KR20190096950A - Driving route management system - Google Patents

Abstract

The traveling route management system includes a parking position setting unit that sets the parking position of the work vehicle in the outer periphery area SA, and a next traveling route element to travel from the traveling route element for the reciprocating and U-turn traveling route covering the work target area. A path element selector for selecting is provided. When the parking position is located opposite to the U-turn traveling path, the outer circumferential area SA is enlarged inward by executing the circumferential travel with respect to the outermost circumferential area of the work target area CA.

Description

Driving route management system

The present invention relates to a travel route management system for managing a travel route for a work vehicle that automatically runs while working on a work sheet.

The agricultural work vehicle by patent document 1 is equipped with GPS. In addition, the agricultural work vehicle automatically travels straight in the region located inside the outer edge of the faucet and repeats the U-turn in the outer edge. Moreover, the said outer edge part has the width substantially the same as the working width of this agricultural work vehicle. In addition, work path data is created in advance for each faucet and stored in the processing unit. In this way, as the work vehicle which automatically travels the work site, a target travel route in the work target area is generated, and the own vehicle position obtained based on the positioning data obtained from the GPS is compared with the travel route, and the traveling gas travels. The steering mechanism is controlled to travel along the path.

A work vehicle equipped with a large work device requires a large space for turning such as a U-turn. In the case where the work travel is carried out by repetition of the straight line and the U-turn, it is necessary to secure a sufficient area of the outer circumferential region (the outer edge portion) that becomes a space for the U-turn.

A work vehicle that temporarily stores a harvest such as a harvester in the vehicle body needs to discharge the harvest to a transport vehicle that is stopped at a road outside the work site during the work. The stoppable position of the carriage is limited depending on the work site. For this reason, the work vehicle travels to the position where the transport vehicle is stopped at the time of harvest discharge. In addition, even when a problem such as a fuel shortage occurs during work, the work vehicle travels to a position where the vehicle supporting the work vehicle is stopped for fuel supply or the like. For this reason, in order to receive any support from the support vehicle stopped outside the work area, the parking position of the work car must be set in advance at a predetermined position in the work place.

Harvesting work and tillage work are performed while the work car goes straight, and work is not performed during U-turn. Therefore, in the work travel which repeats straight and U turns, it is required to make the outer periphery area (outer edge part) which is a space for the U turn as narrow as possible and to increase the area which travels straight ahead, in order to improve the work efficiency. The work on the outer circumferential region (outer edge portion) is performed after the work travel for repeating the straight and U-turns is completed or before the work travel starts. However, when the work vehicle receives assistance from another vehicle in the parking position, it is necessary to stop in an appropriate parking position in the parking position. Sufficient free space is required around the parking position in order to drive and align the vehicle while moving forward and backward. Moreover, in the cooperative work run which cooperatively runs a work by a plurality of work vehicles, when one work vehicle is parked in the parking position, the other work vehicle does not approach the parking position, and thus the selection of the travel route is restricted. From these viewpoints, as described in patent document 1, the outer edge part which has a width substantially the same as a working width cannot be used as an outer peripheral area as it is.

Japanese Patent Laid-Open No. 2004-008053

In view of such a situation, in managing a travel route for a work vehicle that automatically runs while working on a work site, there is a demand for a travel route management system capable of realizing appropriate securing of an outer circumferential region and securing work efficiency.

The present invention relates to a traveling route management system for managing a traveling route for a work vehicle that automatically runs while working on a work sheet, wherein the work route is set as an outer circumference region while the work vehicle is wound along a boundary line of the work tract as the outer circumference region. An area setting unit for setting the inside of the vehicle as a work target area, a parking position setting unit for setting the parking position of the work vehicle in the outer circumferential area, and a plurality of linear travel path elements for reciprocating travel covering the work target area And a path management unit for calculating and readablely storing a U-turn driving path connecting the linear driving path elements, and a path element selecting unit for selecting the driving path element and the U-turn driving path to be driven next. The reciprocating travel is executed by repetition of selection of the travel path element and the U-turn travel path, and the parking Value is characterized by enlarging the peripheral region to the inside with respect to the outermost peripheral region of the case which is located facing the said U-turn traveling route, the operation target region.

