).

Next, a value of a distance counter ((JJTPI
) and the deceleration distance (NOTE 12) to determine whether or not the '$ip point has been reached, and if the deceleration distance (KOTII!12) has been reached, the preset traveling distance is determined. After performing a deceleration operation to achieve the same speed, the current direction (as the detected direction determined by the CPUI based on the information detected by the direction sensor (s2)) is determined.
NOWDIR) is the current reference direction (BASDRn)
Setting range (SFUKAN) that is preset for
(In this example, it is set to approximately ±20 degrees).
If the deviation is more than N), turn on the warning light (26) and confirm that the orientation of the aircraft (V) is within the setting range (SFIIKAN).
In order to notify that the aircraft has deviated from above, and to request that subsequent corrections such as the orientation of the aircraft be performed by remote control,
The process branches to [radio control request] processing, which will be described later. However, the value of the distance counter (CNTPI) is the deceleration distance (XOT
E12) or if the orientation of the aircraft (V) does not deviate by more than the setting range (SF[IKAN), the process from step 1105 is repeated (step #113 to step #11115). .

On the other hand, as shown in FIG. 5(b), when the CPUI receives the start keyword of the playback mode, it is set to the processing mode of (playback), and the three ultrasonic sensors (Sυ
The current direction (NOWDIR) is updated by sampling the detection information from the direction sensor (S2) and the direction sensor (S2) at set time intervals (in this embodiment, it is set to approximately 0.1 seconds), and the current direction (NOWDIR) is updated. IR) and the discrimination direction (RASDIR) set based on the taught reference direction and reversal direction, and if the deviation is outside the set dead zone (FtlKAN2), the front and rear wheels (
3F) and (3R), or the direction flag (HFLAG) for executing the process for determining the end of turning (Step 150 to Step #54).

Furthermore, the detection signals of the three ultrasonic sensors (S,) are converted into data (CIIODAT) corresponding to the distance from the obstacle based on the division distance (DIVL),
The end of [playback] is determined (step $55, step 156).

However, if the [reproduction] mode has not ended in the lffff knob 56, the processing in steps #52 to #56 is repeated, and if the reproduction mode has ended, the operation mode is selected. The process will now resume.

Next, at step 7 2+1111, the proximity sensor (S,)
The [straight line end] process that branches as the line turns ON will be explained.

That is, as shown in FIG. 6, by determining whether the value of the distance counter (CNTPI) is between the forward 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
8) by remote control (Step 1200).

If the value of the distance counter (CNTPI) is within the turning permission range, the value of the journey flag (CFLAG) is set for the second journey (ii) based on the value of the journey flag (CFLAG).
) or a value indicating the fourth step (iv) (“2” or “4”
”) to set the reversing direction (RASDR2 or RASDRI) for determining the end of the turning stroke, and subtracting the number of strokes (KNUM) to perform the operations from step #105 onwards. The process returns to the direction control process (slough block #201 to step block #206).

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,
In the turn determination process of step 11107, the process automatically branches to the [turn] process.

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

As shown in FIG. 7, based on the value of the stroke flag (CFLAG) set at the [Line Line End], the second stroke (ii) or the fourth stroke (iv ) to read the stored steering angle information, as well as the reversing direction (BASDRI or BASD) for determining the end of each turning stroke.
R2), the azimuth dead zone (PUKAN2), and the division distance (DIVL) of the ultrasonic sensor (S) are reset (steps 11300 to 1304).

After confirming that the CPU 1 has updated the detection data of the orientation sensor (S2) and the ultrasonic sensor (Sl), each of the updated data, that is, the current orientation (NOWD)
IR), sensing distance data (CIIODAT), and
Receive the direction flag (HFLAG) (step 030)
5° step 1306).

After that, after confirming whether the steering position detection potentiometer (1, (Rz)) has been sampled, the teaching data of the steering operation, which is the target steering angle, is updated (step 113).
0f, stepf addition 308).

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 (II FLAG) is set, the process branches to an [initialization routine] in which various data for the next straight line stroke from step #313 to step #3190, which will be described later, is sent. The output of all teaching data is not completed, and the direction flag (
)! FLAG) is not set, it is determined whether there is a radio-controlled interruption in the linear process and whether the ultrasonic sensor (St) has detected an obstacle within 1 m, and the process starts from step #305. The process of reproducing the teaching data is repeated (step 1130).
9 ~ Stepbu $312).

