KR102283928B1 - Autonomous travel route generating system - Google Patents

Abstract

The autonomous driving path generating system generates an autonomous driving path 93 on which the tractor autonomously travels in order to perform an operation on a predetermined working area 91 . The autonomous driving path generating system includes a work area dividing unit and an autonomous driving path generating unit. The work area dividing unit divides the work area 91 into a plurality of divisions S. The autonomous driving path generating unit generates the autonomous driving path 93 so as to include a plurality of working paths 93A arranged in each of the respective sections S divided by the working area dividing unit. The work area divider can divide the work area 91 so that the number of work paths 93A included in each section S becomes the same basic unit path number (five when the number of skips is 1).

Description

Autonomous driving route generation system {AUTONOMOUS TRAVEL ROUTE GENERATING SYSTEM}

The present invention relates to an autonomous driving path generating system for generating a driving path for autonomously driving a work vehicle.

BACKGROUND ART Conventionally, an autonomous driving system for autonomously driving a work vehicle according to a previously generated driving route is known. Patent Document 1 discloses this type of autonomous driving system. The agricultural work vehicle disclosed in Patent Document 1 receives radio waves transmitted from GPS satellites, obtains position information of the aircraft at set time intervals in a mobile communication device, and obtains displacement information and orientation information of the aircraft from a gyro sensor and an orientation sensor Based on these location information, displacement information, and orientation information, the steering actuator, shift means, elevating actuator, PTO on-off means, engine controller, etc. are controlled so that the aircraft travels along a preset route, automatically driving while automatically driving. It is provided with a control device as an automatic driving means for working.

Japanese Laid-Open Patent Publication No. 2015-201155

When an agricultural work vehicle performs work while autonomously running on a pavement, although disclosed also in Patent Document 1, a plurality of straight work paths arranged at equal intervals are arranged one by one from one end in the direction in which they are arranged to the other end. It is widely practiced that the operation is carried out sequentially. At this time, after completing the work for a certain work path, the agricultural work vehicle returns from the edge of the pavement, reverses the traveling direction, and performs work on the work path adjacent to the work path.

However, in such a travel route, when returning, a turning with front-to-rear direction change is necessary due to circumstances such as the minimum turning radius of the work vehicle, thereby reducing efficiency in some cases. Therefore, it is conceivable that the agricultural work vehicle, after completing the work on a certain work route, travels so as not to the work route next to the work route but to the work route that has been skipped by 1 or 2 (skip Driving). The traveling route of the agricultural work vehicle in this case is, for example, with respect to a plurality of lined work paths, one end of the work path is skipped from one end in the lined direction to the other end, After that, it is created to return to the one side while driving the rest of the work path (skip the work path where the work is completed).

However, in the case of carrying out work while skip running on a wide pavement, if the work is stopped in the middle for some reason, there are cases in which the part where the work is completed and the point where the work is not performed alternately appear over a wide area. In this case, it becomes difficult to grasp each of the point where the work in the pavement was completed and the point where the work was not performed as a consolidated area, and it becomes difficult to resume the work smoothly. Moreover, when the soil environment changed by rain etc. before and after interruption of a work, the part from which work quality differs may arise in the comb shape, and the work efficiency thereafter may be reduced.

However, the configuration in which the agricultural work vehicle autonomously travels as described above satisfactorily exhibits effects such as increase in productivity, particularly when the pavement is extensive. However, for example, in a package so wide that the work cannot be completed in one day, the interruption of the work as described above must be considered, leaving room for improvement.

The present invention has been made in view of the above circumstances, and its potential purpose is that, when performing work by skip running, even if the work is interrupted in the middle, the part where the work completed and the unworked point appear alternately It is to provide an autonomous driving route generation system that can prevent widespread occurrence.

The problems to be solved by the present invention are as described above, and next, means for solving the problems and their effects will be described.

According to a first aspect of the present disclosure, an autonomous driving path generating system having the following configuration is provided. That is, the autonomous driving path generating system generates a driving path through which the working vehicle autonomously travels in order to perform a job in a predetermined working area. This autonomous driving path generating system includes a region dividing unit and a path generating unit. The area dividing unit divides the work area into a plurality of divisions. The route generating unit generates the travel path to include a plurality of travel paths disposed in each of the sections divided by the area dividing unit. The region dividing unit may divide the working region so that the number of the traveling paths included in each of the divisions becomes a predetermined value equal to each other.

Thereby, even when performing the work by skip running, it is possible to work sequentially from the end of the work area using the divided small divisions as a unit. Accordingly, even when the work is interrupted in the middle, it is possible to suppress the portion in the work area in which the work completed point and the unworked point alternately appear in a small range within the division. Therefore, it is easy to become clear at the point where an operation|work was completed, and it can resume operation|work smoothly. Moreover, even when the soil environment changes due to rain or the like before and after the interruption of the work, it is possible to prevent the occurrence of a comb-like shape over a wide area with different work quality.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, the route generating unit sets a work order for the plurality of travel routes based on reference values. When there are a plurality of the sections in which the number of the travel routes included is equal to the predetermined value, the route generating unit sets the same operation sequence for each of the travel routes corresponding to each other between the sections.

In this way, since a certain work sequence can be set for the travel route by division as a unit, regular skip travel can be realized and the travel route generation process can be simplified.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, when the number of the travel paths included in the work area is not an integer multiple of the predetermined value, the area dividing unit divides the work area into a plurality of sections to form a first section and a second section. The number of the travel paths included in the first section is equal to the predetermined value. The number of the travel paths included in the second section is greater than the predetermined value.

Thereby, since a section in which the number of travel routes to be included does not reach a predetermined value is not generated, a travel route accompanying skip travel can be easily generated.

According to a second aspect of the present disclosure, an autonomous driving path generating system having the following configuration is provided. That is, this autonomous travel path generating system includes a traveling direction setting unit and an obstacle outer periphery setting unit. The traveling direction setting unit sets a traveling direction of the work vehicle in the traveling area. The obstacle outer periphery setting unit sets an obstacle outer periphery area with respect to an obstacle in the traveling area. The route generating unit may generate the travel route including a plurality of the travel paths formed along the travel direction set by the travel direction setting unit in the travel area. The route generator may generate the travel route to include a first travel route, a detour route, and a second travel route. The first travel path is arranged along the travel direction. The detour, with the end point of the first travel path as a starting point, turns to the opposite side of the obstacle while passing through the obstacle outer circumferential area, and arrives at a position on a virtual extension line extending the first travel path to pass through the obstacle. The second travel path is arranged on the virtual extension line with the end point of the detour as a starting point.

Accordingly, a travel path including the first travel path, the detour, and the second travel path is generated. Accordingly, by autonomously driving the work vehicle along this travel path, it is possible to drive the work vehicle to bypass the obstacle. In addition, since the detour is arranged to pass through the obstacle periphery area set in advance, the work by the work vehicle can be performed smoothly by planning the detour in consideration of the relationship with the entire traveling path and the like. In addition, in portions other than the detour, the travel route can be a route along the travel direction, and the algorithm for generating the autonomous travel route can be simplified.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, when the path length of the detour is less than a predetermined distance, the path generator may generate the driving path to include the first traveling path, the detour, and the second traveling path. Meanwhile, when the path length of the detour route is equal to or greater than a predetermined distance, the route generator may generate the travel route to include the first travel route, the return route, and the third travel route. The return path returns in front of the obstacle while passing through the obstacle outer circumferential area with the end point of the first travel path as a starting point. The third travel path is arranged parallel to the first travel path with the end point of the return path as a starting point.

Accordingly, when the path length of the detour is equal to or greater than the predetermined distance, instead of the path that bypasses the obstacle, a path returning in front of the obstacle can be generated as the travel path. Accordingly, it is possible to prevent the portion that does not contribute to the work in the travel route from becoming excessively long.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, when an avoidance distance, which is a distance that the work vehicle must move in a direction perpendicular to the traveling direction in order to avoid the obstacle, is less than a predetermined distance, the path generating unit may include the first travel path, the detour path, and the second It is possible to create the travel route to include two travel routes. Meanwhile, when the avoidance distance is equal to or greater than a predetermined distance, the route generator may generate a travel route including the first travel route, the return route, and the third travel route. The return path returns in front of the obstacle while passing through the obstacle outer circumferential area with the end point of the first travel path as a starting point. The third travel path is arranged parallel to the first travel path with the end point of the return path as a starting point.

Accordingly, when the avoidance distance that must be moved in a direction perpendicular to the traveling direction to bypass the obstacle becomes a predetermined distance or more, a return path in front of the obstacle can be generated as the traveling path instead of a path that bypasses the obstacle. Accordingly, it is possible to prevent the portion that does not contribute to the work in the travel route from becoming excessively long.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, the route generating unit may generate the travel route to include the first travel route, the detour route, and the second travel route when the number of turns or the turning angle in the detour is less than a predetermined number. Meanwhile, the route generating unit may generate the travel route to include the first travel route, the return route, and the third travel route when the number of turns or the turning angle in the detour is greater than or equal to a predetermined value. . The return path returns in front of the obstacle while passing through the obstacle outer circumferential area with the end point of the first travel path as a starting point. The third travel path is arranged parallel to the first travel path with the end point of the return path as a starting point.

Accordingly, when the number of turns or the turning angle required to bypass the obstacle is greater than or equal to a predetermined number, a path returning in front of the obstacle can be generated as a travel path instead of a path bypassing the obstacle. Accordingly, it is possible to prevent generation of a travel route having a large number of turns or angles of turning, so that the operation can be performed smoothly.

In the autonomous driving path generating system, the path generating unit is configured to, when the obstacle is disposed on an island in the traveling region, perform the detour until the first travel path is reached. It is preferable to create it to turn from the far side to the opposite side of the obstacle when viewed from the path.

As a result, even when the work vehicle is driven along the travel path, when bypassing an obstacle, the work vehicle does not re-enter the region in which it has traveled until it reaches the first travel path. Accordingly, the work vehicle can be driven while avoiding obstacles without affecting the work performed by the work vehicle.

According to a third aspect of the present disclosure, an autonomous driving path generating system having the following configuration is provided. That is, the autonomous driving path generating system includes a path generating unit, a storage unit, an external environment information acquisition unit, a correction information calculating unit, and a correction path generating unit. The route generator generates the travel route. The storage unit stores the travel path generated by the path generation unit. The external environment information acquisition unit is provided in the work vehicle, and acquires external environment information within the travel area. The correction information calculation unit calculates correction information for correcting the travel route based on the external environment information acquired by the external environment information acquisition unit. The correction path generation unit generates a correction path obtained by correcting the travel path based on the correction information calculated by the correction information calculation unit, and stores the correction path in the storage unit.

Thereby, the travel route is corrected based on the external environment information acquired by the external environment information acquisition unit formed in the work vehicle. Accordingly, the previously generated travel route may be corrected based on the current environment or the like. In addition, by storing the correction route in the storage unit, it is possible to eliminate the trouble of correcting the travel route after the next time.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, the autonomous driving route generating system includes a position information calculating unit that calculates the absolute position of the work vehicle. The correction information calculating unit is configured to, when the specific target specified by the external environment information inhibits work by the work vehicle, based on the position of the work vehicle calculated by the position information calculating unit and the position of the specific target to calculate the correction information.

Thereby, when the specific target inhibits the work of the work vehicle, the presence or absence of the specific target or a positional shift, etc. can be detected, and a correction path in which the shift or the like is corrected can be generated.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, the autonomous driving route generating system includes a position information calculating unit that calculates the absolute position of the work vehicle. The correction information calculating unit is configured to, when a position of a specific target specified by the external environment information differs from a position previously registered in the storage unit by a threshold value or more, or when the specific target is not registered in the storage unit, The correction information is calculated based on the position of the work vehicle calculated by the position information calculating unit and the position of the specific target.

In this way, when the position of the specific target is shifted or there is an unregistered specific target, the travel route can be corrected.

According to a fourth aspect of the present disclosure, an autonomous driving path generating system having the following configuration is provided. That is, in a predetermined travel area, a travel route for autonomously driving a work vehicle including a body part and a work machine mounted on the body part is generated. This autonomous driving path generating system includes an offset setting unit and a path generating unit. The offset setting unit may set an offset direction and an offset distance of the reference point of the work machine with respect to the reference point of the vehicle body. The route generating unit may generate the travel route within the travel area based on a reference point of the work machine.

Accordingly, it is possible to generate a traveling path in which the path through which the reference point of the work machine passes and the path through which the reference point of the vehicle body passes are displaced. As a result, autonomous driving of the work vehicle can be applied to various types of work, such as, for example, driving while weeding a pavement.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, the travel area includes a first area in which the work is performed by the work machine and a second area set around the first area. The route generating unit generates the travel route in the first area based on the reference point of the work machine, and generates the travel route in the second area based on the reference point of the body part.

In this way, by making the reference of the position when generating the autonomous driving route different between the work area and the non-working area, even when working by offsetting the work machine in the left and right directions with respect to the traveling body in the work area, the work area and In both of the non-working areas, it is possible to simplify the process of generating an autonomous driving route.

It is preferable to set it as the following structure in the said autonomous travel route generating system. That is, the autonomous travel route generating system includes a start and end position setting unit for setting a start position and an end position of a work by the work vehicle in the travel area. When both the start position and the end position are set at the end of the travel area by the start and end position setting unit, the path generating unit returns as the travel path between the edge and the edge of the travel area. while repeating to generate a return travel path from the starting position to the ending position. When one of the start position and the end position is set at the end of the travel area by the start end position setting unit and the other is set at the center of the travel area, the route generating unit is configured to: A vortex-like circumferential travel path is created from the start position to the end position.

Thereby, since it can select and generate|occur|produce suitably according to work content etc. from two types of autonomous travel routes, work efficiency can be improved.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a conceptual diagram showing a state in which a robot tractor performs autonomous driving and autonomous work along an autonomous driving route generated in a pavement.
Fig. 2 is a side view showing the overall configuration of a robot tractor that travels along an autonomous driving path generated by the autonomous driving path generating system according to the first embodiment of the present disclosure;
3 is a plan view of the robot tractor.
Fig. 4 is a diagram showing a wireless communication terminal provided with a main configuration of an autonomous driving route generating system;
Fig. 5 is a block diagram showing a main configuration of an electric system of a robot tractor and a radio communication terminal according to the first embodiment;
Fig. 6 is a diagram showing a display example of a work vehicle information input screen displayed on a wireless communication terminal;
Fig. 7 is a diagram showing a display example of a packaging information input screen displayed on a wireless communication terminal;
Fig. 8 is a diagram showing a display example of a job information input screen displayed on a wireless communication terminal;
Fig. 9 is a flowchart showing processing performed by an autonomous driving path generating unit when generating an autonomous driving path;
Fig. 10 is a diagram showing a state in which a plurality of work paths are arranged in a work area in order to generate an autonomous travel path in which skip travel is performed;
Fig. 11 is a diagram showing a group consisting of a specific number of work routes, which are units of work when skip running is performed;
Fig. 12 is a diagram showing a state in which a work area is divided to generate a plurality of sections;
Fig. 13 is a diagram showing a state in which a work area is divided to generate a plurality of sections including sections with exceptions in which the number of work paths is greater than a specific number;
Fig. 14 is a diagram showing a state in which a work order of a work route is determined;
FIG. 15 is a diagram illustrating a state in which an autonomous driving route is generated based on the work sequence determined in FIG. 14 ;
Fig. 16 is a diagram showing an example in which the tractor turns a plurality of times in a non-working area;
Fig. 17 is a diagram showing an example in which the tractor turns and changes direction a plurality of times in a non-working area;
Fig. 18 is a block diagram showing a main configuration of an electric system of a robot tractor and a wireless communication terminal according to a second embodiment;
Fig. 19 is a diagram showing an example of a screen for inputting information about a pavement in which a robot tractor travels displayed on a wireless communication terminal;
Fig. 20 is a flowchart showing processing performed by a route generating unit when generating a travel route;
Fig. 21 is a flowchart showing the continuation of the processing of Fig. 20;
Fig. 22 is a diagram showing an example of generating a provisional travel route in which a plurality of provisional travel routes are arranged;
Fig. 23 is a diagram showing a state in which a first travel route is generated with respect to one provisional travel route;
Fig. 24 is a diagram showing a mode in which a detour route and a second travel route are generated with respect to one provisional travel route;
Fig. 25 is a diagram showing an example in which a travel route for avoiding an obstacle is generated by bypassing the obstacle;
Fig. 26 is a diagram showing a mode in which a return route and a third travel route are generated for one first travel route;
Fig. 27 is a diagram showing an example of generating a travel route avoiding an obstacle by returning in front of the obstacle;
Fig. 28 is a flowchart showing processing performed by a route generating unit when generating a travel route in the third embodiment;
Fig. 29 is a flowchart showing a process performed by a route generating unit when generating a travel route in the fourth embodiment;
Fig. 30 is a diagram showing a display example of a warning screen displayed on a display of a wireless communication terminal when there is a risk that the unmanned tractor approaches the manned tractor by avoiding obstacles;
Fig. 31 is a view showing an example in which obstacles are arranged so as to protrude from the ends of the pavement toward the center;
Fig. 32 is a diagram showing an example in which a concave portion is formed in the outline of a pavement;
Fig. 33 is a diagram showing a mode in which a detour is generated with respect to one provisional travel route on a broken line;
Fig. 34 is a flowchart simply showing a process performed by a route generating unit when generating a travel route in the fifth embodiment;
Fig. 35 is a block diagram showing a main configuration of an electric system of a robot tractor and a wireless communication terminal according to a sixth embodiment of the present disclosure;
Fig. 36 is a flowchart showing a process for generating a correction path by detecting ridges;
Fig. 37 is a diagram showing a travel route stored in advance in a storage unit;
Fig. 38 is a diagram showing a state in which the position of the ridge is shifted in the width direction;
Fig. 39 is a diagram showing a correction path offset in the width direction;
Fig. 40 is a diagram showing a state in which the direction in which ridges are formed is shifted;
Fig. 41 is a diagram showing a correction path in which an angle is corrected;
Fig. 42 is a flowchart showing processing of detecting an obstacle and generating a correction path;
Fig. 43 is a diagram showing a state in which an unregistered obstacle exists;
Fig. 44 is a diagram showing a correction path returning in front of an unregistered obstacle;
Fig. 45 is a side view showing the overall configuration of a robot tractor that travels along an autonomous driving path generated by the autonomous driving path generating system according to a seventh embodiment of the present disclosure;
Fig. 46 is a plan view of the robot tractor;
Fig. 47 is a block diagram showing the main configuration of an electric system of a robot tractor;
Fig. 48 is a block diagram showing the main configuration of an electric system of a wireless communication terminal equipped with an autonomous driving path generating system;
Fig. 49 is a schematic diagram showing the positional relationship between the reference point of the work machine and the reference point of the traveling body when the work machine is offset to the left and right sides of the traveling body;
Fig. 50 is a diagram showing a display example of a work vehicle information input screen on a display of a wireless communication terminal;
Fig. 51 is a diagram showing another display example of a packaging information input screen on a display of a wireless communication terminal;
Fig. 52 is a diagram showing a display example of a job information input screen on a display of a wireless communication terminal;
Fig. 53 is a flowchart showing processing for generating an autonomous travel route;
Fig. 54 is a diagram showing a mode in which a path of the work machine in the work area is generated in order to generate a return travel path;
Fig. 55 is a diagram showing a mode in which a path of the traveling body is generated in the work area;
Fig. 56 is a diagram showing a mode in which a route of the traveling body in a non-work area is generated and a return travel route is completed;
Fig. 57 is a diagram showing a state in which a circumferential travel route is generated;

Next, with reference to drawings, embodiment of this indication is described. Below, in each figure of a figure, the same code|symbol is attached|subjected to the same part, and overlapping description may be abbreviate|omitted. Moreover, the names of members etc. corresponding to the same code|symbol may be changed briefly, or may be changed to the name of a higher-level concept or a lower-level concept.