In the present invention, a travel path element for realizing a reciprocating travel (return travel pattern) that repeats the forward travel and the U-turn is calculated for the work travel of the work target area. In addition, the parking position for the work vehicle is set in the outer peripheral area. This parking position is a place where the work vehicle is parked when supported by the work support vehicle for harvest recovery or fuel supply. When the peripheral area including the parking position faces the U-turn path group constituting the travel path, further round driving (additional round driving) is performed. As a result, the peripheral area can be enlarged and the position alignment of the work car in the parking position can be easily performed. In addition, even when a plurality of work vehicles cooperatively run the work, the outer peripheral area is enlarged inward, so even if one work vehicle is parked in the parking position, the other work vehicle is U-turned on the inner circumferential side of the parking position or the inner circumference of the parking position. It becomes possible to pass through the side. In other words, there is no influence on the degree of freedom in selecting the travel route of another work vehicle. In addition, in order to change the traveling route calculated before the additional round driving to a traveling path suitable for the work target area after the additional round driving, for the forward driving in the reciprocating driving as much as the expansion of the outer circumferential region by the additional round driving. It is only necessary to shorten the length of the travel path element. At this time, a slight computational load is sufficient.

However, in the case where the parking position is located without facing the U-turn traveling path, in other words, when the parking position is located on the side of the travel path element, the reciprocating travel is started from the parking position side, whereby the parking position and the unworked place The area between them is gradually enlarged as a free space. Therefore, the above-mentioned additional round run may be unnecessary or slightly. For this reason, in one suitable embodiment of the present invention, when the parking position is located without facing the U-turn traveling path, the circumferential traveling that enlarges the outer circumferential region inward is not performed, or the parking position is the above-mentioned. This is less likely to occur than when facing the U-turn travel path.

In one suitable embodiment of the present invention, the linear traveling path element group covering the work target region is a parallel line group composed of parallel lines parallel to each other to divide the work target region into a ribbon. In this way, the travel route is formed by a parallel line group consisting of parallel lines parallel to each other that divides the work target area into a ribbon, so that work travel covering the work target area in a reciprocating travel pattern is easily realized. In addition, the reciprocating travel pattern is conventionally used abundantly in agricultural work. It is also possible to calculate the path by an operation that simply runs the line to the U-turn. Therefore, there is an advantage that the computational load is light.

In one suitable embodiment of the present invention, the linear travel path element group covering the work target region is a mesh line group composed of mesh lines that mesh divide the work target region. By using the mesh line as the travel path element in this manner, it is possible to create a travel path that extends the work target region vertically and horizontally. For example, when the necessity of temporarily deviating from the traveling path | route arises in the course of a work run, the traveling path | route element suitable for a departure direction is selected from the mesh line group. This creates an appropriate departure travel route. In addition, even if an obstacle is present during work driving, an avoidance travel path for avoiding the obstacle is simply created. Departure from the travel path occurs due to mechanical factors such as refueling and discharge of crops, environmental factors such as weather fluctuations and working conditions.

When the parking position of the work vehicle is determined in advance, the parking position of the work vehicle can be read from the packing information or the like. However, the parking position is temporarily set at the work site based on the pavement situation and the road conditions around the work site. In such a case, it is desired that the parking position be entered as simply and accurately as possible. For this purpose, in one preferred embodiment of the present invention, the parking position setting portion is a touch panel, and the parking position is set by a touch operation on the work paper displayed on the display panel portion of the touch panel. In this configuration, the parking position is set simply by performing a touch operation on the display panel portion on which the work sheet is displayed.