To explain the above [initialization routine], step #102 to step #1 of the [reproduction] processing routine will be described.
In the same process as 104, the process flag (CFLAG
), the planned travel distance (DLENGI,
Front area (KOTEIF), rear area (KOTEIB), and deceleration distance (XOTEI) based on DLENG2)
2), and set the distance counter value (
CNTPl) to "0" and set the value of the stroke flag (CFLAG) to "0" based on the direction of the next linear stroke.
1” or “3” (Step #313 to Step #11317).

Then, the current heading (NOWDIR), which is the orientation of the aircraft (V) at the end of the turning stroke, is within the set range (KFI) with respect to the reference bearing (BASDRn) for the next straight stroke.
IKAN)C in this embodiment, it is set at approximately 120 degrees), and the current direction (NOtiDIR) is determined.
) is the setting range (KF
UKAN), then the base of the next straight line! ? The direction (BASDRn), the dead zone (FUXAN2) for the reference direction (B'ASDRn), and the division distance (DTVL) of the sensing distance for the ultrasonic sensor (S) are set, and the above-mentioned [playback] is performed. The routine returns to the determination process (step 1105) to determine whether all steps have been completed. however,
The current direction (NOWDIR) is the reference direction (BASDRn)
If the direction of the aircraft (v) deviates from the reference direction (BASDRn) by more than the set range (KFUKAN), it will notify you that the direction of the aircraft (v) has deviated from the reference direction (BASDRn), and will notify the remote control means (B) to make subsequent direction corrections. In order to request that this be done, the process branches to the [radio control request] process described later (Step #313 to Step #11319).

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

As shown in FIG. 8, first, the process flag (CFLA
Based on the value of G), determine whether the current traveling stroke is a straight stroke or a turning stroke (Step!+400)
.

If the current traveling process is a straight process, it is determined based on the state of the interrupt switch (25) that is manually operated via the receiver 1 (19) whether or not the process of this [radio control interrupt] has just finished. If the process has been completed, the orientation of the aircraft (ν) is the reference direction for straight line travel < R
A dead zone (in this example, a dead zone for determining whether or not the aircraft orientation has deviated from the reference orientation (BASDRn) at It is determined whether or not the angle is within the setting range (SFIJKAN), which is set at about 120 degrees, which is the same as the setting range (SFIJKAN) for determining whether the angle is 120 degrees or not.

The current direction (NOW[)IR) is the dead zone (SFIJ).
KAN), in order to continue automatic driving, the process returns to the determination process (Step $1105) of the end of all the steps in the [Regeneration] process routine, and the dead zone (SFLIKA) is
N) If it is outside, activate the warning light (26) again to notify the operator to continue remote control using the transmitter (1 day). Branch to the process of [radio control request] to be described later. (Step #401 ~ Step #, 103)
.

If the interrupt processing is not completed in step 401, it is determined whether or not the proximity sensor (S3) has been turned on, that is, whether or not the linear stroke has been completed. ) is not ON, repeat the step #401 to determine whether the interrupt processing has ended, and if the proximity sensor (S, ) is ON, the above (
Playback] Similarly to the routine, the value of the distance counter (CNT
PI) is the turning permission distance (KOTEIF≦CNTPI≦K
OTEIB) is reached or not.
Step +1404. Stephbu+1405).

When the value of the distance counter (CNTPI) has reached the turning permission distance, the turning stroke to be started next is the second stroke (
ii) or the fourth stroke (iv), sets the stroke flag (CFLAG) to the corresponding value, and sets the reverse direction (BASDRI or BASDR).
After setting 2) and subtracting the number of strokes (KNUM), repeat the process of determining whether the current stroke of the above-mentioned S'yt block #400 is a straight line stroke or a turning stroke (S5 block #406
~Stephbu #411).