The present disclosure provides an autonomous driving route for generating a travel route for autonomously driving the work vehicle when one or a plurality of work vehicles are driven in a predetermined pavement to perform all or part of the agricultural work in the pavement. It is about the creation system. In the present embodiment, a tractor is described as an example of the work vehicle, but the work vehicle includes, in addition to the tractor, a walking type work machine in addition to a passenger type work machine such as a rice transplanter, a combine, a civil engineering/building work apparatus, and a snow plow. In this specification, autonomous driving means that the configuration related to the running provided by the tractor is controlled by the control unit (ECU) of the tractor, and the tractor runs along a predetermined route, and the autonomous operation means that the tractor is equipped with configuration is controlled by the control unit, it means that the tractor performs the work along a predetermined path. On the other hand, manual travel and manual operation mean that each structure with which a tractor is equipped is operated by an operator, and traveling and operation are implemented.

In the following description, a tractor that operates autonomously and works autonomously is sometimes called an “unmanned (unmanned) tractor” or a “robot tractor”, and a tractor that is driven or operated manually is sometimes called a “manned tractor”. there is. When a part of the agricultural work in the field is performed by the unmanned tractor, the remaining agricultural work is performed by the manned tractor. Executing agricultural work in a single pavement with an unmanned tractor and a manned tractor may be referred to as cooperative work of agricultural work, follow-up work, accompanying work, and the like. The unmanned tractor and the manned tractor may have a mutually different configuration, or may have a common configuration. When the configuration of the unmanned tractor and the manned tractor is common, even if it is an unmanned tractor, it is possible for an operator to board (ride) and operate it (that is, it can be used as a manned tractor), or even if it is a manned tractor, the operator can get off and drive autonomously and autonomously It is possible to make it work (ie it can be used as an unmanned tractor). In addition, as cooperative work of agricultural work, in addition to "executing agricultural work in a single pavement with an unmanned vehicle and a manned vehicle", "agricultural work in different pavements such as adjacent pavements is simultaneously performed by an unmanned vehicle" and executing with a manned vehicle.”

<First embodiment>

First, an autonomous driving path generating system 99 according to a first embodiment of the present disclosure will be described with reference to FIGS. 1 to 17 .

FIG. 1 is a conceptual diagram showing a mode in which the robot tractor 1 performs autonomous driving and autonomous work along an autonomous driving path 93 generated in a pavement 90 . FIG. 2 is a side view showing the overall configuration of the robot tractor 1 traveling along the autonomous traveling path 93 generated by the autonomous traveling path generating system 99 according to the first embodiment of the present disclosure. 3 is a plan view of the robot tractor 1 . FIG. 4 is a diagram showing a wireless communication terminal 46 provided with the main configuration of the autonomous driving route generating system 99. As shown in FIG. 5 is a block diagram showing the main configurations of the electric system of the robot tractor 1 and the radio communication terminal 46. As shown in FIG.

The autonomous traveling path generating system 99 according to the present embodiment generates an autonomous traveling path 93 for the robot tractor 1 to perform autonomous driving and autonomous work on a pavement 90 as shown in FIG. 1 . As such, it is provided in the radio communication terminal 46 shown in Figs. 2 and 4 and the like. As shown in FIG. 5, the robot tractor 1 is provided with the control part 4 which controls the traveling and operation|work of the said robot tractor 1, The said radio|wireless communication terminal 46 is the said control part 4 By wireless communication with , it is possible to output a predetermined signal related to autonomous driving and autonomous operation to the robot tractor 1 . As the signal output by the wireless communication terminal 46 to the control unit 4, a signal related to the path of autonomous driving/autonomous work, a start signal, a stop signal, and an end signal of autonomous driving/autonomous work, etc. are conceivable. not limited

First, a robot tractor (hereinafter, simply referred to as a "tractor") (1) will be mainly described with reference to FIGS. 2 and 3 .

The tractor 1 is provided with the traveling body (body part) 2 which can autonomously run the pavement 90. As shown in FIG. The working machine 3 shown in FIGS. 2 and 3 is detachably attached to the traveling body 2 . The working machine 3 includes, for example, various working machines such as a tiller (manager), a plow, a fertilizing machine, a lawnmower, and a planter. ) can be installed on The traveling body 2 is configured such that the height and posture of the mounted work machine 3 can be changed.

The structure of the tractor 1 is demonstrated with reference to FIG.2 and FIG.3. As shown in FIG. 2, the front part of the traveling body 2 of the tractor 1 is supported by a pair of left and right front wheels 7 and 7, and the rear part is a pair of left and right. It is supported by the rear wheels (8, 8).

A bonnet 9 is disposed in front of the traveling body 2 . In this bonnet 9, the engine 10, the fuel tank (not shown), etc. which are a drive source of the tractor 1 are accommodated. Although this engine 10 can be comprised, for example with a diesel engine, it is not limited to this, For example, you may comprise with a gasoline engine. Moreover, you may employ|adopt an electric motor in addition to or instead of the engine 10 as a drive source.

The cabin 11 for an operator to board is arrange|positioned behind the bonnet 9. As shown in FIG. In the inside of this cabin 11, the steering wheel 12 for an operator to steer operation, the seat 13 in which an operator can sit, and various operation devices for performing various operation are mainly provided. However, the work vehicle is not limited to the one provided with the cabin 11 and may not include the cabin 11 .

As said operation apparatus, the monitor apparatus 14 shown in FIG. 3, the throttle lever 15, the main gear lever 27, the some hydraulic operation lever 16, the PTO switch 17, the PTO shift lever 18 ), the auxiliary transmission lever 19, and the work machine lift switch 28, etc. are mentioned as examples. These operating devices are arranged in the vicinity of the seat 13 or in the vicinity of the steering wheel 12 .

The monitor apparatus 14 is comprised so that various information of the tractor 1 can be displayed. The throttle lever 15 is an operation tool for setting the output rotation speed of the engine 10 . The main gear lever 27 is an operation tool for steplessly changing the traveling speed of the tractor 1 . The hydraulic operation lever 16 is an operation tool for switching the hydraulic external blow-out valve (not shown). The PTO switch 17 is an operation tool for switching operation of transmission/disconnection of power to an unillustrated PTO shaft (power take-out shaft) protruding from the rear end of the transmission 22 . That is, when the PTO switch 17 is in the ON state, power is transmitted to the PTO shaft to rotate the PTO shaft, and the working machine 3 is driven, while the power to the PTO shaft is transferred when the PTO switch 17 is in the OFF state. Blocked, the PTO shaft does not rotate, and the working machine 3 is stopped. The PTO shift lever 18 is an operation for changing the power input to the work machine 3 , and specifically is an operation tool for changing the rotation speed of the PTO shaft. The auxiliary transmission lever 19 is an operation tool for switching the speed ratio of the traveling auxiliary transmission gear mechanism in the transmission 22 . The work machine raising/lowering switch 28 is an operation tool for raising/lowering the height of the work machine 3 attached to the traveling body 2 within a predetermined range.

As shown in FIG. 2 , the chassis 20 of the tractor 1 is provided under the traveling body 2 . The chassis 20 includes a body frame 21 , a transmission 22 , a front axle 23 , a rear axle 24 , and the like.

The body frame 21 is a support member in the front part of the tractor 1, and is supporting the engine 10 directly or via a vibration isolating member. The transmission 22 changes power from the engine 10 and transmits it to the front axle 23 and the rear axle 24 . The front axle 23 is configured to transmit power input from the transmission 22 to the front wheels 7 . The rear axle 24 is configured to transmit power input from the transmission 22 to the rear wheels 8 .

As shown in FIG. 5 , the tractor 1 is a control unit for controlling the operation of the traveling body 2 (forward, backward, stopping, turning, etc.) and the operation of the work machine 3 (elevating, driving, stopping, etc.) (4) is provided. The control unit 4 is configured with a CPU, ROM, RAM, I/O, etc. (not shown), and the CPU can read and output various programs and the like from the ROM and execute them. In the control unit 4, a controller for controlling each configuration (for example, the engine 10, etc.) included in the tractor 1, and a radio communication unit 40 capable of radio communication with other radio communication equipment are each electrically is connected to

As the above controller, the tractor 1 includes at least an engine controller 61 , a vehicle speed controller 62 , a steering controller 63 , and an elevation controller 64 . Each controller can control each configuration of the tractor 1 according to an electric signal from the control unit 4 .

The engine controller 61 controls the rotation speed of the engine 10 . The governor apparatus 41 provided with the actuator (not shown) which changes the rotation speed of the said engine 10 specifically, is provided in the engine 10. As shown in FIG. The engine controller 61 can control the rotation speed of the engine 10 by controlling the governor apparatus 41 .

The vehicle speed controller 62 controls the vehicle speed of the tractor 1 . Specifically, the transmission 22 is provided with a transmission 42 which is a hydraulic continuously variable transmission of a movable swash plate type, for example. The vehicle speed controller 62 can change the speed ratio of the transmission 22 by changing the angle of the swash plate of the transmission 42 by an actuator (not shown), thereby realizing a desired vehicle speed.

The steering controller 63 controls the rotation angle of the steering handle 12 . Specifically, the steering actuator 43 is formed in the midway part of the rotating shaft (steering shaft) of the steering handle 12. As shown in FIG. In this configuration, when the tractor 1 travels (as an unmanned tractor) along a predetermined path, the control unit 4 calculates an appropriate rotation angle of the steering wheel 12 so that the tractor 1 travels along the path. and output a control signal to the steering controller 63 so that it may become the obtained rotation angle. The steering controller 63 drives the steering actuator 43 based on the control signal input from the controller 4 to control the rotation angle of the steering handle 12 .

The raising/lowering controller 64 controls raising/lowering of the work machine 3 . Specifically, the tractor 1 is provided with a lifting actuator 44 made of a hydraulic cylinder or the like in the vicinity of a three-point link mechanism connecting the work machine 3 to the traveling body 2 . In this configuration, the lifting controller 64 drives the lifting actuator 44 based on the control signal input from the control unit 4 to appropriately lift and lower the work machine 3, so that the work machine 3 can be operated by the work machine 3 at a desired height. Agricultural work can be carried out. By this control, the working machine 3 can be supported at desired heights, such as a evacuation height (a height at which agricultural work is not performed) and a working height (a height at which agricultural work is performed).

Moreover, several controllers, such as the engine controller 61 mentioned above, are controlling each part, such as the engine 10, based on the signal input from the control part 4 . Therefore, it can be grasped that the control part 4 is controlling each part substantially.

As for the tractor 1 provided with the control part 4 as mentioned above, when an operator boards in the cabin 11 and performs various operations, each part (traveling body) of the tractor 1 by the said control part 4 2), the work machine 3 etc.) are controlled, and it is comprised so that agricultural work can be performed while traveling in the pavement 90. In addition, the tractor 1 of the present embodiment enables autonomous driving and autonomous operation based on a predetermined control signal output from the wireless communication terminal 46 without an operator riding on the tractor 1 , there is.

As specifically, shown in FIG. 5 etc., the tractor 1 is equipped with various structures for enabling autonomous driving and autonomous operation. For example, the tractor 1 is provided with the structure of the positioning antenna 6 etc. which are necessary in order to acquire the positional information of itself (traveling body 2) based on a positioning system. With such a structure, the tractor 1 acquires its own positional information based on a positioning system, and it becomes possible to autonomously run the pavement 90. As shown in FIG.

Next, the configuration of the tractor 1 to enable autonomous driving will be described in detail. Specifically, the tractor 1 of this embodiment is provided with the antenna 6 for positioning, the antenna 48 for radio communication, the storage part 55, etc. as shown in FIG.2 and FIG.5. Moreover, in addition to these, the tractor 1 may be equipped with the inertia measurement unit IMU which can specify the attitude|position (roll angle, pitch angle, yaw angle) of the traveling body 2 .

The positioning antenna 6 receives signals from positioning satellites constituting positioning systems, such as a satellite positioning system (GNSS), for example. As shown in FIG. 2 , the antenna 6 for positioning is disposed on the upper surface of the roof 29 of the cabin 11 of the tractor 1 . The positioning signal received by the positioning antenna 6 is input to the positional information calculating unit 49 shown in FIG. 5 . The positional information calculation unit 49 calculates the positional information of the traveling body 2 (strictly, the positioning antenna 6) of the tractor 1 as latitude/longitude information, for example. The position information detected by the position information calculation unit 49 is input to the control unit 4 and used for autonomous driving.

In addition, although the high-precision satellite positioning system using the GNSS-RTK method is used in this embodiment, it is not limited to this, Another positioning system may be used as long as high-accuracy position coordinates are obtained. For example, it is conceivable to use a relative positioning scheme (DGPS), or a geostationary satellite navigation augmentation system (SBAS).

The radio communication antenna 48 receives a signal from the radio communication terminal 46 operated by an operator or transmits a signal to the radio communication terminal 46 . As shown in FIG. 1, the antenna 48 for radio|wireless communication is arrange|positioned on the upper surface of the roof 29 with which the cabin 11 of the tractor 1 is equipped. The signal from the radio communication terminal 46 received by the radio communication antenna 48 is signal-processed by the radio communication unit 40 shown in FIG. 5 , and then is input to the control unit 4 . Further, a signal transmitted from the control unit 4 or the like to the radio communication terminal 46 is signal-processed by the radio communication unit 40 , then transmitted from the radio communication antenna 48 and received at the radio communication terminal 46 .

The storage unit 55 stores a traveling path (path) that is a path for autonomously driving the tractor 1, or a transition (traveling) of the position of the tractor 1 (strictly, the positioning antenna 6) while traveling. trajectory) can be remembered or In addition, the memory|storage part 55 memorize|stores various information required in order to make the tractor 1 autonomously drive and work autonomously. The storage unit 55 is, for example, a nonvolatile memory such as a flash memory (such as a flash disk and a memory card), a hard disk, or an optical disk.

The radio communication terminal 46 is configured as a tablet-type personal computer as shown in Figs. 2 and 4 . The operator can confirm with reference to information displayed on the display 37 of the radio communication terminal 46 . In addition, the operator operates a hardware key 38 arranged in the vicinity of the display 37 and a touch panel (not shown) arranged so as to cover the display 37, so that the control unit 4 of the tractor 1 is controlled by the operator. , a control signal (eg, an emergency stop signal, etc.) for controlling the tractor 1 may be transmitted. In addition, the radio|wireless communication terminal 46 is not limited to a tablet-type personal computer, It is also possible instead to comprise it with a notebook-type personal computer, for example. Alternatively, in the case where the manned tractor is attached to the unmanned tractor 1 to carry out the above-described cooperative operation, the monitor device mounted on the manned tractor may be a wireless communication terminal.

The tractor 1 configured in this way can perform agricultural work with the work machine 3 while autonomously traveling along a path on the pavement based on an instruction from an operator using the wireless communication terminal 46 .

Specifically, the operator can form the autonomous travel route 93 shown in FIG. 1 or the like by performing various settings using the wireless communication terminal 46 . This autonomous travel path 93 alternately alternates between the work path 93A on a straight line or a broken line for performing agricultural work, and an arc-shaped non-work path 93B connecting the stages of the work path 93A. It consists of a series of connected paths. Then, on the radio communication terminal 46 side, the information on the autonomous driving route 93 generated as described above is input (transmitted) to the storage unit 55 electrically connected to the control unit 4 of the tractor 1, By performing a predetermined operation, the tractor 1 can be controlled by the control unit 4 to cause the tractor 1 to perform autonomous driving/autonomous work along the autonomous travel route 93 .

Hereinafter, with reference mainly to FIG. 5, the structure of the wireless communication terminal 46 provided with the autonomous driving route generating system 99 is demonstrated in more detail.

As shown in FIG. 5 , the wireless communication terminal 46 includes a control unit 71 , a display (display unit) 37 , a communication unit 72 , a work vehicle information setting unit 51 , and a pavement information setting unit. 52 , a work information setting unit 53 , a work area dividing unit (region dividing unit) 54 , and an autonomous driving path generating unit (path generating unit) 47 .

Specifically, the control unit 71 of the wireless communication terminal 46 is configured as a computer provided with a CPU, ROM, RAM, I/O, etc. not shown, similar to the control unit 4 of the tractor 1, and the CPU can read and output various programs and the like from the ROM and execute them. Further, in the ROM, an appropriate program for causing the tractor 1 to perform autonomous driving/autonomous work is stored. And, by the cooperation of the above software and hardware, the wireless communication terminal 46 is connected to the communication unit 72, the work vehicle information setting unit 51, the pavement information setting unit 52, the work information setting unit 53, It can be operated as the work area division unit 54 , the autonomous driving path generation unit 47 , and the like.

The communication unit 72 is for communicating with the tractor 1 side. The control unit 71 of the radio communication terminal 46 communicates with the control unit 4 of the tractor 1 by way of the communication unit 72 , so that the autonomous traveling path 93 generated by the autonomous traveling path generation unit 47 is Information can be transmitted to the tractor 1 side. In addition, the control unit 71 of the radio communication terminal 46 transmits a control signal to the tractor 1 side using the communication unit 72 to instruct the tractor 1 to start and stop autonomous driving. can In addition, when the tractor 1 is autonomously traveling, the control unit 71 of the wireless communication terminal 46 receives and displays the state (position, traveling speed, etc.) of the tractor 1 from the tractor 1 side. (37) can be indicated.

The work vehicle information setting unit 51 is for setting information (hereinafter, sometimes referred to as work vehicle information) related to the tractor 1 . The work vehicle information setting unit 51 includes the model of the tractor 1 , the size of the tractor 1 , the position at which the positioning antenna 6 is mounted in the tractor 1 , the type of the work machine 3 , and the work machine. With respect to the size and shape of (3), the position of the work machine 3, and the like, the contents designated by the operator by appropriately operating the wireless communication terminal 46 can be stored.

The packaging information setting unit 52 is for setting information related to the packaging 90 (hereinafter, sometimes referred to as packaging information). The pavement information setting unit 52 specifies the position and shape of the pavement 90, the start position and the end position to be autonomously driven, the work area, the work direction, etc. by the operator by operating the wireless communication terminal 46 can remember In addition, as shown in FIG. 1, the work direction is an area|region excluding the non-work area 92 (such as immersion or non-cultivated land) from the pavement 90. In the work area 91, the work machine 3 is used. It means the direction in which the tractor 1 is driven while performing.

As for the information on the position and shape of the pavement 90, for example, the operator boards the tractor 1 and drives so as to go around the outer periphery of the pavement one turn, and the transition of the positional information of the positioning antenna 6 at that time By recording , it can be acquired automatically. However, the position and shape of the pavement 90 can be obtained based on a polygon obtained by specifying a plurality of points on the map by the operator operating the wireless communication terminal 46 while displaying the map on the display 37. may be

The job information setting unit 53 is for setting information (hereinafter, sometimes referred to as job information) on how to perform the job in detail. The work information setting unit 53, as work information, includes the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, and the number of work paths 93A to skip when the tractor 1 turns in immersion, skip The number (reference value), the width of immersion, the width of non-cultivated land, etc. are configured to be settable.

The work area dividing unit 54 divides the work area 91 into a plurality of work areas 91 as shown in FIG. It is for dividing into compartments (S). The division S generated by this division becomes a unit of work for performing skip traveling. In addition, the detail of division|segmentation of the work area|region 91 is mentioned later.