1 is an explanatory diagram schematically showing work travel of a work vehicle in a work target region.
2 is an explanatory diagram showing the basic flow of automatic travel control using the travel route determination device.
3 is an explanatory diagram showing a traveling pattern in which a U-turn and a straight line are repeated.
4 is an explanatory diagram showing a traveling pattern along a meshed path.
5 is a side view of a harvester that is one of the embodiments of the work vehicle.
6 is a control function block diagram in the travel route management system.
It is explanatory drawing explaining the calculation method of the mesh straight line which is an example of a travel path element group.
It is explanatory drawing which shows an example of the travel route element group computed by the ribbon-shaped partial element calculation part.
9 is an explanatory diagram showing a normal U turn and a switchback turn.
FIG. 10 is an explanatory diagram showing a selection example of a travel path element in the travel path element group shown in FIG. 8.
It is explanatory drawing which shows the vortex running pattern in the travel path element group computed by the mesh path element calculating part.
It is explanatory drawing which shows the linear reciprocation travel pattern in the travel path element group computed by the mesh path element calculation part.
It is explanatory drawing explaining the basic generation principle of a U-turn driving route.
FIG. 14 is an explanatory diagram showing an example of a U-turn traveling route generated based on the generation principle of FIG. 13.
FIG. 15 is an explanatory diagram showing an example of a U-turn traveling route generated based on the generation principle of FIG. 13.
FIG. 16 is an explanatory diagram showing an example of a U-turn traveling route generated based on the generation principle of FIG. 13.
It is explanatory drawing of the (alpha) turn travel path in a mesh type travel path element group.
18 is an explanatory diagram showing a case in which work travel resumed after departure from the work target region is not performed from the subsequent portion of the job travel before departure.
It is explanatory drawing which shows operation | work running by the multiple harvester cooperatively controlled.
20 is an explanatory diagram showing a basic travel pattern of cooperative control travel using the travel path element group calculated by the mesh path element calculation unit.
It is explanatory drawing which shows the departure | movement run and return run | work in cooperative control run.
It is explanatory drawing which shows the example of cooperative-controlled running using the travel | route path element group computed by the ribbon-shaped partial element calculating part.
It is explanatory drawing which shows the example of cooperative-controlled running using the travel | route path element group computed by the ribbon type partial element calculating part.
24 is an explanatory diagram showing an intermediate division process.
It is explanatory drawing which shows the example of cooperative control run in the intermediate | middle division pavement.
It is explanatory drawing which shows the example of cooperative control run in the package divided | segmented by the grid | lattice form.
It is explanatory drawing which shows the structure which can adjust the parameter of a slave harvester from a master harvester.
28 is an explanatory diagram for explaining automatic driving for creating a U-turn running space around a parking position.
It is explanatory drawing which shows the specific example of the path selection by two harvesters from which the working width differs.
It is explanatory drawing which shows the specific example of the path selection by two harvesters from which the working width differs.
It is a figure which shows an example of the travel path element group which consists of curved parallel lines.
It is a figure which shows an example of the travel path element group which consists of a curved mesh line.
33 is a diagram illustrating an example of a travel path element group consisting of curved mesh lines.

[Summary of automatic driving]

In FIG. 1, work travel by the travel route management system of this invention is shown typically. In this embodiment, the work vehicle is a harvester 1 which performs a harvesting operation (harvesting operation) for harvesting crops while traveling as work travel, and is a model generally referred to as an ordinary combine. The work sheet which is traveled by the harvester 1 is called a pavement. In the harvesting operation in the pavement, the area in which the harvester 1 travels around the pavement while working along the boundary of the pavement called the head is set as the outer circumferential area SA. The inner side of the outer circumferential area SA is set as the work target area CA. The outer circumferential region SA is used as a moving space, a space for changing direction, and the like, in which the harvester 1 discharges crops and replenishes fuel. In order to secure the outer periphery area SA, the harvesting machine 1 is the first work run, and performs three to four laps along the boundary of the pavement. Since the pavement is operated by the working width of the harvester 1 every turn in the circumferential running, the outer circumferential region SA has a width of about 3 to 4 times the working width of the harvester 1. In this respect, unless otherwise specified, the outer circumferential area SA is treated as a craft paper (working paper) and the work target area CA is treated as a paper (unworking paper). In this embodiment, the working width is treated as a value obtained by subtracting the overlap amount from the mowing width. However, the concept of the working width differs depending on the type of working vehicle. The working width in the present invention is defined according to the type of work vehicle or the work type.