On the other hand, if the current traveling stroke is a turning stroke, the dead zone with respect to the reference heading (BASDRn) is the dead zone in the turning stroke (in this embodiment, the aircraft direction is set to the reference heading (BASDRn) at step #318). Approximately 2, which is the same as the setting range (KFUKAN) for determining whether it has deviated from
At the same time, it waits until the processing of this [radio control interrupt] is completed in the same process as step #401 (step +14).
12. Step #413).

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 5 in the routine 11312~S? ? Bu1
After performing the process of [initialization routine] for setting the standard data for the linear stroke shown in 1319, the Xr hub #40
The process returns to the process of determining whether the current stroke of 0 is a straight stroke or a turning stroke. On the other hand, even if the [RC interrupt] processing has been completed, if the current heading (NOWDIR) is not reversed, that is, the orientation of the aircraft (V) is the same as the reference heading (BASDRn) for the next straight line. On the other hand, if the deviation exceeds the setting range (KFUKAN), the process branches to step #403 [Radio control request], which requests remote control until the turning stroke is completed (step #413). ~Stephup11415).

To explain the processing of the above-mentioned [radio control request], the ninth
As shown in the figure, the machine (V) is brought to an emergency stop, and the warning light (26) (see Figures 3 and 4) provided on the top of the machine (V) is turned on to alert the operator. At the same time, it waits until an interrupt occurs, similar to the above-mentioned process of [radio control interrupt]. Then, when an interrupt occurs, the warning light (26) is turned on and the process branches to step #400 of the [radio control interrupt]. Therefore, the orientation of the aircraft (V) is the standard orientation (BASD).
This comprises notification means (100) for notifying that there is a deviation of more than a set range (KFUKAN) with respect to Rn).

Therefore, during automatic driving, if a malfunction occurs or an obstacle is sensed, the aircraft (V) may stop in the middle of a straight line or turning process, or the aircraft (V) may stop in the middle of a straight line or at the end of a turning process. ) deviates from the reference direction (IIASDRn) by more than the set range, the warning light (26) lights up.
After that, the interrupt switch (2) of the transmitter (18) is
If 5) is turned on, the vehicle can be driven continuously 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 above [
[Radio control interrupt] processing is performed by interrupt switch (25) of the transmitter (18) even during normal automatic driving.
Of course, if you turn it on, it will automatically start up and you can control it remotely.

[Another example]

In the above embodiment, a warning light is provided as the notification means, but an alarm or the like may also be provided. Further, the specific configuration of the notification means can be changed in various ways by providing a notification means on the remote control transmitter side to notify that the orientation of the aircraft has shifted.

In addition, in the above embodiment, in order to travel back and forth in a straight line, 18
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.

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 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 steering means, control means, and various sensors, may be changed in various ways depending on the form of the work vehicle to which the present invention is applied and the driving mode, and is limited to this example. isn't it.

[Brief explanation of the drawing]

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 dispersion An overall side view of the work vehicle, Figure 4 is its plan view, Figure 5 (
<), (U) is a flowchart of playback, Figure 6 is a flowchart of straight line end determination, Figure 7 is a flowchart of turning processing, Figure 8 is a flowchart of radio control interrupt processing, and Figure 9 is a flowchart of radio control request. be. (Eng. 8)...Transmitter, (V)...Airframe, (A)...Automatic travel control means, (B)...
...Remote control means, (S2) ...Sensor, (
BASDRn)...Reference direction, (KFUKAN
)...Setting range, (100)...Notification means.

Claims (1)

[Claims] Automatic travel control that causes the aircraft (V) to travel automatically in each of a plurality of straight strokes and a plurality of turning strokes that move the aircraft (V) from the end of a straight stroke to the start of the next straight stroke. A travel control device for an automated traveling work vehicle, comprising means (A) and remote control means (B) for remotely controlling the travel of the vehicle (V) based on instruction information from a transmitter (18), A sensor (S_2) is provided to detect the orientation of the aircraft (V) with respect to a reference direction (BASDRn) set in advance as the orientation of the straight line stroke, and the orientation of the aircraft (V) at the end of the turning stroke is determined according to the reference direction. Direction (BASDRn
) when the vehicle (V) deviates from the reference orientation (BASDRn) by more than a set range (KFUKAN), the vehicle is equipped with a notification means (100) for notifying that the orientation of the aircraft (V) has deviated from the reference orientation (BASDRn). Control device.