The autonomous traveling path generation unit 47 shown in FIG. 5 is for generating the autonomous traveling path 93 which is a path for the tractor 1 to autonomously travel. The autonomous driving route generating unit 47 is configured to configure the autonomous driving route of the tractor 1 based on the information set by the work vehicle information setting unit 51 , the pavement information setting unit 52 , and the work information setting unit 53 . (93) can be created and remembered.

As shown in FIG. 1 , the autonomous travel path 93 is configured by a work path 93A disposed in the work area 91 and a non-work path 93B disposed in the non-work area 92 . In the process in which the autonomous driving path generating unit 47 generates the autonomous driving path 93 , the working width of the working machine 3 and the working path 93A adjacent to each other in the working area 91 are Whether or not the working widths partially overlap each other (if possible, the upper limit of the overlapping width), the size and shape of the non-working area 92 (in other words, the width of the submerged land and the width of the uncultivated land), the tractor 1 The number of working paths 93A skipped when turning on the non-working path 93B (the number of skips) and the like are taken into consideration. In addition, when the unmanned tractor 1 and the manned tractor cooperate with each other, in the process of generating the autonomous driving route 93, the positional relationship between the unmanned tractor 1 and the manned tractor, the working width of the manned tractor, etc. This is considered

Next, with reference to FIGS. 6 to 8, the setting in the wireless communication terminal 46 for generating the autonomous driving route 93 will be described. FIG. 6 is a diagram showing a display example of the work vehicle information input screen 81 displayed on the wireless communication terminal 46 . 7 : is a figure which shows the display example of the packaging information input screen 82 displayed on the radio|wireless communication terminal 46. As shown in FIG. FIG. 8 is a diagram showing a display example of the job information input screen 83 displayed on the radio communication terminal 46 .

When the operator performs a predetermined operation in the wireless communication terminal 46 , the control unit 71 controls the display 37 to display the work vehicle information input screen 81 shown in FIG. 6 .

On the work vehicle information input screen 81 , information regarding the traveling body 2 and the work machine 3 mounted on the traveling body 2 (the above working vehicle information) can be input. Specifically, on the work vehicle information input screen 81 , the model of the tractor 1 , the size of the tractor 1 , the mounting position of the positioning antenna 6 to the traveling body 2 , and the Columns for inputting the type, the working width W of the work machine 3, the distance from the rear end of the three-point link mechanism (the rear end of the lower link) to the rear end of the work machine 3, and the like are respectively arranged.

The operator operates the wireless communication terminal 46 to perform setting by inputting numerical values into text boxes arranged in respective fields of the work vehicle information input screen 81 or selecting from a list of drop-down boxes. Thereby, various types of information regarding the traveling body 2 and the work machine 3 can be set.

The work vehicle information specified by the operator on the work vehicle information input screen 81 is stored in the work vehicle information setting unit 51 . When the input of the work vehicle information is completed, the control unit 71 controls the display 37 to display the pavement information input screen 82 as shown in FIG. 7 .

On the pavement information input screen 82, information (the pavement information) regarding the pavement 90 on which the traveling body 2 travels can be input. Specifically, on the pavement information input screen 82 , a flat display unit 88 is disposed which graphically shows the position and shape of the pavement 90 and the start position and end position of autonomous driving. In addition, on the pavement information input screen 82, buttons of "specify" and "reset" are arranged for each of the outer periphery of the pavement 90, the start position of the autonomous driving, the end position of the autonomous driving, and the work direction, there is.

In addition, all the buttons in the packaging information input screen 82 etc. are comprised as virtual buttons displayed on the display 37, The operator manipulates the position of the touch panel corresponding to the display area of the said button by contact with a finger. can do.

When the "designation" button of the "package periphery" is operated, the radio communication terminal 46 is switched to the pavement shape recording mode. In this pavement shape recording mode, when an operator gets on and drives the tractor 1 and makes one turn along the outer periphery of the pavement 90, based on the transition of the positional information of the positioning antenna 6 at that time , the position and shape of the pavement 90 are acquired (calculated). Thereby, the position and shape of the pavement 90 can be designated.

The control unit 71 of the wireless communication terminal 46 graphically displays the position and shape of the obtained packaging 90 on the flat display unit 88 of the packaging information input screen 82, as shown in FIG. When it is desired to designate the position and shape of the packaging 90 again, the contents designated so far may be discarded by operation of the "reset" button, and the "designation" button may be operated again.

In addition, instead of designating the position and shape of the pavement 90 by actually driving the tractor 1 on the pavement 90 as described above, for example, on the display 37 of the wireless communication terminal 46 When a map is displayed and the operator specifies a plurality of points on the map, the position and shape of a specific polygon is set as the position and shape of the pavement 90 by a so-called closed graph so that the lines connecting the designated points do not intersect. You can also specify

When the "designation" button of the "work start position" is operated, as shown in FIG. 7 , in a state where the position and shape of the designated pavement 90 are displayed on the flat display unit 88, the operator selects an appropriate point to start autonomous driving It can be specified as a location. A start position mark C1 is displayed at the designated start position. In addition, the operation of the "reset" button is the same as above.

By operating the "designation" button of the "work end position", an appropriate point can be designated as the end position of the autonomous driving, similarly to the "designation" button of the "work start position". At the designated end position, the end position mark C2 is displayed. The operation of the "Reset" button is the same as above.

The packaging information designated by the operator on the packaging information input screen 82 is stored in the packaging information setting unit 52 . When input of packaging information is completed, the control part 71 controls the display 37 so that the work information input screen 83 as shown in FIG. 8 may be displayed.

On the job information input screen 83, specific job information (the above job information) can be input. Specifically, on the work information input screen 83, the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, the pattern when the manned tractor cooperates, and the incentive when the manned tractor cooperates. The fields for inputting the working width of the tractor of , the number of skips of the robot tractor 1, the allowable overlap of the working width in the adjacent working path 93A, the immersion width, the width of uncultivated land, and the like are respectively formed.

In the column of "Presence or absence of cooperative work of manned tractor", agricultural work is performed by autonomously driving the robot tractor 1 alone (without accompanying a manned tractor), or autonomously running robot tractor 1 and a manned tractor It is possible to perform agricultural work by accompanying (a tractor on which an operator rides), or to select either (with a manned tractor).

In the case of "with accompanying", in the column of "cooperative work pattern", the pattern of the position of the manned tractor with respect to the robot tractor 1 can be set to any one of immediately behind the robot tractor 1, behind the left slope, and after the right slope. It is possible to choose from things. Moreover, in the column of "working width of manned tractor", the working width of manned tractor (effective width at which work is performed by the working machine) can be input.

A drop-down list box is arranged in the "Robot Tractor Skip Number" column, and a list of numerical values that can be set as the number of skips can be selected and displayed by the drop-down operation. By selecting one from the list, the operator can designate how many work paths 93A will be skipped and agricultural work will be performed. In the present embodiment, the number of skips SN can be set by selecting any of 0, 1, or 2. When skip running is not desired, zero may be selected as the number of skips SN.

In the column of "Overlap tolerance of working width", when working widths may partially overlap between working paths 93A adjacent to each other, an upper limit value of the overlapping width can be input. If you do not allow duplicates at all, simply enter zero in this field.

In the column of "immersion width", for example, a value equal to or larger than the lower limit of the immersion width calculated in advance based on the size of the work machine 3 mounted on the unmanned tractor 1 or the like can be set.

In the column of "width of uncultivated land", an appropriate value can be set, taking into consideration, for example, working while circling by manual driving along the periphery of the pavement 90 after the end of autonomous driving.

When the operator inputs all of the input fields on the job information input screen 83 and operates the "Create autonomous driving route" button, the autonomous driving route generating unit 47 generates the autonomous driving route 93 and the The autonomous driving path 93 is stored in the work area dividing unit 54 . The generated autonomous driving path 93 is appropriately displayed on the display 37 for confirmation, and the operator can confirm the autonomous driving path 93 by operating a not-shown "confirm" button.

After the autonomous driving route 93 is determined, the control unit 71 controls to display a route data transmission screen (not shown) on the display 37 . In this route data transmission screen, the operator transmits, for example, wirelessly, the data of the autonomous travel route 93 generated by the autonomous travel route generation unit 47 to the tractor 1 side, and the tractor 1 ) can be stored in the storage unit 55 provided with.

When data of the autonomous driving route 93 is input to the tractor 1 , the operator can instruct the tractor 1 to start autonomous driving by appropriately operating the radio communication terminal 46 . When the start of autonomous driving is instructed, the tractor 1 autonomously travels along the autonomous driving route 93 transmitted from the radio communication terminal 46 to the tractor 1 to perform autonomous work.

Next, specific processing performed by the autonomous driving path generating unit 47 when generating the autonomous driving route 93 will be described with reference to FIGS. 9 to 15 . 9 is a flowchart showing the processing performed by the autonomous travel path generation unit 47 when generating the autonomous travel path generation unit 47 . FIG. 10 is a diagram illustrating a state in which a plurality of work paths 93A are arranged in the work area 91 in order to generate an autonomous travel path 93 on which skip travel is performed. Fig. 11 is a diagram showing a group comprising a specific number of work paths 93A, which are units of work when skip running is performed. 12 : is a figure which shows a mode that the work area|region 91 is divided|segmented and the some division S is produced|generated. FIG. 13 is a diagram illustrating a state in which the work area 91 is divided to generate a plurality of sections S and SE including sections SE with exceptions in which the number of work paths 93A is greater than a specific number. 14 : is a figure which shows a mode that the work order of the work path 93A was decided. FIG. 15 is a diagram illustrating a state in which the autonomous driving route 93 is generated based on the work sequence determined in FIG. 14 .

When the "Create autonomous travel route" button is operated on the work information input screen 83 shown in FIG. 8, first, the shape of the pavement 90 set in the pavement information input screen 82, and the work information input screen ( 83), the work area 91 and the non-work area 92 are determined based on the immersion width and the width of the non-cultivated land. After that, the process of FIG. 9 is started, and the autonomous traveling path generation unit 47 arranges the working paths 93A in the working area 91 at a distance from each other (step S101). Each work path 93A is arranged so as to follow the work direction set on the packaging information input screen 82 of FIG. 7 . In addition, the interval at which the work path 93A is arranged is such that the work width W of the work machine 3 is set such that work omission of the work machine 3 with respect to the work area 91 does not occur and work efficiency is improved. is decided taking into account In addition, the number of columns (number) of the work paths 93A arranged in the work area 91 can be calculated based on the size of the work area 91, the work width W of the work machine 3, and the allowable overlap. Therefore, in this step, without arranging the work path 93A in the work area 91 , the number of columns of the work path 93A to be arranged may be calculated and the process proceeds to step S102 .

Next, the autonomous travel route generating unit 47 acquires information on the number of skips SN of the robot tractor 1 (input on the work information input screen 83) set in the work information setting unit 53, and , it is determined whether the number of skips SN is 1 or more (step S102).

As a result of the determination in step S102, when the number of skips SN is 0, the autonomous travel path generating unit 47 sequentially sets the working path 93A from one end in the direction in which the working path 93A is arranged ( An autonomous driving path 93 that travels without skipping) and reaches the other end is generated (step S103), and the process ends. Thereby, the autonomous travel route 93 without skipping is generated.

As a result of the determination in step S102 , when the number of skips SN is 1 or more, the autonomous travel route generating unit 47 , the number of work routes 93A in the work area 91 (the number of work routes TP) It is determined whether or not is equal to or greater than the basic unit number of routes BP (step S104).

Here, the basic unit number of paths BP will be described. That is, the skip running in the robot tractor 1 of this embodiment is implemented as a unit in the group which consists of the specific number of work paths 93A lined up adjacent to each other as a unit. Once skip running is started for a group, skip running is not performed for other groups until the work is completed for all work paths 93A belonging to the group.

For example, when the number of skips SN is 1, as shown in Fig. 11A, five (five columns) work paths 93A arranged adjacent to each other are considered. In addition, in the following description, each work path 93A may be called alphabetically like A, B, C, D, and E from the side close|similar to the starting position of autonomous driving in some cases. When skip running is performed for this group, the tractor 1 runs on A, then skips one and runs on C, and then skips one more and runs on E. After that, the skipping direction is once reversed, and two more than usual are skipped, and B is run. After that, the skip direction is reversed again, and D is driven. As described above, by performing the operations in the order of A, C, E, B, and D, it is possible to complete the operations for the five operation paths 93A while generally following the set number of skips SN (that is, 1). there is.

In addition, when the number of skips SN is 2, as shown in Fig. 11(b) , seven work paths 93A arranged adjacent to each other are considered. In addition, in the following description, each work path 93A may be called alphabetically like A, B, C, D, E, F, and G from the side close to the starting position of autonomous driving in some cases. When skip running is performed for this group, the tractor 1 runs on A, then skips two and runs on D, and then skips two again and runs on G. After that, the skipping direction is reversed once, and 3 more than the set number are skipped, and C is run. Then, the skip direction is reversed and F is driven. After that, the skipping direction is reversed, and 3 more than the set number are skipped, and B is run. Then, the skip direction is reversed, and E is driven. As described above, by performing the operations in the order of A, D, G, C, F, B, and E, the operation is performed on the seven operation paths 93A while generally following the set number of skips SN (ie, 2). can be completed.

To explain based on the above, the basic unit route number BP means the number of work routes 93A in a basic unit (group) for which work is completed by skip running. When the number of skips SN is 1, the number of basic unit paths BP is 5, and when the number of skips SN is 2, the number of basic unit paths BP is 7. In general, the basic unit path number BP is expressed as 2(SN+1)+1 with respect to the skip number SN.

Accordingly, step S104 substantially means determining whether or not the number of work paths 93A arranged in step S101 is sufficient to form at least one of the above groups.

In the judgment of step S104, if the number of working paths TP is less than the number of basic unit paths BP, it means that even one of the above groups cannot be formed. Accordingly, the control unit 71 controls the display 37 to display a message to the effect that generation of the autonomous driving route 93 cannot be performed at the set number of skips SN (step S105), and the processing is terminated. do.

If it is determined in step S104 that the number of working routes TP is equal to or greater than the number of basic unit routes BP, the autonomous driving route generating unit 47 determines whether the number of working routes TP is an integer multiple of the basic unit number of routes BP. is determined (step S106).

In the determination of step S106, when the number of working routes TP is an integer multiple of the number of basic unit routes BP, the autonomous driving route generating unit 47 sets the working area 91 in the direction in which the working routes 93A are arranged. is divided to generate a plurality of sections S (step S107). This division is performed so that the number of work paths 93A included in each section S becomes equal to the number of basic unit paths BP. In Fig. 12, when the number of skips SN is 1 (the number of basic unit paths BP is 5), the work area 91 in which 15 work paths 93A are arranged is divided into 5 work areas each. An example of forming three compartments S having a path 93A is shown. However, since it is not necessary to divide when the number of working paths TP is equal to the number of basic unit paths BP, one division S is generated in the entire working area 91 .

In the judgment of step S106, even when the number of working routes TP is different from an integer multiple of the number of basic unit routes BP, the autonomous driving route generating unit 47 is configured to generate a work area ( 91) to generate a plurality of sections S (step S108). In this division, in principle, the number of work paths 93A included in each compartment S is equal to the number of basic unit paths BP. As an exception, only one compartment SE is ) is implemented so that the number of work paths 93A included in ) exceeds the number of basic unit paths BP. In Fig. 13, when the number of skips SN is 1 (the number of basic unit paths BP is 5), the work area 91 in which 16 work paths 93A are arranged is divided, each of which is 5 jobs. An example of forming two compartments (first compartment) S having a path 93A and one exception compartment (second compartment) SE having six working paths 93A is shown. The section SE of this exception is preferably disposed at the end in the direction in which the work paths 93A are aligned, that is, at the end on the side close to the end position of the autonomous driving. When the number of working paths TP is less than twice the number of basic unit paths BP, there is no need to divide, so that one (exceptional) section SE is created in the entire working area 91 . do.

When one or a plurality of sections S are generated, the autonomous driving route generating unit 47 sets the (in principle) section S in which the number of work routes 93A is equal to the basic unit number of routes BP, and the basic unit For both of the sections SE (exceptionally) exceeding the number of routes BP, an autonomous driving route 93 is generated such that the tractor 1 travels the work route 93A according to a predetermined work sequence ( step S109).

The above-mentioned work sequence refers to the above-described A, C, It means the order of E, B, and D, and when the skip number SN is 2, it means the order of A, D, G, C, F, B, E described above. Fig. 14 shows a state in which the work order of the work path 93A is determined when the number of skips SN is 1 and the work area 91 is divided as shown in Fig. 12 . In Fig. 14, the circled number assigned to each work path 93A indicates the determined work order.

By generating the autonomous driving path 93 (as shown in Fig. 15) so that the working path 93A arranged in each compartment S travels according to the above procedure, the unit S is The repetition of the fine skip running pattern is realized. That is, skip travel is performed according to the above skip travel pattern for the section S closest to the autonomous driving start position, and when the operation of the section S is completed, skip travel is performed for the section S adjacent thereto. This is carried out according to the skip running pattern described above. By performing autonomous driving/autonomous work while repeating the above, even if the work is interrupted in the middle, the portion where the work completed and the unworked point appear alternately can be left in a small range within the compartment S.

In addition, for the section (exception section) SE in which the number of work routes 93A exceeds the basic unit route number BP, it is preferable to have a work sequence similar to the work sequence in the section S in principle. , the number of skipping the working path 93A may be considered flexibly to some extent, and the autonomous travel path 93 may be generated so as to travel along the working path 93A in an appropriate working order.

Through the above processing, it is possible to generate the autonomous travel route 93 suitable for the operation involving skip travel. 12 to 15 show a case where the number of skips SN is 1, but even when the number of skips SN is 2, as shown in FIG. 11(b), the basic unit number of paths BP is 7 It can be created in exactly the same way as above, except for the point where it becomes A, D, G, C, F, B, and E.

As described above, the autonomous driving path generating system 99 of the present embodiment generates an autonomous driving route 93 for autonomously driving the tractor 1 in order to perform an operation on a predetermined work area 91 . do. The autonomous driving path generating system 99 includes a work area dividing unit 54 and an autonomous driving path generating unit 47 . The work area dividing unit 54 divides the work area 91 into a plurality of divisions S. The autonomous driving path generating unit 47 generates the autonomous driving path 93 to include a plurality of working paths 93A arranged in each of the respective sections S divided by the working area dividing unit 54 . . The work area dividing unit 54 can divide the work area 91 so that the number of work paths 93A included in each section S becomes the same basic unit path number BP.

Thereby, even when performing a work by skip running, it is possible to work sequentially from the end of the work area 91 using the divided small section S as a unit. Therefore, even when the work is interrupted on the way, the portion in which the work completed point and the unworked point appear alternately in the work area 91 can be suppressed to a small range within the division S. Therefore, it is easy to become clear at the point where an operation|work was completed, and it can resume operation|work smoothly. Moreover, even when the soil environment changes due to rain or the like before and after the interruption of the work, it is possible to prevent the occurrence of a comb-like shape over a wide area where the work quality differs.

In addition, in the autonomous travel route generating system 99 of the present embodiment, the autonomous travel route generation unit 47 sets the work order for the plurality of work routes 93A based on the number of skips SN. When there are a plurality of sections S in which the number of included work routes 93A is equal to the number of basic unit routes BP, the autonomous travel route generating unit 47 , as shown in FIG. 14 , configures the section S The same work order is set for each work path 93A corresponding to each other in between.

In this way, since it is possible to set a certain work sequence for the work route 93A based on the division S as a unit, regular skip travel can be realized and the creation process of the autonomous travel route 93 can be simplified. there is.

In addition, in the autonomous travel route generating system 99 of the present embodiment, the work area dividing unit 54 , in the work area dividing unit 54 , the number of work paths 93A included in the work area 91 is an integer of the basic unit number of routes BP. In the case of not being a ship, as shown in FIG. 13 , the division S in principle that the number of work paths 93A included is equal to the number of basic unit paths BP, and the number of included working paths 93A is the basic unit path The work area 91 is divided into a plurality of sections S, SE so as to form a section SE of exceptions greater than the number BP.

Thereby, since a section in which the number of the included work routes 93A does not reach the basic unit route number BP is not generated, the autonomous travel route 93 accompanying skip travel can be easily generated.

Next, with reference to FIGS. 16 and 17 , depending on the shape of the pavement 90 and the working area 91 , the tractor 1 requires a plurality of turning and direction changing operations in the non-working area 92 . an example is explained. FIG. 16 : is a figure which shows the example in which the tractor 1 turns in the non-work area|region 92 multiple times. 17 : is a figure which shows the example in which the tractor 1 turns and turns several times in the non-work area|region 92. As shown in FIG.

In the pavement 90P shown in FIG. 16, in the non-working area|region 92, the crank-shaped part in which an L-shape continues exists exists. When the non-working path 93B connecting the ends of the working path 93A whose working order has been determined passes through the part, the non-working path 93B enters the non-working area 92 (that is, the tractor (1) neither entering the work area 91 nor protruding out of the pavement 90P), is generated in view of a predetermined margin. At this time, in the part of the L-shape, the turning radius R of the traveling body 2 is considered. In the example of FIG. 16, since the non-working area|region 92 has a crank-like part, compared with the pavement 90 shown in FIG. 15, the turning in the non-working area|region 92 is required twice extra.

Moreover, even if it is the same pavement 90P as FIG. 16, as shown in FIG. 17, it may arise necessary to pass through the crank-shaped part immediately after entering into the non-work path|route 93B from 93A of work paths. At this time, even if the turning in the L-shape is performed immediately after entering the non-working path 93B, the traveling body 2 or the working machine 3 protrudes out of the pavement 90P. In this case, as shown in FIG. 17 , the non-working path 93B is generated as a path accompanied by a direction change of temporarily moving the traveling body 2 back and forth in addition to the turning of the L-shaped portion.

In this way, when the non-working area 92 is irregular, the autonomous driving path generating unit 47 generates the non-working path 93B to accompany turning or direction change as necessary, so that skip driving can be appropriately performed. there is.

Although preferred embodiment of this invention was described above, said structure can be changed as follows, for example.

In the above embodiment, the basic unit number of routes BP is a numerical value represented by 2 (SN + 1) + 1 with respect to the number of skips SN, but it may be changed to another numerical value. That is, the basic unit path number BP is expressed by M(SN+1)+1 (M is a natural number equal to or greater than 2).

Although the number of skips SN can be selected from 1 or 2 in the above embodiment, it is good also as a structure which can select the numerical value of 3 or more as needed.

The order (work procedure) of the work path 93A for performing the work is not limited to the example shown in FIG. 11 , and may be appropriately changed.

As a result of the judgment in step S102, when the number of skips SN is 0, the autonomous travel route generation unit 47 generates the autonomous travel route 93 without dividing the work area 91. After dividing the region 91 , the autonomous travel path 93 may be generated.

In step S105 shown in FIG. 9 , instead of displaying the message, the autonomous driving route (which performs simple skip driving) described in the problem to be solved by the above-described invention may be generated. Alternatively, if the number of working paths TP does not reach the basic unit number of paths BP, it is prompted to change the number of skips SN to 0, and when the user changes the number of skips SN to 0, step The process proceeds to S103, and when the user does not change the number of skips SN to 0, the process may proceed to step S105.

By the way, when the work area 91 is divided into a plurality of sections S, or divided into a plurality of sections S and a single section SE, as shown in FIGS. 14 and 15 , in the tractor 1 The operation sequence for the zone in which autonomous driving/autonomous operation is performed is set in order from, for example, a zone close to the start position, and when the operation is completed for a specific zone, the operation is performed in the adjacent zone. However, the work order for each division is not limited to this, Arbitrary order may be settable.

In the above embodiment, the non-working area 92 is determined based on the immersion width and the width of the uncultivated land set on the work information input screen 83 , and the remaining area excluding the non-working area 92 in the pavement 90 . The work area 91 is defined as . However, the method of setting the working area 91 is not limited to the above, and for example, any point of the packaging 90 displayed on the flat display unit 88 on the above-described packaging information input screen 82 is displayed. You may be comprised so that the work area|region 91 and the non-work area|region 92 can be set by an operator designating.

In the above-described embodiment, the work area dividing unit 54 and the autonomous traveling path generating unit 47 constituting the autonomous traveling path generating system 99 are provided on the radio communication terminal 46 side. However, some or all of the work area dividing unit 54 and the autonomous driving path generating unit 47 may be provided on the tractor 1 side.

<Second embodiment>

Next, an autonomous driving route generating system 199 according to a second embodiment of the present disclosure will be described in detail with reference mainly to FIGS. 18 to 34 . 18 is a block diagram showing the main configuration of the electric system of the robot tractor 1 and the radio communication terminal 46 according to the second embodiment. Below, the same code|symbol is attached|subjected to the member and step of the structure similar to 1st Embodiment, and description may be abbreviate|omitted suitably.

A main configuration of the autonomous traveling route generating system 199 of the present embodiment is provided in the wireless communication terminal 46 . The wireless communication terminal 46 of the present embodiment includes, in addition to the control unit 71, the display (display unit) 37, and the communication unit 72 described above, a display control unit 31, a storage unit 32, Pavement outer perimeter setting unit 33, obstacle perimeter setting unit 34, work area setting unit (traveling area setting unit) 35, start and end position setting unit 151, work direction setting unit (travel direction setting unit) ( 36), and an autonomous driving path generating unit 147 and the like. In addition, the pavement outer periphery setting unit 33, the obstacle perimeter setting unit 34, the working area setting unit (traveling area setting unit) 35, the start and end position setting unit 151, and the working direction setting unit (running direction setting unit) The addition of sub) (36) corresponds to the packaging information setting unit (52) in the first embodiment. In addition, the autonomous travel path generation unit 147 corresponds to the autonomous travel path generation unit 47 in the first embodiment.

Similarly to the case of the first embodiment, the wireless communication terminal 46 of the present embodiment also has a display control unit 31, a storage unit 32, and a packaging outer periphery setting unit 33 by cooperation of the software and hardware described above. ), an obstacle circumferential setting unit 34 , a work area setting unit 35 , a start/end position setting unit 151 , a work direction setting unit 36 , and an autonomous driving path generation unit 147 , and the like. .

The display control part 31 creates data for display to be displayed on the display 37, and controls display content appropriately. The display control unit 31 of the present embodiment causes the display 37 to display the packaging information input screen 182 shown in FIG. 19 when a predetermined operation is performed by the user. 19 is a diagram showing an example of a screen displayed on the wireless communication terminal 46 for inputting information about the pavement on which the tractor 1 travels.

In this pavement information input screen 182, information regarding the pavement on which the tractor 1 runs can be input. Specifically, on the packaging information input screen 182 , a flat display unit 88 that graphically (graphically) displays the shape of the packaging is disposed. In addition, in the pavement information input screen 182, in the column of "position of the outer periphery of pavement" and the column of "position of the outer periphery of an obstacle", the buttons of "recording start" and "reset" are respectively arrange|positioned. Moreover, in the packaging information input screen 182, the button of "designation" and "reset" is arrange|positioned in each column of "work start position/work end position" and "work direction".

The storage unit 32 can store information about the packaging input by the user by operating the touch panel of the wireless communication terminal 46 and the like, and can store the generated travel route information and the like.

The pavement outer periphery setting unit 33 sets the position of the outer periphery of the pavement to which the tractor 1 autonomously runs. Specifically, when the user operates the "recording start" button of the "position of the outer packaging periphery" on the packaging information input screen 182, the wireless communication terminal 46 is switched to the packaging outer circumference recording mode. In this pavement perimeter recording mode, when the tractor 1 is made to go around the periphery of the pavement once, the transition of the positional information of the positioning antenna 6 at that time is recorded by the pavement periphery setting unit 33, and the The shape of the pavement is set (acquired) in the pavement outer periphery setting unit 33 . This allows the positioning and shape of the packaging to be established. Moreover, by operating the "reset" button, recording (setting) of the position of the outer periphery of the packaging can be performed again.

The obstacle outer periphery setting unit 34 sets an outer periphery area of an obstacle arranged in a pavement of an object on which the tractor 1 performs autonomous driving. Specifically, when the user operates the "recording start" button of "the position of the outer periphery of the obstacle" on the pavement information input screen 182, the wireless communication terminal 46 is switched to the obstacle outer periphery recording mode. In this obstacle perimeter recording mode, when the tractor 1 is placed at each part of the outer periphery of the obstacle and the position information of the positioning antenna 6 at that time is recorded by the obstacle perimeter setting unit 34, In the obstacle outer periphery setting unit 34, a shape surrounding the obstacle with a polygon (eg, a rectangle) is set (obtained). This polygon can be calculated as a specific polygon by a so-called closed-loop graph so that the line segments connecting each part do not intersect, for example. Thereby, the position and shape of the outer peripheral region of the obstacle can be set. In addition, the outer circumferential area of the obstacle set in the obstacle outer circumferential setting unit 34 is a hollow polygonal area surrounding the obstacle, and the distance between the inner edge and the outer edge of the tractor 1 (work machine 3) is It is equal to or slightly wider than the width of the vehicle.

The work area setting unit 35 sets the position of a work area (travel area) in which the tractor 1 performs agricultural work while autonomously traveling, which is arranged in the pavement of the target to be autonomously driven. Specifically, in the wireless communication terminal 46 of the present embodiment, in an input screen (not shown) different from the packaging information input screen 182, the width of immersion and the width of non-cultivated land can be set. Consists of. In addition, the non-working area made of immersed and non-cultivated land is determined based on the above setting contents and the position and shape of the pavement set in the pavement outer periphery setting unit 33, and the non-working area is excluded from the pavement area. The area is defined as the work area.

The start and end position setting unit 151 sets a starting point, which is a point at which the tractor 1 starts autonomous driving, and an end point, which is a point at which the autonomous driving ends. Specifically, when the user operates the "designation" button of the "work start position / work end position" on the packaging information input screen 182, the flat display unit 88 is set in the packaging outer periphery setting unit 33 The pavement data is displayed overlaid on the map data. In this state, when the user selects an arbitrary point in the vicinity of the outline of the pavement, the start and end position setting unit 151 can set (record) the position information of the selected point as the starting point and the ending point. In addition, the function of the "reset" button is the same as the above.

The work direction setting unit 36 sets the direction (direction of the travel path) in which the tractor 1 travels while performing agricultural work in the work area. Specifically, when the user operates the "designation" button of "working direction" on the packaging information input screen 182, the flat display unit 88 shows the shape of the pavement set by the pavement outer periphery setting unit 33 on the flat display unit 88. It is displayed overlaid on the data. In this state, the user selects two points from among a plurality of points designated when designating a pavement, for example, so that the direction of the straight line connecting the two points is set as the work direction (travel direction), and the work direction setting unit 36 It can be set (recorded) in . In addition, the point to select when designating a work direction is not limited to 2 points|pieces, Multiple points of 3 or more points|pieces may be sufficient. This makes it possible to specify a more precise direction of work, along the contour of the pavement or the like. In addition, the function of the "reset" button is the same as the above.

The autonomous travel route generation unit 147 in the present embodiment generates a travel route in which the tractor 1 autonomously travels in the pavement. Similar to the first embodiment, the traveling path includes a traveling path on a straight line or a broken line and an arc-shaped turning circuit alternately. The autonomous driving route generating unit 147 includes a position of the outer periphery of the pavement set by the pavement perimeter setting unit 33 , a position of the work area set by the work area setting unit 35 , and a starting point set by the start end position setting unit 151 . and the position of the end point and the information of the working direction set by the working direction setting unit 36 are acquired, and a travel route is automatically generated based on these information. This travel route is basically generated so that a travel path on a straight line or a broken line is included in the work area, and the turning path is included in an area (non-work area) other than the work area in the pavement. However, when an obstacle exists in the pavement, the autonomous driving path generation unit 147 generates a driving path so as to avoid the obstacle. This will be described in detail later. The travel route created by the autonomous travel route generation unit 147 is stored in the storage unit 32 .

Next, specific processing when the autonomous driving route generating unit 147 generates a travel route will be described with reference to FIGS. 20 and 21 . 20 is a flowchart showing the processing performed by the autonomous travel route generating unit 147 when generating a travel route. Fig. 21 is a flowchart showing the continuation of the processing of Fig. 20;

First, the autonomous driving route generating unit 147 includes the position of the outer perimeter of the pavement set in the pavement perimeter setting unit 33, the position of the work area set in the work area setting unit 35, and the start and end position setting unit 151 The position of the starting point and the end point set in , and information of the working direction set by the working direction setting unit 36 are acquired, and a provisional travel route T0 is generated based on these information (refer to FIG. 22). Specifically, the autonomous driving route generating unit 147 considers that there are no obstacles in the pavement, and generates a provisional travel route T0 in which a plurality of provisional travel routes P0 are arranged at intervals from each other in the work area ( step S201). Each provisional travel path P0 is arranged so as to follow the working direction.

22 shows an example of the provisional travel route T0 generated by the autonomous travel route generation unit 147 . 22 is a diagram illustrating an example in which a provisional travel route T0 in which a plurality of provisional travel routes P0 are arranged is generated. In FIG. 22 , a route indicated by a solid arrow is a travel route on which the unmanned tractor 1 travels. In a traveling path on which the arrow is not attached adjacent to the traveling path on which the unmanned tractor 1 travels (arranged between the two traveling paths to which arrows are assigned), the manned tractor for performing the cooperative operation is unmanned. The traveling route accompanying the tractor 1 of FIG. In the example of FIG. 22, the manned tractor follows the right slope behind the unmanned tractor 1 on the outbound route (the running route in the upward direction in FIG. ), it is assumed that the vehicle travels along the left slope, respectively.

Subsequently, the autonomous travel path generating unit 147 acquires the obstacle outer periphery area from the obstacle outer periphery setting unit 34 , and among the provisional travel paths P0 generated in step S201 , the provisional travel path interfering with the obstacle outer circumferential area. It is determined whether or not there is (step S202).

As a result of the determination in step S202, if there is no provisional travel route interfering with the obstacle outer peripheral area (No in step S202), it is assumed that there are no obstacles in the pavement and the created provisional travel route T0 is used as the travel route T as it is. Therefore, the autonomous travel path generation unit 147 sets this provisional travel path T0 as the travel path T (step S203), and ends generation of the path.

On the other hand, if, as a result of the determination in step S202, there is a provisional travel path that interferes with the obstacle outer peripheral region (step S202, YES), the autonomous travel path generation unit 147 generates a travel path avoiding the obstacle in step S202. The processing after S204 is performed.

In the processing of step S204, the autonomous travel path generation unit 147, for each of the provisional travel paths P0 interfering with the obstacle outer circumferential region, points F that is the starting end of the provisional travel path P0. ) as a starting point, and a first travel path P1 having a point G, which is a point reaching the obstacle outer periphery region, as an end point, is acquired. 23 shows a mode in which the first travel path P1 is generated for one provisional travel path P0.

Subsequently, in the process of step S205, the autonomous travel path generating unit 147 turns to the opposite side of the obstacle while passing through the obstacle outer peripheral region, taking the end point (point G) of the first travel path P1 as a starting point. , which is a position on the virtual extension line L extending the first travel path P1 so as to penetrate the obstacle, and generates a detour path Q leading to a position (point H) exiting the obstacle outer circumferential area. 24 shows a mode in which the detour route Q is generated for one provisional travel route P0. As shown in FIG. 24 , this detour Q is, when viewed from the travel route until reaching the unworked area side (in other words, the first travel route P1) with respect to the provisional travel route P0 as a reference. It is created to detour to the far side).

Subsequently, in the processing of step S206 , the autonomous travel route generation unit 147 sets the end point (point H) of the detour route Q as a starting point, and the end point (point J) of the provisional travel route P0. ) as an end point, the second travel path P2 is acquired. This second travel path P2 is disposed on the provisional travel path P0. In addition, the above-mentioned FIG. 24 shows a mode that the second travel path P2 is generated for one provisional travel path P0.

Subsequently, in the processing of step S207, the autonomous travel path generating unit 147 generates detours (Q1, Q2, Q3, ...) for each provisional travel path P0 interfering with the obstacle outer circumferential region, It is determined whether there is at least one detour with a path length of a predetermined distance L1 or more.

As a result of the judgment in step S207, if there is not even one detour Q with a length equal to or greater than the predetermined distance L1 (step S207, NO), even if the tractor 1 is driven to pass the detour Q, the travel route is extremely Since it does not become long, this detour Q is employ|adopted as a travel route.

That is, in step S208, the autonomous travel path generation unit 147 generates each of the provisional travel paths P0 interfering with the obstacle outer circumferential region based on the first travel paths P0 ( P1), a detour (Q), and a second traveling path (P2) are replaced with the traveling path. Thereby, the travel path T1 bypassing the obstacle is created. Fig. 25 shows an example in which the travel path T1 for avoiding the obstacle is generated by bypassing the obstacle.

On the other hand, as a result of the determination in step S207, when there is one or more detours Q with a length equal to or greater than the predetermined distance L1 (step S207, YES), if the tractor 1 is driven along the detours Q, the travel route is This detour Q is not employed as the travel route because it becomes excessively long and the operation becomes inefficient.

That is, when there is a detour Q whose length is equal to or greater than the predetermined distance L1, in step S211 shown in FIG. 21 , the autonomous travel path generating unit 147 generates each of the detours Q1, Q2, Q3, ...) and the second travel path P2 are discarded. Subsequently, in step S212, the autonomous travel path generating unit 147 returns to the unworked area side while passing through the obstacle outer circumferential area with the end point (point G) of the first travel path P1 as a starting point. Creates (D) as a return. 26 shows a mode in which the return path D is generated for one first travel path P1.

Subsequently, in step S213 , the autonomous travel route generating unit 147 generates the first travel route P1 with the end point (point K) of the return route D as a starting point, the provisional travel route ( A third travel path P3 is created having the end point (point M) of the next provisional travel path P0 arranged parallel to the unworked side of P0) as the end point. 26, a mode in which a third travel path P3 as a return path is generated for one first travel path P1 is shown.

Subsequently, in step S214 , the autonomous travel path generating unit 147 interferes with the obstacle outer periphery region to generate a continuous reciprocating provisional travel path P0 (each of a plurality of reciprocating paths, if there is one). , the first travel path P1, the return path D, and the third travel path P3 are replaced. Thereby, the travel path T2 returned in front of the obstacle is generated. Fig. 27 shows an example in which the travel path T2 for avoiding the obstacle by returning in front of the obstacle is generated.

In addition, when the travel path returning in front of the obstacle is generated by the process of step S214, also in the area on the opposite side of the obstacle, as indicated by the broken line in FIG. 27 , the travel path T3 returning in front of the obstacle is appropriately generated. . In FIG. 27 , the unmanned tractor 1 carries out agricultural work while traveling on the travel path T2 and reaches the end point, then passes the non-work area and moves to the starting point of the travel path T3, and moves to the travel path T3. ), an example of performing agricultural work while driving is shown. However, the above is an example, for example, after working the area on one side divided by the obstacle, the travel route may be generated so as to work on the opposite side immediately.

As described above, the autonomous travel route generating system 199 of the present embodiment generates a travel route for autonomously driving the tractor 1 in a predetermined work area. The autonomous travel path generation system 199 includes a work direction setting unit 36 , an autonomous traveling path generation unit 147 , and an obstacle outer circumference setting unit 34 . The working direction setting unit 36 sets the traveling direction (working direction) of the tractor 1 in the working area. The autonomous driving path generating unit 147 is capable of generating a traveling path including a plurality of traveling paths formed along the working direction set by the working direction setting unit 36 in the working area. The obstacle outer periphery setting unit 34 sets an obstacle outer periphery area for an obstacle in the work area. The autonomous driving path generating unit 147 is capable of generating a driving path including the first driving path P1, the detour Q, and the second driving path P2 (see FIGS. 22 to 25 ). see). The first travel path P1 is arranged along the working direction. The detour Q has an end point (point G) of the first travel path P1 as a starting point, passes through the obstacle outer periphery area, turns to the opposite side of the obstacle, and passes through the first travel path P1 to a position on the imaginary extension line (L) extending from The second travel route P2 is disposed on the virtual extension line L with the end point (point H) of the detour route Q as a starting point.

Thereby, a travel path including the first travel path P1 , the detour path Q and the second travel path P2 is generated. Accordingly, by autonomously driving the tractor 1 along this travel route, it is possible to make the tractor 1 run so as to bypass the obstacle. In addition, since the detour Q is arranged to pass through the obstacle periphery area set in advance, the operation by the unmanned tractor 1 can be facilitated by deliberately creating the detour in consideration of the relationship with the entire traveling path, etc. . In addition, in parts other than the detour Q, the traveling path can be a path along the work direction, and the algorithm for generating the autonomous driving path can be simplified. In this way, by making the traveling path basically a straight line or a broken line along the work direction, it becomes easier to handle a plurality of traveling paths as one set, and the method of performing agricultural work for each set is also easy. can be realized

In addition, in the autonomous driving path generating system 199 of the present embodiment, the autonomous driving path generating unit 147 , when the path length of the detour Q is less than the predetermined distance L1, the first traveling path P1 ), it is possible to create the travel route to include the detour Q and the second travel route P2 (see FIG. 25 ). Meanwhile, the autonomous driving path generating unit 147 is configured to include the first driving path P1, the return path D, and the third driving path P3 when the path of the detour is equal to or greater than the predetermined distance L1. It is possible to create the travel route (see FIG. 27 ). The return path D takes the end point (point G) of the first travel path P1 as a starting point, and returns in front of the obstacle while passing through the obstacle outer circumferential area (refer to FIG. 26 ). The third travel path P3 is arranged parallel to the first travel path P1 with the end point (point K) of the return path D as a starting point.

Accordingly, when the path length of the detour Q is equal to or greater than the predetermined distance L1, instead of the path bypassing the obstacle, a path returning in front of the obstacle can be generated as the travel path. Accordingly, it is possible to prevent the portion that does not contribute to the work in the travel route from becoming excessively long.

In addition, in the autonomous driving path generating system 199 of the present embodiment, the autonomous driving path generating unit 147 sets the detour Q to the first travel path when an obstacle is disposed on the road in the work area. It is created so that it turns to the opposite side of the obstacle from the far side (unworked area side) when viewed from the driving path up to (P1).

As a result, even when the tractor 1 is driven along the traveling path T1 generated by the autonomous traveling path generating unit 147, when bypassing the obstacle, the tractor 1 moves until the first traveling path P1 is reached. There is no re-entry into the area that has been driven (the area where agricultural work has been carried out). Accordingly, the tractor 1 can be driven while avoiding obstacles while not affecting the work made to the tractor 1 . Moreover, when the manned tractor is run accompanying the unmanned tractor 1, when the unmanned tractor 1 detours an obstacle, it can prevent approaching to the side of the manned tractor, and a collision etc. do not generate|occur|produce.

<Third embodiment>

Next, an autonomous driving route generating system 199 according to a third embodiment of the present disclosure will be described with reference to FIGS. 24 and 28 and the like. Below, the same code|symbol is attached|subjected to the member and step of the structure similar to 2nd Embodiment, and description may be abbreviate|omitted suitably.

In the autonomous driving path generating system 199 according to the third embodiment, the processing performed by the autonomous driving path generating unit 147 when generating the driving path is substantially the same as in the second embodiment, but instead of step S207 It is different in that the process of step S307 is performed.

In the processing of step S307, the autonomous traveling path generating unit 147 generates the tractor 1 among the detours Q1, Q2, Q3, ... generated for the individual provisional traveling paths P0 interfering with the obstacle outer circumferential area. ) is the distance that must be moved in the direction perpendicular to the work direction in order to avoid (bypass) the obstacle, the avoidance distance L10 (refer to FIG. do.

As a result of the judgment in step S307, if there is no detour Q in which the avoidance distance L10 is equal to or greater than the predetermined distance L2 (step S307, NO), even if the tractor 1 is driven to pass the detour Q, Since the path length of the travel route does not become extremely long compared with the case where there is no obstacle in the work area, it is assumed that this detour Q is used to avoid the obstacle. That is, the processing of step S208 is performed to generate the travel route T1 including the detour Q.

On the other hand, when there is one or more detours Q in which the avoidance distance L10 is equal to or greater than the predetermined distance L2 as a result of the determination in step S307 (step S307, yes), the tractor 1 is driven along the detour Q If this is done, the route length of the travel route becomes extremely long and the operation becomes inefficient, so this detour (Q) is not employed. That is, the autonomous travel route generation unit 147 generates a return route D that becomes a detour instead of a detour by the processing from steps S211 to S214 shown in FIG. 21 .

Also by the process of this embodiment, it can prevent that a detour path becomes long excessively. In addition, in the present embodiment, since the determination is made using the avoidance distance L10 rather than the path length of the detour Q, the autonomous driving route generation unit 147 can easily determine whether the detour Q is too long. .

As described above, in the autonomous driving path generating unit 147 of the present embodiment, the avoidance distance L10, which is the distance the tractor 1 must move in a direction perpendicular to the working direction in order to avoid the obstacle, is a predetermined distance. In the case of less than (L2), it is possible to generate the travel route to include the first travel route P1, the detour route Q, and the second travel route P2. On the other hand, when the avoidance distance L10 is equal to or greater than the predetermined distance L2, the autonomous driving route generation unit 147 includes the first travel route P1, the return route D, and the third travel route P3. It is possible to create a driving route so that The return path D takes the end point (point G) of the first travel path P1 as a starting point, and returns in front of the obstacle while passing through the obstacle outer periphery area. The third travel path P3 is arranged parallel to the first travel path P1 with the end point (point K) of the return path as a starting point (refer to FIG. 26 ).

Accordingly, when the avoidance distance L10 that must be moved in the direction perpendicular to the work direction to bypass the obstacle becomes the predetermined distance L2 or more, instead of the path bypassing the obstacle, the path returning in front of the obstacle (T2) can be generated as a travel route. Accordingly, it is possible to prevent the portion that does not contribute to the work in the travel route T2 from becoming excessively long.

<Fourth embodiment>

Next, an autonomous driving route generating system 199 according to a fourth embodiment of the present disclosure will be described with reference to FIG. 29 and the like. Below, the same code|symbol is attached|subjected to the member and step of the structure similar to 2nd Embodiment, and description may be abbreviate|omitted suitably.

In the autonomous driving path generating system 199 according to the fourth embodiment, the processing performed by the autonomous driving path generating unit 147 when generating the driving path is substantially the same as in the second embodiment, but instead of step S207 It is different in that the process of step S407 is performed.

In the processing of step S407, the autonomous traveling path generating unit 147 generates the tractor 1 among the detours Q1, Q2, Q3, . ) determines whether there is one or more detours having a number of turns or a turning angle required to avoid (bypass) an obstacle or more (eg, 5 times or more, or 120° or more).

As a result of the judgment in step S407, if there is no one detour Q with a number of turns or a turning angle equal to or greater than a predetermined value (step S407, NO), even if the tractor 1 is driven to pass the detour Q, a not so complicated route is Since this is not the case, it is assumed that the obstacle is avoided by using this detour (Q). That is, the processing of step S208 is performed to generate a travel route including the detour Q.

On the other hand, if, as a result of the determination in step S407, there is one or more detours Q with the number of turns or turning angles greater than or equal to a predetermined value (step S407, YES), if the tractor 1 is driven along the detours Q, the travel route is This detour (Q) is not employed because it becomes complicated and there is a possibility that the operation becomes inefficient or the user is confused. That is, the autonomous travel route generation unit 147 generates a return route D that becomes a detour instead of a detour by the processing from steps S211 to S214 shown in FIG. 21 .

As described above, in the autonomous travel path generating unit 147 of the present embodiment, when the number of turns or the turning angle in the detour Q is less than a predetermined value, the first travel path P1, the detour Q ) and the second travel path P2, it is possible to create the travel path. On the other hand, when the number of turns or turning angle in the detour route Q is equal to or greater than a predetermined value, the autonomous travel route generating unit 147 is configured to generate the first travel route P1, the return route D, and the third travel route P3. ), it is possible to create a driving route to include The return path D takes the end point (point G) of the first travel path P1 as a starting point, and returns in front of the obstacle while passing through the obstacle outer periphery area. The third travel path P3 is arranged parallel to the first travel path P1 with the end point (point K) of the return path D as a starting point.

As a result, when the number of turns or the turning angle required to bypass the obstacle is greater than or equal to a predetermined number, a route including the return path D returning in front of the obstacle can be generated as the travel route instead of the route bypassing the obstacle. Accordingly, it is possible to prevent generation of a travel route having a large number of turns or angles of turning, so that the operation can be performed smoothly.

As described above, in the autonomous traveling path generating system 199 of the present embodiment, while the traveling path is made as linear as possible, it is possible to avoid obstacles. Moreover, as a path for avoiding an obstacle, it is assumed that the path which bypasses an obstacle and the path which returns in front of an obstacle are used separately and appropriately. In this way, since the travel route is generated in a straight line as much as possible, the algorithm for generating the autonomous travel route can be simplified, and the travel route can be easily understood even for the user.

Although preferred embodiment up to 2nd Embodiment - 4th Embodiment was demonstrated above, the structure of these embodiment can be changed as follows, for example.

In the above embodiment, the autonomous travel path generating unit 147 generates a travel path including the first travel path P1, the detour path Q, and the second travel path P2 in the work area. In other words, it is assumed that the travel route for avoiding the obstacle is generated so as to enter the work area. However, it is not necessarily limited to this, for example, instead of this, you may generate|occur|produce a running path so that the detour Q may protrude into a non-cultivable land (non-work area).

In the above-described embodiment, the autonomous travel path generating unit 147 generates the detour Q so as to detour to the unworked area side. However, it is not necessarily limited to this, and instead of this, for example, a detour (QA) detouring to the non-working area side and a detour (QB) detouring to the work area side (the side on which agricultural work has been performed) are provisionally provided instead. It is good also as employ|adopting the detour of the side whose length becomes short by generating and comparing the path lengths of these detours QA and QB.

For example, when the unmanned tractor 1 is accompanied by a manned tractor and the manned tractor is driven so as to be positioned behind the inclination of the unmanned tractor 1, and cooperative work is being performed, the unmanned tractor 1 can When there is a risk of approaching the manned tractor when driven along, a warning to that effect may be displayed on the display 37 of the wireless communication terminal 46 . What is necessary is just to generate|occur|produce the data for display which shows a warning by the display control part 31 specifically, and just to make the display 37 display a warning screen based on this data for display. 30 shows a display example of the warning screen as described above.

In the above embodiment, it is assumed that the obstacle is on the road in the work area. However, in reality, it is also taken for granted that the obstacles are arranged so as to overlap the outline of the work area. For example, FIG. 31 shows an example in which the obstacle is arranged to protrude from the end of the pavement toward the center. In the autonomous driving path generating system 199 of the present invention, even in such a case, it is possible to generate a driving path with good efficiency while avoiding obstacles. Moreover, as shown in FIG. 31, when it is physically impossible to create a detour detour to the non-work area side, you may create the detour detour to the work area side (the side on which agricultural work has already been performed) instead of this.

The invention disclosed in the above embodiment can be applied even when the outline of the packaging is complicated. For example, when a concave portion is formed in the outline of the pavement as shown in FIG. 32 , the shape of the outer periphery of the pavement is set by the pavement outer periphery setting unit 33 . Even in such a case, if it is considered that the obstacle is arranged in a protruding shape toward the inside in a simple rectangular pavement, it can be considered exactly the same as the case of FIG. That is, the present invention can be applied even when a part of the outline of the pavement becomes a substantially "obstacle" because it is concave.

In step S207 of Fig. 20, instead of judging whether or not there is at least one detour with a path length equal to or greater than the predetermined distance L1 among the plurality of detours, whether the sum of the path lengths of the plurality of detours is equal to or greater than the predetermined distance may be judged. Similarly, in step S307 of FIG. 28 , it may be determined whether the sum of the avoidance distances is equal to or greater than a predetermined distance.

When the unmanned tractor 1 starts to detour an obstacle, direction indicators, such as a blinker, are made to function, and it is good also as a user of the wireless communication terminal 46, an operator of a manned tractor, etc. being called to attention. Thereby, for example, when there exists a possibility that the unmanned tractor 1 may approach a manned tractor, a user can notice this, and a collision etc. can be prevented in advance.

In the above embodiment, as the detour Q, with the end point G of the first travel path P1 as a starting point, while passing through the obstacle outer periphery region, the first travel path turns to the opposite side of the obstacle and passes through the obstacle. Although it was assumed that the detour Q to the position on the virtual extension line L which extended (P1) was produced|generated, it is not limited to this. That is, the detour should just be a passage connecting the end point of the first travel path (point reaching the obstacle outer periphery area) and the starting point of the second travel path (the point coming out of the obstacle outer periphery area) disposed with an obstacle interposed therebetween, and the second The starting point of the travel route may not be a point on the virtual extension line extending the first travel route. When the starting point of the second travel route is not a point on the virtual extension line extending the first travel route, for example, as shown in FIG. 33 , the provisional travel route P0' is a travel route on a broken line, and the first By connecting the traveling path P1' and the second traveling path P2' through the bending portion, a broken line provisional traveling path P0' is formed, and the bending portion is located in the area around the obstacle or in the area where the obstacle exists. location is exemplified. 33, the starting point of the first travel route P1' is F', the ending point is G', the starting point of the second travel route P2' is H', the ending point is J', and the detour route is Q'. is indicated by

In the above embodiment, when an obstacle exists on a road map in the work area, in the obstacle outer circumferential area, the detour Q is viewed from the far side in the travel path up to the first travel path P1. Although it was supposed to generate|occur|produce so that it turns to the opposite side of an obstacle, it is not limited to this. The detour may be created on the side close to the end point in the circumferential area of the obstacle. In other words, the detour is created to include a turning circuit that turns toward the end point in the outer circumferential area of the obstacle after reaching the outer circumferential area of the obstacle. Do it.

That is, the number of travel routes in the work area is determined in consideration of the width of the work area and the vehicle width of the tractor 1 (work machine 3). It is possible to set As the user's designation, it is possible to designate the number (the number of skips) of the working paths between the currently traveling traveling path P10 and the next traveling traveling path P11, and when the number is 0, the traveling path The travel path P10 and the travel path P11 are adjacent to each other, and when the number is two, the travel path P10 and the travel path P11 are disposed with the two travel paths interposed therebetween. The work order in each work route is, in principle, set sequentially from the start point to the end point, but when the number is other than 0, some are set from the end point toward the start point (in other words, travel near the end point). After traveling on the road, there is a case of traveling on an unexplored traveling path close to the starting point). And, when there is an obstacle on the unexplored travel path that travels from the end point toward the start point, the detour is created in the obstacle outer circumferential area to pass the other unexplored travel path side, that is, the end point side.

In addition, in the case where an obstacle exists on the unexplored travel path traveling from the end point toward the starting point, and in the case where the adjacent travel paths are both unexplored travel paths, the path length of the detour is smaller. What is necessary is just to produce a short detour or a detour with fewer turns.

<Fifth embodiment>

In the above embodiment, it is assumed that there are no obstacles, a provisional travel route including a plurality of provisional travel paths is generated, and each provisional travel path is appropriately modified (replaced) and driven according to whether or not each provisional travel path interferes with the obstacle outer circumferential area. Although it is assumed that the route is generated, the method of generating the travel route is not limited to this. In the above embodiment, assuming that there are no obstacles and generating the provisional travel route, in the processing for generating the travel route, it is determined whether or not to replace the provisional travel route with a travel route including a detour (for example, For example, although step S207) of FIG. 20 is performed after the provisional travel route is generated, the travel route may be generated without generating the provisional travel route by performing the determination in advance.

Specifically, when the outer circumferential area of the obstacle is set by the obstacle outer circumferential setting unit 34, it can be realized by determining whether or not to generate a detour in the outer circumferential area of the obstacle. For example, when there is one or more detours with a length of a predetermined distance or more in the process of step S207 of FIG. Although not employed as , the path length of the detour when a detour is generated in the perimeter area of the obstacle set by the obstacle outer periphery setting unit 34 can be calculated in advance. For example, when the outer peripheral area of the obstacle is a hollow rectangular area, the maximum path length of the detour is, in principle, the length of the transverse side (side perpendicular to the working direction) of the outer edge of the outer circumferential area, and the longitudinal side ( It is the length of the sum of the lengths (the side in the direction parallel to the working direction) (hereinafter referred to as the maximum path length (A)). Here, "in principle" means that if the path length of the detour is created so that the shortest path length is In the case where the path length of the detour is not generated so that the path length of the detour is the shortest due to the generation factor) It is the length of the sum of the lengths (the side in the direction parallel to the working direction) (hereinafter referred to as the maximum path length (B)). Then, the autonomous traveling path generation unit 147 generates a traveling path that does not include a detour, at least in the area around the obstacle in which the maximum path length A is equal to or greater than a predetermined distance, and the maximum path length A ) and the maximum path length B are both less than a predetermined distance, it is possible to generate a traveling path including a detour, and to generate a traveling path including each traveling path.

In Steps S501 to S504 of FIG. 34 , the flow chart simplistically shows the processing performed by the autonomous travel route generating unit 147 when generating the travel route by the above method. Explaining this process, first, the autonomous travel path generating unit 147 calculates the maximum path length in advance for all the obstacle outer peripheral regions (step S501). Thereafter, the autonomous travel path generation unit 147 generates a travel path with neither return nor detour for a portion of the work area that does not interfere with the obstacle outer circumferential area (obstacle) (step S502). Next, for the portion of the work area that interferes with the outer circumferential area of the obstacle, the autonomous travel path generating unit 147 generates a travel path including a return path when the maximum path length of the outer circumferential area of the obstacle is equal to or greater than a predetermined value. (Step S503) If it is less than the predetermined value, a travel route including a detour is generated (Step S504). In this way, it is possible to generate a travel route without generating a provisional travel route by making the determination of whether or not a travel route including a detour path is generated in correspondence with the outer circumferential area of the obstacle.

In the above embodiment, the non-working area is determined by setting the width of immersion and the width of the non-cultivated land on the input screen (not shown), and the working area is defined as the remaining area except for the non-working area from the pavement. However, the method of setting the work area is not limited to the above, and for example, the work area is obtained by designating an arbitrary point of the package displayed on the flat display unit 88 on the above-described package information input screen 182 by the user. and a non-work area may be set.

The autonomous driving route generating system of the present invention is not limited to the cooperative work between the unmanned tractor 1 and the manned tractor described above, and can be applied even when only the unmanned tractor 1 performs autonomous driving and autonomous work alone. there is.

In the above embodiment, the working direction setting unit 36 constituting the autonomous traveling path generating system 199 , the autonomous traveling path generating unit 147 , and the obstacle circumferential setting unit 34 are the wireless communication terminals 46 . ) side, but is not limited thereto. That is, part or all of the work direction setting unit 36 , the autonomous travel path generation unit 147 , and the obstacle outer circumference setting unit 34 may be provided on the tractor 1 side.

<Sixth embodiment>

Next, an autonomous driving route generating system 299 according to a sixth embodiment of the present disclosure will be described in detail with reference mainly to FIGS. 35 to 44 . Fig. 35 is a block diagram showing the main configuration of the electric system of the robot tractor 1 and the radio communication terminal 46 according to the sixth embodiment.

The tractor 1 of this embodiment is equipped with the camera (external environment information acquisition part). The camera 247 detects a moving picture or image by photographing the front of the tractor 1 . Although not shown in FIGS. 1 and 2 , the camera 247 is mounted on the roof 29 of the tractor 1 . The data of the moving picture or image photographed by the camera 247 is transmitted from the wireless communication antenna 48 to the wireless communication terminal 46 by the wireless communication unit 40 . The wireless communication terminal 46 that has received the moving picture or image data displays the content on the display 37 .

In addition, the video or image photographed by the camera 247 is image-analyzed by the control unit 4 or the wireless communication terminal 46 . Thereby, external environmental information in the pavement, for example, the position of a specific object existing around the tractor 1 (eg, pavement surface shape such as ridges or grooves, end of obstacle pavement such as stones); size is detected. In addition, the location of the specific target (the direction in which the specific target exists and the distance to the specific target) is detected based on the range occupied by the specific target in the acquired image or video (the size of the specific target), the position where the specific target is displayed, etc. . In addition, the processing performed according to the detection result of a specific object is mentioned later.

The main configuration of the autonomous traveling route generating system 299 of the present embodiment is provided in the wireless communication terminal 46 . The autonomous driving route generation system 299 of the present embodiment includes the control unit 71 , the communication unit 72 , the display control unit 31 , the storage unit 32 , the pavement perimeter setting unit 33 , and the obstacle perimeter setting described above. In addition to the section 34, the working area setting unit (traveling area setting unit) 35, the start and end position setting unit 151, and the working direction setting unit (traveling direction setting unit) 36, and the like, route generation It includes a unit 276 , a correction information calculating unit 277 , a correction path generating unit 278 , and the like.

Similarly to the case of the first embodiment, the radio communication terminal 46 of the present embodiment also includes a path generating unit 276, a correction information calculating unit 277, and a correction path through cooperation of software and hardware described above. It can operate as the generating unit 278 or the like.

Similarly to the above embodiment, the route generating unit 276 of the present embodiment also includes a travel route, basically a linear or broken-line travel route is included in the work area, and the turning route is a work area in the pavement. Create to be included in other areas (non-working areas). However, when an obstacle exists in the pavement, the path generation unit 276 generates a travel path so as to avoid the obstacle. This will be described in detail later. The travel route generated by the route generation unit 276 is stored in the storage unit 32 .

The correction information calculating unit 277 calculates the travel route based on the detection result of the specific target (eg, pavement surface shape such as ridges or grooves, obstacles such as stones, and the edge of pavement) acquired by the camera 247 . Correction information for correction is calculated. The correction path generation unit 278 generates a correction path in which the travel path is corrected based on the correction information calculated by the correction information calculation unit 277 . In addition, detailed processing performed by the correction information calculation unit 277 and the correction path generation unit 278 will be described later.

Next, a process for detecting the position of the ridge based on the external environment information detected by the camera 247 and automatically correcting the travel route will be described with reference to FIGS. 36 to 41 . Here, the automatic correction means that the radio communication terminal 46 generates a corrected route in which the travel route is corrected, and may also include updating the travel route stored in the storage unit 32 to the corrected route.

First, a traveling path T set when the tractor 1 works along the ridge formed in the pavement will be described. As shown in FIG. 37 , the travel path T is composed of travel paths P5 to P8 and turning circuits U5 to U7 . The traveling paths P5 to P8 are straight paths formed so as to pass through the center of the ridge formed in the pavement. The turning circuit U5 is an arc-shaped path connecting the traveling path P5 and the traveling path P6 . The turning circuit U6 is an arc-shaped path connecting the traveling path P6 and the traveling path P7. The turning circuit U7 is an arc-shaped path connecting the traveling path P7 and the traveling path P8.

Here, as shown in FIG. 38, the case where the position of the ridge on the side of a starting point (specifically, the center position of a ridge) shifts|deviates to the edge part side (opposite side of the end point) of a pavement is considered. In this case, it is assumed that the travel route T shown in FIG. 37 is stored in the storage unit 32 . Therefore, when traveling without correcting the travel path T, since the tractor 1 does not pass through the center of the ridge, there is a possibility that the work by the tractor 1 may not be performed properly. In this regard, the wireless communication terminal 46 of the present embodiment can correct the travel route T in consideration of the displacement of the ridge by performing processing based on the flowchart shown in FIG. 36 .

First, the wireless communication terminal 46 determines whether or not a ridge has been detected by analyzing the image (which may be a moving picture, the same hereinafter) detected by the camera 247 (step S601). For example, since the portion where the ridge is formed is higher than the other portions, the wireless communication terminal 46, based on the image detected by the camera 247, determines the portion where the ridge is formed and the portion where the ridge is formed. You can distinguish the parts that are not. As described above, the radio communication terminal 46 detects the ridge. In the example shown in FIG. 38, for example, the timing at which the start of autonomous driving and autonomous operation of the tractor 1 is instructed, the timing at which the tractor 1 arrives at the starting point, or a timing just before that, etc. The radio communication terminal 46 detects the ridge of the end on the side of the starting point.

When it is determined in step S601 that the ridge has been detected, the wireless communication terminal 46 detects the central position of the ridge detected by the camera 247 (the actual central position of the ridge) (step S602). The central position of the ridge is a central position in the width direction (shorter direction) of the ridge. The radio communication terminal 46 calculates the distance from the tractor 1 to the ridge based on the image detected by the camera 247 . Thereby, the relative position of the ridge with respect to the tractor 1 can be detected. Moreover, the absolute position of the tractor 1 is detectable by the position information calculation part 49. As shown in FIG. The wireless communication terminal 46 detects the absolute position of the ridge (that is, the position of the ridge on the travel route) based on the relative position of the ridge with respect to the tractor 1 and the absolute position of the tractor 1 . can The radio communication terminal 46 calculates the central position (absolute position) of the ridge by specifying the center in the width direction of the ridge for which the absolute position was obtained. In the example shown in FIG. 38, the radio|wireless communication terminal 46 detects the center position of the ridge of the edge part on the starting point side.

Next, the radio communication terminal 46 judges whether the registered travel route and the central position of the ridge differ by a threshold value or more (step S603). The wireless communication terminal 46 compares the travel route stored in the storage unit 32 (specifically, the travel route passing through the ridge detected this time among the travel routes) with the central position of the ridge detected in step S602, Calculate the amount of deviation between the two. In the example shown in FIG. 38, since the ridge shift|shifts in parallel in the width direction, and is formed, the shift|offset|difference amount is constant over the longitudinal direction of the ridge.

Moreover, although the threshold value in step S603 is arbitrary, it is preferable that it is a value which satisfy|fills the following conditions, for example. That is, in the present embodiment, a high-precision satellite positioning system using the GNSS-RTK method is used, but a small measurement error (about 2 to 3 cm) may occur. Therefore, it is preferable that the threshold value is a value larger than the measurement error of the position of the tractor 1 (for example, 2 cm or more, 3 cm or more, 4 cm or more). Moreover, you may determine a threshold value based on the shift|offset|difference amount which does not impair the operation|work of the tractor 1 . Moreover, the threshold value may be changeable by an operator operating the radio communication terminal 46 .

When the wireless communication terminal 46 determines that the deviation (difference) between the registered travel route and the central position of the ridge is smaller than the threshold value (step S603, NO), the wireless communication terminal 46 does not generate a correction route for this ridge and does not generate a correction route in step S601 return to the processing of On the other hand, when the wireless communication terminal 46 determines that the registered travel route and the central position of the ridge are different by more than a threshold value (step S603, YES), if the tractor 1 is autonomously running, a stop signal for autonomous running It transmits to the tractor 1, and makes the tractor 1 stop temporarily (step S604). If the tractor 1 is not running autonomously, the flow advances to step S605.

Next, the radio communication terminal 46 determines whether or not the operator has permission for automatic correction of the travel route (step S605). The radio communication terminal 46 determines that there is permission from the operator when a setting to the effect of permitting automatic correction of the travel route has been made in advance. When permission for automatic correction of the travel route is not set in advance, the wireless communication terminal 46 displays a predetermined content on the display 37 and asks the operator for permission for automatic correction.

The wireless communication terminal 46 displays on the display 37, for example, "automatic correction of the travel route is permitted" and "automatic correction of the travel route is not permitted", for example. When "Allow automatic correction of travel routes" is selected by the operator, "Automatically correct one travel route" and "Automatically correct all travel routes" are displayed, for example. When "automatic correction of one travel route" is selected by the operator, the wireless communication terminal 46 automatically corrects one travel route (travel path P5 in FIG. 38 ), and automatically corrects another travel route ( The travel paths P6 to P8 in Fig. 38) are not automatically corrected. In addition, when "automatically correct all travel routes" is selected by the operator, the wireless communication terminal 46 automatically corrects all travel routes (travel paths P5 to P8 in FIG. 38 ).

In addition, when "Do not allow automatic correction of travel route" is selected by the operator, the wireless communication terminal 46 sends "Correct travel route manually" or "Continues operation without correcting travel route" , and options such as “Stop the job” are displayed.

The wireless communication terminal 46 (specifically, the correction information calculation unit 277), when it is determined that there is permission from the operator for automatic correction of the travel route (step S605, YES), the position information of the tractor 1 and Correction information is calculated based on the central position of the gyrus and the like (step S606). As described above, the radio communication terminal 46 is based on the absolute position of the tractor 1 detected by the positional information calculation unit 49 and the relative position of the ridge with respect to the tractor 1, the actual ridge It is possible to detect the absolute position of (that is, the actual position of the ridge on the travel path).

The correction information is information for correcting the travel route, and specifically, the offset amount of the travel route, the offset direction, the angle change amount of the travel route, and the like. In the example shown in FIG. 38, since the ridge is shifted in parallel in the width direction, and is formed, the offset amount and the offset direction of a travel route correspond to correction|amendment information. Further, when a plurality of paths are corrected, correction information is calculated for each path. The radio communication terminal 46 makes the offset amount the amount of deviation between the travel route and the central position of the ridge determined in step S603. Moreover, in the radio communication terminal 46, the direction in which the travel route is shifted with respect to the actual central position of the ridge is the shifting direction.

Next, the radio communication terminal 46 (specifically, the correction path generation unit 278 ) generates a correction path based on the correction information calculated in step S606 , and the travel path stored in the storage unit 32 . is updated (step S607). As shown in FIG. 38 , when the actual position of the ridge is shifted, a correction path is generated as shown in FIG. 39 . In addition, in FIG. 39, a correction path generated when the effect of automatically correcting one travel path is selected is shown. In the example shown in FIG. 39 , the wireless communication terminal 46 generates a travel path P51 that is a correction path obtained by correcting the travel path P5 . In addition, the radio communication terminal 46 generates a turning circuit U51 which is a correction path obtained by correcting the turning circuit U5. In the method of generating the travel path P51 shown in Fig. 39, for example, the positions of the starting and ending points of the traveling path P5 are offset based on the correction information, and a path connecting the starting and ending points after the offset is defined as the traveling path. (P51) is generated. In other words, the correction path generating unit 278 calculates based on the previously generated position of the traveling path P5 (a central position when width information is included as the traveling path P5) and the detected central position of the ridge. Based on the correction information, it is possible to offset the start and end points of the travel path P5, and create a new travel path P51 different from the travel path P5 as the correction path based on the start and end points after the offset. .

Next, the radio communication terminal 46 restarts the travel of the tractor 1 and causes the tractor 1 to travel along the travel route updated in step S607 (step S608). Even after that, the radio communication terminal 46 judges whether or not a ridge has been detected (step S601), and when a ridge is detected, the processing after step S602 is performed. By continuously performing the above processing in this way, even when the central positions of the travel paths P6 to P8 and the actual ridges are shifted, the travel paths P6 to P8 can be corrected.

Next, a case where a plurality of ridges are shifted so as to be inclined will be described with reference to FIGS. 36, 40 and 41 .

In Fig. 40, the actual ridge (the ridge detected by the camera 247) is inclined with respect to the travel route generated in advance. Here, the camera 247 images|photographs not only the image of the ridge immediately next to the tractor 1, but also the image of the ridge in front. Accordingly, by analyzing this image, the radio communication terminal 46 can calculate the position of the gyrus in front as well as in the immediate side. Accordingly, in step S603, the wireless communication terminal 46 calculates the amount of deviation between the registered travel route and the center position of the ridge detected by the camera 247 not only right next to the tractor 1 but also in front of the tractor 1 . possible. In addition, in step S603, the judgment is made based on the positional shift between the travel route and the central position of the ridge. do.

In the example shown in Fig. 40, since the ridge is inclined with respect to the travel route, in step S606, the wireless communication terminal 46 (correction information calculation unit 277) determines the angle change amount of the travel route as the correction information. Calculate. As described above, the radio communication terminal 46 can detect the direction in which the ridge is formed based on the image detected by the camera 247 . Accordingly, by comparing the direction of the travel path and the direction in which the ridge is formed, the amount of change in the angle of the travel path is calculated.

In addition, in the example shown in Fig. 40, since all the ridges are inclined with respect to the travel route, the operator selects "Automatic correction of travel routes is permitted" in step S605, and selects "Automatically corrects all travel routes" in step S605. make it selected Accordingly, in step S608, the wireless communication terminal 60 (specifically, the correction path generating unit 278) sets the correction path for the travel paths P5 to P8 based on the angle change amount obtained in the step S606. A traveling path P51, a traveling path P61, a traveling path P71, a traveling path P81, a turning path U51, and a turning path U71 (refer to FIG. 41) are generated as , and the storage unit 32 ) to update the travel route stored in .

Hereinafter, a description will be given of a method of generating the correction path taking the travel path P51 as an example, but other correction paths may be similarly generated. As shown in FIG. 41 , when the starting point of the travel path P5 coincides with the center position of the ridge, but the direction in which the ridge is formed is displaced, the method for generating the travel path P51 is, for example, A value calculated based on the correction information (angle change amount) and the path length of the travel path P5 (for example, path length × tan (angle change amount)), and a route connecting the starting point and the end point after the offset is generated as the travel path P51. In other words, the correction path generating unit 278 offsets the end point of the travel path P5 based on the correction information calculated based on the formation direction of the ridge, and based on the starting point and the end point after the offset, the travel path P5 ), it is possible to create a new travel path P51 as a correction path.

It goes without saying that a correction path can also be created by combining FIGS. 39 and 41 . That is, when the center position of the ridge is shifted with respect to the position of the travel route and the formation direction of the ridge is shifted, the viewpoint of the running route is offset based on the correction information calculated based on the former shift, and the former And it is possible to offset the end point of the travel route based on the correction information calculated based on the latter deviation, and to generate a route connecting the starting point and the end point after the offset as the travel route P51.

Next, processing for detecting the position and size of the obstacle based on the external environment information detected by the camera 247 and automatically correcting the travel route will be described with reference to FIGS. 42 to 44 . Also in the following description, it is assumed that the travel route T shown in FIG. 37 is previously stored in the storage unit 32 . Hereinafter, with reference to the flowchart of FIG. 42, the process of correct|amending a travel route when an obstacle is detected is demonstrated.

First, the wireless communication terminal 46 analyzes the image detected by the camera 247 to determine whether or not an obstacle has been detected (step S701). For example, since the part on which the obstacle (stone, garbage, other work vehicle) is formed is different in color and size from the other parts, the wireless communication terminal 46, based on the image detected by the camera 247, , it is possible to detect obstacles. In the example shown in FIG. 43, an obstacle is detected while the tractor 1 is traveling along the travel path P5.

When it is determined in step S701 that an obstacle has been detected, the wireless communication terminal 46 detects the position and size of the obstacle detected by the camera 247 similarly to the case of the ridge (step S702). The size of the obstacle is at least one of the width, height, and depth of the obstacle. For example, the depth of the obstacle cannot be detected depending on the height of the obstacle. In this case, the radio communication terminal 46 detects the width and height of the obstacle. Further, since the height of the obstacle is low in relation to the travel path, the detection of the height of the obstacle may be omitted.

Next, the radio communication terminal 46 judges whether or not the detected obstacle has been registered (step S703). The determination in step S703 is performed by comparing the obstacle information registered (stored) in the storage unit 32 with the position and size of the obstacle detected in step S702. In more detail, it is determined whether the registration of the detected obstacle has been completed, when the area in which the detected obstacle exists overlaps at least a part of the registered obstacle area, it is determined that the registration is complete, and the registered obstacle is determined. If there is no overlap in the area of , it is judged that the registration is not completed.

When the detected obstacle is registered (step S703, YES), the wireless communication terminal 46 determines whether the position or size of the registered obstacle and the detected obstacle differ by more than a threshold value (step S704) . It is preferable to determine this threshold value based on the error of a satellite positioning system, or whether the operation|work of the tractor 1 is inhibited, similarly to step S603.

When the position and/or size of the detected obstacle differs from the registered obstacle by a threshold value or more (step S704, YES), the wireless communication terminal 46 transmits an autonomous driving stop signal to the tractor 1, (1) is temporarily stopped (step S705). In addition, when the amount of deviation between the registered obstacle and the detected obstacle in position and/or size is smaller than the threshold value (Step S704, NO), the wireless communication terminal 46 does not generate a correction path for this obstacle and performs a step It returns to the process of S701. More specifically, when the area in which the detected obstacle exists coincides with or is nested in the area of the registered obstacle, and the area in which the detected obstacle exists overlaps a part of the registered obstacle area. , for example, when the size of the non-overlapping area is equal to or greater than the threshold, the flow advances to step S705.

In addition, when the detected obstacle is not registered (step S703, NO), the radio communication terminal 46 transmits a stop signal for autonomous running to the tractor 1 to temporarily stop the tractor 1 (step S703). S705). In the example shown in FIG. 43, it is assumed that an unregistered obstacle is detected. In addition, even when an unregistered obstacle is detected, if the obstacle is smaller than a threshold value (for example, to the extent that the operation of the tractor 1 is not inhibited), the process may return to step S701.

Next, the radio communication terminal 46 judges whether or not the operator has permission for automatic correction of the travel route (step S706). This judgment is basically the same as step S605 of FIG. 36 . However, there is a possibility that the operator can manually remove the obstacle. Accordingly, the operator can continue the operation along the registered travel route by selecting "Continue the operation without correcting the travel route" after removing the obstacle. Moreover, depending on the shape of the obstacle, it is also conceivable that a correction path in which the travel paths overlap (or exceed a preset allowable overlap amount) is generated. In this case, the radio communication terminal 46 requests the operator for permission regarding the overlap.

When the wireless communication terminal 46 (specifically, the correction information calculation unit 277) determines that there is permission from the operator for automatic correction of the travel route (step S706, YES), the position information of the tractor 1, Correction information is calculated based on the position and size of the obstacle and the like (step S707). As described above, the radio communication terminal 46 determines the actual obstacle based on the absolute position of the tractor 1 detected by the position information calculating unit 49 and the relative position of the obstacle with respect to the tractor 1 . It is possible to detect the absolute position of (that is, the position of the actual obstacle on the travel path). Here, the correction information is such that, when the detected obstacle is a registered obstacle, the corrected region after the correction of the registered obstacle region is an region including the registered obstacle region and the detected obstacle region. Information for correction. On the other hand, when the detected obstacle is not a registered obstacle, this is information for correcting (newly registering) the area as the area of the obstacle to be newly registered so that the area includes the area in which the detected obstacle exists. .

Next, the wireless communication terminal 46 (specifically, the correction path generation unit 278 ) generates a correction path based on the correction information calculated in step S707 , and the travel path stored in the storage unit 32 . is updated (step S708). In the example shown in FIGS. 43 and 44 , the wireless communication terminal 46 corrects the travel path P5, the travel path P6, and the turning path U5, and the travel path P51, which is the corrected path turned before. , a traveling path P61 and a turning path U51 are generated.

Hereinafter, a method of generating a correction path will be described. When the detected obstacle is an obstacle for which registration has been completed, a travel route on which the correction information affects autonomous driving/autonomous operation is specified based on the correction information. For example, when an obstacle detected while traveling on the travel path P5 deviates from the registered obstacle in the traveling direction of the tractor 1, correction information based on the deviation affects the travel path P5. When it is specified to affect the traveling direction of the tractor 1 and is shifted in the vertical direction with respect to the traveling direction of the tractor 1 , the correction information based on the displacement is specified to affect the traveling path P6 adjacent to the traveling path P5 . Then, among the start and end points of the specified travel route, an end point formed around the obstacle is offset based on the correction information, and a new travel route is generated as a correction route based on the start point and the end point after the offset.

On the other hand, when the detected obstacle is not a registered obstacle, a travel route on which the correction information affects the autonomous driving/autonomous operation is specified based on the correction information in the same manner as above. Then, among the start and end points of the specified travel route, the end point is changed from the pavement edge to the periphery of the obstacle based on the correction information, and a new travel route is generated as the corrected route based on the start point and the end point after the change.

Next, the radio communication terminal 46 restarts the travel of the tractor 1 and causes the tractor 1 to travel along the travel route updated in step S708 (step S709). After that, the radio communication terminal 46 judges whether or not an obstacle has been detected (step S701), and when an obstacle is detected, the processing after step S702 is performed. By continuously performing the above processing in this way, even when there are a plurality of unregistered obstacles on the pavement, the travel route can be corrected.

Further, in step S708, when the detected obstacle is an obstacle for which registration has been completed, the wireless communication terminal 46 generates a corrected path, and, in addition to generating a correction path, re-registers the obstacle by the obstacle periphery setting unit 34 for the user or It is preferable to propose a change in registration of an obstacle based on the correction information, and when the detected obstacle is not an obstacle for which registration has been completed, in addition to generating a correction path, the obstacle by the obstacle circumferential setting unit 34 for the user It is desirable to propose new registration of obstacles or new registration of obstacles based on correction information.

As described above, the autonomous driving path generating system 299 of the present embodiment includes the path generating unit 276 , the storage unit 32 , the camera 247 , the correction information calculating unit 277 , A correction path generating unit 278 is provided. The route generating unit 276 generates a travel route. The storage unit 32 stores the travel path generated by the path generation unit 276 . The camera 247 is provided in the tractor 1, and acquires external environmental information (position and size of a specific object (ridge or obstacle, etc.) in a work area, etc.). The correction information calculation unit 277 calculates correction information for correcting the travel route based on the external environment information acquired by the camera 247 . The correction path generation unit 278 generates a correction path in which the travel path is corrected based on the correction information calculated by the correction information calculation unit 277 , and stores it in the storage unit 32 .

Thereby, the travel route is corrected based on the external environment information acquired by the camera 247 formed in the tractor 1 . Accordingly, the previously generated travel route may be corrected based on the current environment or the like. In addition, by storing the correction path in the storage unit 32, it is possible to eliminate the trouble of correcting the travel path after the next time.

Although preferred embodiment of this invention was described above, said structure can be changed as follows, for example.

Although the ridge and obstacle were mentioned and demonstrated as a specific target specified by external environment information in the said 6th Embodiment, another specific target (edge of a groove|channel or pavement) may be sufficient. For example, when setting the position of the outer periphery of a pavement, as mentioned above, the tractor 1 is made to go around one turn along the outer periphery of a pavement. At this time, the radio|wireless communication terminal 46 can detect the edge part of a package based on the camera 247. The wireless communication terminal 46 corrects the setting of the outer perimeter of the pavement when the amount of deviation between the registered end of the pavement and the detected end of the pavement is equal to or greater than a threshold value, and when the pavement periphery is affected, the travel route diagram Correct.

Although the camera 247 was mentioned as an example and demonstrated as the external environment information acquisition part in the said embodiment, the external environment information acquisition part may be a radar device. Moreover, you may store in the memory|storage part 55 at least one part of the information memorize|stored in the memory|storage part 32 in said embodiment. Similarly, at least a part of the information stored in the storage unit 55 may be stored in the storage unit 32 .

In the above embodiment, the path generating unit 276, the storage unit 32, the correction information calculating unit 277, and the correction path generating unit 278 constituting the autonomous driving path generating system 299 include: Although it is assumed that it is provided in the radio|wireless communication terminal 46 side, it is not limited to this. That is, a part or all of these may be provided in the tractor 1 side or another apparatus.

In the above embodiment, the correction information calculation unit 277 calculates the correction information based on the information acquired by the external environment information acquisition unit (for example, the camera 247), and calculates the correction information calculated by the correction information calculation unit 277 Although it is assumed that the correction path generating unit 278 generates the correction path based on the correction information, the correction information need not be calculated by the correction information calculating unit 277, and the user may use an external input device (for example, a display The correction value input by operating (37)) may be sufficient. When the user intends to start the autonomous driving/autonomous operation of the tractor 1 or when a position shift between the central position of the traveling path and the ridge is detected by the camera 247, the display 37 is operated to provide a correction value By making it possible to input , it is possible to generate a correction path in which the positional shift is corrected in a manner desired by the user. In addition, in order to enable the user to input an appropriate correction value, the display control unit 31 displays a correction value recommended based on the correction information calculated by the correction information calculation unit 277 on the display 37 . do. Moreover, when the correction value input by the user deviates from the said recommended correction value, the radio|wireless communication terminal 46 may issue a warning and ask|require correction of a correction value.

In addition, when a correction route is generated for a specific travel route among a plurality of rows of travel routes, including the specific travel route, a travel route on which autonomous running/autonomous operation is not performed by the tractor 1 (hereinafter referred to as "travel") (referred to as a scheduled travel route) may be corrected along with the generation of the correction route, or may be corrected only for the specific travel route and no other routes are corrected. In the former case, for example, when a correction path is generated in which a specific travel path is offset to the start position side by N cm, the correction path offset by N cm to the start position side is generated in the same manner as the traveling scheduled travel path side. On the other hand, in the latter case, even if, for example, a correction path is generated in which a specific travel path is offset to the start position side by N cm, the travel scheduled travel path is maintained without being corrected. In this case, since the start point of the next travel route on which autonomous driving/autonomous work is performed by the tractor 1 after the specific travel route is not changed, a turning circuit connecting the end point of the specific travel route and the start point of the next travel route is created separately.

In the above embodiment, it is determined whether or not the detected obstacle is an obstacle for which registration has been completed, but the obstacle for which registration has not been completed is a static (one that does not move by one's own intention or natural phenomena such as wind) existing in the work area. not only) obstacles, but also dynamic (moving by one's own will or natural phenomena such as wind) obstacles. Dynamic obstacles can be humans or animals. In step S707 of FIG. 42, the correction information calculation unit 277 calculates the correction information based on the position information of the tractor 1, the position and size of the obstacle, etc. However, in particular, the obstacle for which registration has not been completed is dynamic. In the case of an obstacle that is a human obstacle, the correction information further includes information capable of specifying a change in the position of the obstacle over time. The information capable of specifying the positional change over time may include information indicating the moving direction and moving speed of the dynamic obstacle, and is based on the position (separation distance) and moving speed of the tractor 1 and the dynamic obstacle. The position information of the dynamic obstacle when the time (hereinafter, time TM1) until the calculated tractor 1 comes into contact with the dynamic obstacle has elapsed may be included. In addition, whether the obstacle is dynamic or static can be specified by, for example, capturing a change in the position of the obstacle based on a moving picture or a plurality of images detected by the camera 247 .

When the obstacle is a dynamic obstacle, the radio communication terminal 46 judges whether or not the tractor 1 and the dynamic obstacle are in contact with the tractor 1 when the time TM1 has elapsed. , do not generate a correction path based on the correction information. On the other hand, when it is determined that the tractor 1 and the dynamic obstacle have contacted when the time TM1 has elapsed, a correction path based on the correction information is generated. As a correction path, it becomes a path|route in which the tractor 1 and a dynamic obstacle do not contact when the said time TM1 has elapsed. Therefore, when the obstacle for which registration has not been completed is a static obstacle, the corrected path is generated by changing the end point among the starting and ending points of the specified travel route. However, in the case of a dynamic obstacle, the starting and ending points are not changed. , a correction path including a detour to avoid the dynamic obstacle is generated after the lapse of time TM1. In the case of detouring a dynamic obstacle, the detour includes a turning circuit for avoiding contact with the dynamic obstacle, but it is preferable that the turning direction is opposite to the moving direction of the dynamic obstacle.

In addition, a dynamic obstacle is not limited to always making a constant movement, It may become a different movement over time. In that case, what is necessary is just to create a correction path which avoids contact with a dynamic obstacle suitably, but when the tractor 1 continues moving as it is, a contact with a dynamic obstacle cannot be avoided, or a dynamic obstacle When it is judged that the avoidance of a contact is difficult, such as a moving direction being continuously changed in a short time, it is good also as stopping the tractor 1. In that case, what is necessary is just to generate|occur|produce the correction path|route from the position where the tractor 1 stopped to an end point.

<Seventh embodiment>

Next, an autonomous driving route generating system 399 according to a seventh embodiment of the present disclosure will be described in detail with reference mainly to FIGS. 45 to 57 . FIG. 45 is a side view showing the overall configuration of the robot tractor 1 that travels along the autonomous traveling path 93 generated by the autonomous traveling path generating system 399 according to the seventh embodiment of the present disclosure.

The robot tractor 1 of this embodiment is equipped with the work machine 300 instead of the work machine 3 in 1st Embodiment. In the present disclosure, as the work machine 300 , a lawnmower provided with a mowing unit (work unit) 3A that performs a mowing operation with a rotary blade (not shown) is used. This mower is configured as an offset type mower (offset type work machine) capable of performing a mowing operation in a state in which the mowing operation unit 3A is offset with respect to the traveling body 2 in the left-right direction of the body. 46 shows a state in which the mowing unit 3A is offset to the right in the traveling direction with respect to the traveling body 2 . Although details are not shown, the work machine 300 is provided with a hydraulic cylinder (offset actuator 345 to be described later), and by driving this hydraulic cylinder, the mowing unit 3A is moved to the opposite side to FIG. 46 . It may be offset (to the left side of the advancing direction) or may be located immediately behind the traveling body 2 .

The work machine 300 includes a work machine control unit 350 for controlling the mowing unit 3A and the like. The work machine control unit 350 is configured with a CPU, ROM, RAM, I/O, etc. (not shown), and the CPU can read and output various programs and the like from the ROM and execute them. The work machine control unit 350 is electrically connected to the control unit 4 of the traveling body 2 , and can control the work machine 300 based on a command from the control unit 4 . An offset controller 365 is electrically connected to the work machine control unit 350 .

The offset controller 365 controls the offset amount of the mowing unit 3A of the work machine 300 . Specifically, the work machine 300 includes an offset actuator 345 . As the offset actuator 345, although a hydraulic cylinder, an electric motor, etc. are considered, for example, it is not limited to these. In this configuration, the offset controller 365 drives the offset actuator 345 based on a control signal input from the work machine control unit 350 . By this control, the mowing work part 3A of the work machine 300 can be displaced in the left-right direction of the machine body.

The offset actuator 345 is controlled by the control unit 4 (work machine control unit 350 ), and the tractor 1 is operated in a state in which the mowing unit 3A of the work machine 300 is appropriately offset from the traveling body 2 . By traveling, the work by the mowing unit 3A can be performed in a state where the center of the path through which the mowing unit 3A passes and the center of the path through the traveling body 2 are shifted in the left-right direction of the body.

The plurality of the controllers (eg, the engine controller 61 ), including the offset controller 365 of the work machine 300 , based on a signal input from the control unit 4 of the tractor 1 , the work machine ( 300) and so on. Accordingly, it can be understood that the control unit 4 is substantially controlling each unit.

Next, the autonomous driving route generating system 399 will be described in more detail with reference mainly to FIGS. 47 and 48 .

The main configuration of the autonomous traveling route generating system 399 of the present embodiment is provided in the wireless communication terminal 46 . As shown in FIG. 48 , the wireless communication terminal 46 of the present embodiment includes a work vehicle information setting unit ( an offset setting unit) 51 , a pavement information setting unit (start/end position setting unit) 52 , a work information setting unit 53 , an autonomous driving route generation unit 354 , and the like.

Similarly to the case of the first embodiment, the wireless communication terminal 46 of the present embodiment also includes a work vehicle information setting unit (offset setting unit) 51 and a pavement information setting unit by cooperation of the above-described software and hardware. It can operate as the (start and end position setting unit) 52 , the work information setting unit 53 , the autonomous driving route generation unit 354 , and the like.

The work vehicle information setting unit 51 is for setting information (hereinafter, sometimes referred to as work vehicle information) related to the tractor 1 . The work vehicle information setting unit 51 includes the model of the tractor 1 , the position at which the positioning antenna 6 is mounted in the tractor 1 , the type of the work machine 300 , and the size and shape of the work machine 300 . , the position of the working machine 300 with respect to the traveling body 2 , the vehicle speed and engine speed during operation of the tractor 1 , the vehicle speed and engine speed during turning of the tractor 1 , and the like, by the operator at the wireless communication terminal 46 ), the specified contents can be memorized.

The work vehicle information setting unit 51 determines the size of the work machine 300 as the size of the effective width in the left-right direction on which the work is performed by the mowing unit 3A (the width E2 shown in FIG. 46 . Hereinafter referred to as the working width. may be called) can be set. Further, when the work machine 300 is an offset type work machine, the work vehicle information setting unit 51 sets the mowing work unit 3A as the position of the work machine 300 with respect to the traveling body 2 with respect to the traveling body. With respect to (2), it is possible to set the offset direction (either the left side of the body, the right side of the body, or both) and the offset distance E1 of the left and right direction of the body when the offset operation is performed.

The offset distance E1 is, as shown in FIGS. 46 and 49 , a reference point 2C appropriately set in the traveling body 2 and a reference point 3C appropriately set in the work machine 300 (the mowing unit 3A). It can be defined as the distance in the left and right direction of the gas between the two. The reference point 2C of the traveling body 2 can be arbitrarily determined as a point representing the position of the traveling body 2, but it is preferable to set the reference point 2C to be located at the center of the traveling body 2 in the left-right direction. desirable. The reference point 3C of the work machine 300 (the mowing unit 3A) can also be arbitrarily determined as a point representing the position of the work machine 300 (the mowing unit 3A), but the reference point 3C It is preferable to set so that it may be located in the left-right direction center of 3 A of mowing work parts. In addition, when the connection position of the work machine 300 with respect to the traveling body 2 is not the center of the left-right direction of the traveling body 2, the said connection position instead of the said reference point 2C (when connected at a plurality of positions, it is connected position center) as a reference point, and the distance between the reference point and the reference point 3C in the left-right direction of the body may be defined as the offset distance E1. Moreover, as shown in FIG. 45, the attachment position of the antenna 6 for positioning may correspond with the reference point 2C of the traveling body 2, and does not need to correspond.

The packaging information setting unit 52 is for setting packaging information. The pavement information setting unit 52 stores the contents set by the operator by operating the radio communication terminal 46 with respect to the position and shape of the pavement 380, the starting position and ending position to be autonomously driven, the work direction, and the like. can

The job information setting unit 53 is for setting information (hereinafter, sometimes referred to as job information) on how to perform the job in detail. The work information setting unit 53, as the work information, includes the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, and the number of work paths 383A to be skipped when the tractor 1 turns in immersion. The number, the width of the immersion, the width of the non-cultivated land, etc. are configured to be settable.

The autonomous driving path generating unit 354 is for generating an autonomous driving path 383 that is a path on which the tractor 1 autonomously travels. The autonomous driving route generating unit 354 is configured to configure an autonomous driving route ( 383) can be created and remembered.

Next, with reference mainly to FIGS. 50 to 53, the setting in the wireless communication terminal 46 for generating the autonomous driving route 383 will be described. FIG. 50 is a diagram showing a display example of the work vehicle information input screen 391 on the display 37 of the wireless communication terminal 46 . FIG. 51 is a diagram showing a display example of the packaging information input screen 392 on the display 37 of the wireless communication terminal 46 . FIG. 52 is a diagram showing a display example of the job information input screen 393 on the display 37 of the wireless communication terminal 46. As shown in FIG.

When the operator performs a predetermined operation in the wireless communication terminal 46 , the control unit 71 controls the work vehicle information input screen 391 shown in FIG. 50 to be displayed on the display 37 .

On the work vehicle information input screen 391 , the same information as the work vehicle information input screen 81 according to the first embodiment is the same information as the model of the tractor 1 , the size of the tractor 1 , and the travel of the positioning antenna 6 . In addition to the fields for inputting the mounting position for the body 2, the type of the working machine 300, and the working width E2 of the working machine 300, the rear end of the work machine 300 from the rear end of the three-point link mechanism (the rear end of the lower link) distance to, the direction in which the work machine 300 (the mowing unit 3A) can be offset with respect to the traveling body 2, and the offset distance in the left and right direction of the body when the work machine 300 is offset (specifically, Columns for inputting the distance in the lateral direction of the vehicle between the reference point 2C of the traveling body 2 and the reference point 3C of the mowing unit 3A) E1 and the like are respectively arranged.

The operator operates the wireless communication terminal 46 to enter a numerical value in a text box arranged in each column of the work vehicle information input screen 391 or select from a list of drop-down boxes to perform setting. Thereby, the working width E2 of the mowing unit 3A of the work machine 300 and the left/right offset direction (right, left, or both) capable of offsetting the mowing unit 3A with respect to the traveling body 2 are possible. ) and offset distance (E1) and the like can be set.

The work vehicle information designated by the operator on the work vehicle information input screen 391 is stored in the work vehicle information setting unit 51 . When the input of the work vehicle information is completed, the control unit 71 controls the display 37 to display a pavement information input screen 392, which is substantially the same as that shown in FIG. 7 of the first embodiment (FIG. 51).

In the packaging information input screen 392, packaging information having substantially the same content as that shown in the first embodiment is input and setting is performed, but below, setting contents specific to the present embodiment will be described in detail.

7 shows an example in which the position and shape of the pavement 90, the start position and the end position of the work are set. In the example of FIG. 7, the start position is set to one of the corners of the rectangular pavement 90, and the end position is set to the corner which exists in the said corner and a diagonal position. As described above, in the autonomous driving route generating system 399 of the present embodiment, both the start position and the end position are set at the end of the pavement 380 in principle, similarly to that shown in the first embodiment.

On the other hand, in the present embodiment, the setting to the effect that the work machine 300 (the mowing unit 3A) can work while offsetting in either of the left and right directions of the machine with respect to the traveling body 2 is set by the work vehicle information setting unit 51 ), it is possible to designate a point near the center of the work area 381 for one (only) of the start position and the end position of the autonomous driving. 51 shows an example of such a case. In the example of FIG. 51 , the start position is set at the corner of the pavement 380 , while the end position is set at the center of the pavement 3800 . In addition, such a setting is unique when an offset type work machine is used, and when a work machine other than an offset type work machine is used, the designation as shown in FIG. 51 cannot be performed.

The packaging information designated by the operator on the packaging information input screen 392 is stored in the packaging information setting unit 52 . When input of packaging information is completed, the control part 71 controls the display 37 so that the work information input screen 393 as shown in FIG. 52 may be displayed.

On the job information input screen 393, specific job information (the above job information) can be input. Specifically, on the work information input screen 393, the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, the pattern when the manned tractor cooperates, and the manned tractor when the manned tractor cooperates. The working width of the tractor, the number of skips of the robot tractor 1 when the manned tractor is cooperatively working (how many rows are skipped on the working path), the allowable overlap of the working width in adjacent working paths, and the Columns for inputting the initial offset direction, the width of the immersion, the width of the uncultivated land, and the like are respectively formed.

Among these, in each column of “Presence or absence of cooperative operation of manned tractor”, “Cooperative operation pattern”, “Number of skips of robot tractor”, “Overlap allowance of working width”, “immersion width”, and “width of uncultivated land” , set values are input in the same manner as in the first embodiment described above.

In the column of "Initial offset direction of work machine", when the offset work machine is mounted on the tractor 1, the work machine 300 (mowing work unit 3A) is offset to either left or right at the start time of autonomous driving. You can specify whether to do it or not to offset it.

In addition, as for the "immersion width" and "width of uncultivated land" in the case of using the offset type work machine as in the present embodiment, the set values may be limited so as to be wider than when the work machine without offset is used. Accordingly, even when an offset type work machine is mounted, the autonomous travel route in the immersion or the like can be easily facilitated while considering that the end of the work machine 300 (the end of the mowing unit 3A) does not protrude from the pavement 380 . can be formed

However, in the present embodiment, when it is set as the work vehicle information to work with an offset type work machine as the work machine 300 , in order to avoid complicating the generation logic of the autonomous driving route 383 , the “manned tractor” The field of 'the presence or absence of cooperative work' cannot be entered (ie, no cooperative work is forced). Further, for the same circumstances, when an offset type work machine is used as the work machine 300, the "Robot Tractor Skips Number" field cannot be input (that is, the number of skips is forcibly set to zero). Therefore, in the present embodiment, when the tractor 1 is subjected to autonomous driving/autonomous work using an offset type work machine, a route taking into account the existence of a manned tractor cannot be created and the autonomous driving/autonomous work cannot be performed, and the work path 383A ) cannot be skipped more than 1 column.

Next, with reference to FIG. 53 , the processing in which the autonomous driving path generating unit 354 generates the autonomous driving path 383 will be described. 53 is a flowchart showing processing for generating the autonomous travel route 383 .

When the "Create autonomous travel route" button is operated on the work information input screen 393 shown in FIG. 52 , first, the shape of the pavement 380 set in the pavement information input screen 392 and the work information input screen ( 393), a work area 381 and a non-work area 382 are determined based on the width of the immersion and the width of the non-cultivated land. After that, the process of FIG. 53 is started, and the autonomous driving path generating unit 354 first generates a path 384 through which the mowing unit 3A passes in the work area 381 as shown by the broken line arrow in FIG. 54 . do (step S801). Calculation of the path at this time is performed not with the reference point 2C of the traveling body 2 but with the reference point (reference point of the mowing unit 3A) 3C of the work machine 300 as a reference. In addition, in the following, the path 384 through which the reference point 3C of the work machine 300 passes in the work area 381 may be called a "work machine work path."

Next, the autonomous driving path generating unit 354 is configured to, based on the work machine work path (the path 384 above) generated in the process of step S801, and the offset direction and offset distance set by the work vehicle information setting unit 51 . Then (in other words, based on the reference point 2C of the traveling body 2), the path (the working path 383A) through the traveling body 2 in the working area 381 is indicated by a thick line arrow in FIG. 55 . (step S802). This calculation can be performed based on simple geometric relationships. In addition, below, the path|route 2C of reference point 2C of the traveling body 2 passes in the work area|region 381 may be called a "traveling body work path."

Thereafter, the autonomous traveling path generating unit 354 is configured to connect the shortcomings of the traveling body working path (working path 383A) generated in the process of step S802 to the traveling body 2 in the non-working area 382 . A path (non-working path 383B) through which the reference point 2C of is passed is generated as shown by the bold line arrow in FIG. 56 (step S803). At this time, a path connecting the starting position of the autonomous driving and the shortcomings of the traveling body working path, and a path connecting the shortcomings of the traveling body working path and the ending position of the autonomous driving are also generated in the same way. The path through which the traveling body 2 passes in the non-working area 382 is appropriately set within a predetermined margin as necessary from the viewpoint of preventing the end of the working machine 300 from protruding out of the pavement 380 . is corrected As a result, the autonomous travel path 383 of the traveling body 2 in the pavement 380 (the work area 381 and the non-work area 382 ) can be generated.

In addition, in the present embodiment, there are two types of autonomous driving paths 383 that the autonomous driving path generating system 399 can generate, and one of them is a return travel path indicated by a bold line arrow in FIG. 56 . This return travel route is applied when both the start and end positions of the autonomous driving set in the pavement information setting unit 52 are the ends of the pavement 380 as in the example of FIG. 7 , and the edge of the pavement 380 It is created to perform the operation while repeating the return between the part and the edge part.

A characteristic of this return travel path is that the work machine work path shown in FIG. 54 is a straight path parallel to a previously designated work direction, and in a direction perpendicular to the work direction, an outward path, a backward path, an outward path, ... It is formed by alternately arranging In arranging the work path of the work machine, the work width E2 of the work machine 300 and the like are taken into consideration so that work of the work machine 300 does not occur in the work area 381 and work efficiency is improved. In addition, the arrangement of the work path of the work machine is such that the first work is performed from the specified start position (or near the start position) according to the work direction, and the work ends at the end position (or near the end position) as much as possible. , are considered appropriately.

In addition, when the shape of the work area|region 381 or the pavement 380 is complicated, it is good also considering a broken line etc. instead of a straight path as said outbound path and a return path.

By the way, in this embodiment, the work machine 300 is comprised so that the offset direction of 3 A of mowing work parts can be changed. In this case, the autonomous traveling path generation unit 354, if necessary, sets the offset direction of the mowing unit 3A in the non-working path 383B connecting the working path 383A and the working path 383A. can be changed For example, in the example of FIG. 55, the offset direction of the mowing part 3A in the first and second working paths 383A from the left is right, but in the third, the offset direction is switched to the left, , and thereafter are also switched alternately. By creating a route in this way, it is possible to flexibly perform autonomous driving and autonomous work according to various circumstances, such as the size of the width (side margin SM1) of uncultivated land. Moreover, by switching the offset direction of 3 A of mowing work parts in the non-work path|route 383B, the autonomous travel path|route 383 can be produced|generated by a simple process.

Next, a circumferential travel path that is another autonomous travel path will be described with reference to FIG. 57 .

The circumferential travel route shown in FIG. 57 is generated when one of the start position and the end position of the autonomous driving set by the pavement information setting unit 52 is the center of the pavement 380 as in the example of FIG. 51 . In the example of FIG. 51 , since the end position of the autonomous driving is set at the center of the pavement 380 , the circling travel route vortexes from the outside to the inside in the pavement 380 , as shown by the bold line arrow in FIG. 57 . It is created to circle around the phase. However, the starting position of the autonomous driving may be set at the center of the pavement 380 and the end position at the end of the pavement 380, respectively. It is created to circle around in a vortex.

This circling travel route is also generated by the processing shown in FIG. 53 . Specifically, in the work area 381 , a work machine work path (path 384 indicated by a broken arrow in FIG. 57 ) is generated in a vortex shape based on the reference point 3C of the work machine 300 , and this work machine work path A traveling body working path (working path 383A) is generated (based on the reference point 2C of the traveling body 2 ) by being offset. In addition, since the part near the starting position of autonomous driving is a non-working area 382, a path (non-working path 383B) through which the reference point 2C of the traveling body 2 passes in this non-working area 382 . ) to connect the starting position of autonomous driving and the shortcomings of the traveling aircraft working path. As a result, the circumferential travel route indicated by the thick line arrow in FIG. 57 can be generated.

In the example of the circumferential travel route shown in FIG. 57 , the offset direction of the work machine 300 is not changed in the middle of the autonomous travel route 383 . In other words, in the circling travel route, in the entire stroke of the route from the outside to the inside of the pavement 380 , the work machine 300 is offset to the center side of the pavement 380 rather than the traveling body 2 . A state is maintained. Therefore, since the traveling body 2 travels on the part on which the work by the work machine 300 has been completed, for example, it is possible to perform the work in a state with a good outlook in the mowing work. Also in the circumferential travel route, similarly to the return travel route, the offset direction of the work machine 300 may be changed in the middle of the autonomous travel route 383 according to the contents of the work.

In the present embodiment, although the work area 381 and the non-work area 382 are included in the pavement (traveling area) 380, the work area 381 and the non-work area 382 may be partially overlapping areas. do. The overlapping part of the work area 381 and the non-work area 382 means that when the tractor 1 travels in the overlap area N times (N is an integer of 2 or more), X times (X is less than N) ) means that the vehicle travels without performing the work by the work machine 300 , and N - X times mean travel while performing the work by the work machine 300 . Therefore, in the present embodiment, the work area 381 can be said to be an area in which the tractor 1 travels along with the work performed by the work machine 300 , and the non-work area 382 refers to the work machine 300 . It can also be referred to as an area in which the tractor 1 travels without accompanying work.

As shown in FIG. 57 , when the working machine working path is created in a swirl shape toward the center of the pavement 380 , in the center of the pavement 380 , the working machine 300 for the remaining area narrower than the turning radius of the tractor 1 . In order to carry out the work by , it may be necessary to change direction (moving to the remaining area after moving the tractor 1 back a certain distance from the remaining area once reversing). Since the work is not performed by the work machine 300 in this series of direction change operations, the area in which the series of direction change operations are performed can be referred to as a non-work area 382 . The autonomous driving path generating unit 354 generates a path based on the reference point 2C of the traveling body 2 instead of the reference point 3C of the work machine 300 when generating a path for performing such a direction change operation. do. In other words, in the present embodiment, the autonomous traveling path generating unit 354 is configured to generate a path ( work machine working path) is generated, and for an area in which the tractor 1 travels without accompanying work by the work machine 300, a path (traveling machine working path) is defined based on the reference point 2C of the traveling body 2 It is possible to create

As described above, the autonomous traveling route generating system 399 of the present embodiment includes the traveling body 2 and the work machine 300 mounted on the traveling body 2 in a predetermined pavement 380 . An autonomous driving path 383 for autonomously driving the tractor 1 is created. The autonomous driving path generating system 399 includes a work vehicle information setting unit 51 and an autonomous driving path generating unit 354 . The work vehicle information setting unit 51 can set the offset direction and the offset distance of the reference point 3C of the work machine 300 with respect to the reference point 2C of the traveling body 2 . The autonomous driving path generation unit 354 is capable of generating the autonomous driving path 383 in the pavement 380 based on the reference point 3C of the work machine 300 .

Thereby, the autonomous driving path 383 in which the path 384 through which the reference point 3C of the work machine 300 passes and the path (the work path 383A) through the reference point 2C of the traveling body 2 pass is shifted can be generated. can As a result, the autonomous driving of the tractor 1 can be applied to various work forms, such as a case where it travels, for example, weeding a pavement.

In addition, in the autonomous travel route generating system 399 of the present embodiment, the pavement 380 is set around the work area 381 in which the work is performed by the work machine 300 and the work area 381 . and a non-working area 382 . The autonomous travel path generation unit 354 generates a work path 383A in the work area 381 based on the reference point 3C of the work machine 300 , and sets the work path 383A to the reference point 2C of the traveling body 2 . Based on the non-working area 382 , a non-working path 383B is generated.

Thereby, by making the reference of the position when generating the autonomous travel route 383 different between the work area 381 and the non-work area 382 , the work machine 300 (the mowing unit) in the work area 381 is (3A)), in both the work area 381 and the non-work area 382 , the generation process of the autonomous travel path 383 can be simplified.

Moreover, the autonomous travel route generating system of this embodiment is provided with the pavement information setting part 52 which sets the start position and the end position of the work by the tractor 1 in the pavement 380. As shown in FIG. As shown in FIG. 7 , when both the start position and the end position are set at the end of the pavement 380 by the pavement information setting unit 52 , the autonomous driving path generating unit 354 generates the autonomous driving path 383 . ), creating a return travel path (FIG. 56) from the starting position to the ending position while repeating the return between the edge and the edge of the pavement 380. As shown in FIG. 51 , when one of the start position and the end position is set at the end of the pavement 380 by the pavement information setting unit 52 and the other is set at the center of the pavement 380 , the autonomous driving route The generating unit 354 generates, as the autonomous traveling path 383 , a swirling circling travel path ( FIG. 57 ) from the start position to the end position.

Thereby, since two types of autonomous travel routes 383 can be appropriately selected according to the work content etc., work efficiency can be improved.

Although preferred embodiment of this invention was described above, said structure can be changed as follows, for example.

In the above embodiment, when both the start position and the end position of the autonomous driving are designated at the end of the pavement 380, the return travel route is generated. However, for example, when the generated return travel route is displayed on the display 37 for confirmation, generation of the circumferential travel route from the autonomous travel route generating system 399 side to the operator by an appropriate method such as display of a message or the like may suggest.

As an offset type working machine, it is not limited to the said mowing machine, For example, an offset type plow can be used.

In the above embodiment, only when it is set in the work vehicle information setting unit 51 that it is possible to offset the work machine 300 with respect to the traveling body 2, the pavement 380 as the starting position or the end position of the autonomous driving ) is configured to be selectable in the central part. However, even when the non-offset type work machine 300 is used, the central portion of the pavement 380 may be selected as the starting position or the ending position of the autonomous driving.

In the above embodiment, the work machine 300 can be offset with respect to the traveling body 2 in the body left direction and the body right direction. In this case, it is configured such that only the offset distance E1 is set in the work vehicle information setting unit 51 (because the offset distance E1 is 0 when not offset), and autonomously by the autonomous driving path generating system 399 The travel path 383 may be generated.

In the above embodiment, on the reciprocating travel path, the tractor 1 alternately faces the opposite direction with respect to the traveling direction of the work, and on the circumferential travel path, the tractor 1 always faces the same direction with respect to the traveling direction of the work. is heading towards That is, it can be said that the necessity of reversing the offset direction is high in the reciprocating travel path, and the necessity of inverting the offset direction is low in the circumferential travel path. Accordingly, when the generated path is a reciprocating travel path, the offset direction is inverted as necessary, and when the generated path is a round traveling path, the offset direction may not be changed (reversed) on the way.

In addition, as the work machine 300, a thing which can be offset only on one side of right and left cannot be attached to the traveling body 2, You may make it attach to the traveling body 2 only a thing which can be offset at both sides of right and left. In this case, since it is not necessary to consider a case in which only one side of the left and right sides can be offset, items of “Left only” and “Right only” of “Direction in which the working machine can offset left and right” in the setting screen of FIG. 50 may be omitted.

In the above embodiment, the non-working area 382 is determined based on the width of immersion and the width of uncultivated land set on the work information input screen 393 , and the remainder except for the non-working area 382 from the pavement 380 . A work area 381 is defined as the area. However, the method of setting the working area 381 is not limited to the above, for example, any point of the packaging 380 displayed on the flat display unit 88 in the above-described packaging information input screen 392 is displayed. It may be comprised so that the work area|region 381 and the non-work area|region 382 can be set by an operator designating.

In the above embodiment, the work vehicle information setting unit 51 and the autonomous driving path generating unit 354 constituting the autonomous traveling path generating system 399 are provided on the wireless communication terminal 46 side. However, part or all of the work vehicle information setting unit 51 and the autonomous driving path generating unit 354 may be provided on the tractor 1 side.

1 tractor (work vehicle)
47 Autonomous driving route generator (route generator)
54 work area divider (zone divider)
91 work area (driving area)
93 Autonomous Driving Routes (Driving Routes)
93A work route (travel route)
99 Autonomous Driving Route Creation System
BP basic unit number of routes (predetermined value)
S block
SE Exception Compartment
SN skip count (reference value)

Claims (5)

An autonomous driving path generating system for generating a driving path for autonomously driving a work vehicle in a predetermined driving area, the system comprising:
a traveling direction setting unit for setting a traveling direction of the work vehicle in the traveling area;
a path generating unit capable of generating the traveling path including a plurality of traveling paths formed along the traveling direction set by the traveling direction setting unit in the traveling area;
and an obstacle outer periphery setting unit for setting an obstacle outer periphery area with respect to an obstacle in the traveling area,
The path generating unit,
a first traveling path disposed along the traveling direction;
a detour, taking the end point of the first travel path as a starting point, passing through the obstacle outer circumferential area, turning to the opposite side of the obstacle, and reaching a position on a virtual extension line extending the first travel path to pass through the obstacle;
The autonomous driving path generating system according to claim 1, wherein the driving route can be generated to include a second driving route disposed on the virtual extension line using the end point of the detour as a starting point. The method of claim 1,
The path generating unit,
When the path length of the detour is less than a predetermined distance, generating the driving path to include the first driving path, the detour, and the second driving path,
When the path length of the detour is more than a predetermined distance,
the first running path;
a return path returning in front of the obstacle while passing through the obstacle outer circumferential area with the end point of the first travel path as a starting point;
The autonomous driving path generating system according to claim 1, wherein the driving path can be generated to include a third driving path arranged parallel to the first driving path with the end point of the return path as a starting point. The method of claim 1,
The path generating unit,
to include the first travel path, the detour, and the second travel path when an avoidance distance, which is a distance that the work vehicle must move in a direction perpendicular to the traveling direction in order to avoid the obstacle, is less than a predetermined distance create a driving route,
When the avoidance distance is greater than or equal to a predetermined distance,
the first running path;
a return path returning in front of the obstacle while passing through the obstacle outer circumferential area with the end point of the first travel path as a starting point;
The autonomous driving path generating system according to claim 1, wherein the driving path can be generated to include a third driving path arranged parallel to the first driving path with the end point of the return path as a starting point. The method of claim 1,
The path generating unit,
generating the travel route to include the first travel route, the detour route, and the second travel route when the number of turns or the turning angle in the detour is less than a predetermined value;
When the number of turns or the turning angle in the detour is greater than or equal to a predetermined value,
the first running path;
a return path returning in front of the obstacle while passing through the obstacle outer circumferential area with the end point of the first travel path as a starting point;
The autonomous driving path generating system according to claim 1, wherein the driving path can be generated to include a third driving path arranged parallel to the first driving path with the end point of the return path as a starting point. 5. The method according to any one of claims 1 to 4,
The path generating unit is configured to turn the detour from the far side to the opposite side of the obstacle when viewed from the driving path up to the first traveling path when the obstacle is disposed on the road in the traveling area. An autonomous driving route generating system, characterized in that it generates.

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