The harvester 1 is equipped with the satellite positioning module 80 which outputs positioning data based on the GPS signal from the satellite GS used by GPS (global positioning system). The harvester 1 has a function which calculates the host vehicle position which is the position coordinate of the specific location in the harvester 1 from positioning data. The harvester 1 has an automatic traveling function for automating the traveling harvesting operation by manipulating the calculated host vehicle position in accordance with a target traveling route. In addition, when discharging the harvested harvest while driving, the harvesting machine 1 needs to approach and park the periphery of the transport vehicle CV parked in the duplex. When the parking position of the carriage CV is determined in advance, such approach travel, that is, temporary departure from work travel in the work target area CA and return to work travel can also be performed by automatic travel. The travel route for the departure from the work subject area CA and the return to the work subject area CA is generated at the time when the outer peripheral area SA is set. In addition, refueling vehicles and other work support vehicles can be parked instead of the truck CV.

[Basic flow of work car automatic running]

In order for the harvester 1 incorporating the travel route management system of the present invention to automatically carry out the harvesting operation, a travel route management apparatus for generating a travel route as a target of travel and managing the travel route is required. The basic structure of this traveling route management apparatus and the basic flow of automatic traveling control using this traveling route management apparatus are demonstrated using FIG.

The harvester 1, which has arrived at the pavement, harvests while circulating along the inner side of the pavement boundary. This work is called ambient harvesting and is well known for harvesting. At that time, in the corner area, the driving which repeats forward and backward is performed so that an uncut grain stem may not remain. In this embodiment, at least one outermost circumference is performed by manual travel so that there is no mowing residue and does not hit the head. The remaining several wheels on the inner circumferential side may be automatically driven by an automatic traveling program dedicated to surrounding mowing, or may be performed by manual driving following the surrounding mowing of the outermost circumference. As the shape of the work target area CA left inside the travel trajectory of the circumferential run, a polygon as simple as possible, preferably a quadrangle, is adopted as advantageous as possible in the work run by the automatic run.

The running trajectory of the circumferential running can be obtained based on the host vehicle position calculated by the host vehicle position calculator 53 from the positioning data of the satellite positioning module 80. In addition, the appearance data generation part 43 produces | generates the external appearance data of a pavement, especially the unexpected work object area | region CA located inside the traveling trace of a circumferential run from this running trace. The pavement is divided and managed by the area setting part 44 into the outer periphery area SA and the work target area CA.

Work travel to the work target area CA is performed by automatic travel. For this reason, the path management part 60 manages the path | route path element group which is the path | route path for the driving | running | working which covers the operation | work object area | region CA (replacement which fills up without working width). This travel path element group is an aggregate of a plurality of travel path elements. The route management unit 60 calculates the traveling route element group on the basis of the appearance data of the work target area CA and stores it in the memory in a readable manner.

In this travel route management system, the entire travel route is not determined before the travel in the work target area CA in advance, but the travel route can be changed in accordance with the working environment of the work vehicle during the travel. In addition, the minimum unit (link) between the point (node) and the point (node) that can change the driving route is the driving route element. When autonomous driving is started from the designated place, the next traveling route element to be driven next is sequentially selected from the traveling route element group by the route element selecting unit 63. The automatic traveling control unit 511 generates automatic driving data so that the vehicle body follows the traveling path element based on the selected traveling path element and the host vehicle position, and executes automatic driving.

In FIG. 2, a travel path generation device for constructing a travel path for the harvester 1 is constructed by the appearance data generation unit 43, the area setting unit 44, and the path management unit 60. In addition, a traveling route determining device for determining a traveling route for the harvester 1 is constructed by the host vehicle position calculating section 53, the region setting section 44, the route managing section 60, and the route element selecting section 63. have. Such a traveling route generating device and a traveling route determining device can be incorporated in a control system of a conventional automatic traveling harvester 1. Alternatively, it is also possible to construct a traveling route generating device or a traveling route determining device in a computer terminal, and to connect the computer terminal and the control system of the harvester 1 so that data can be exchanged to realize automatic driving.

[Summary of driving route element group]

As an example of the travel path element group, FIG. 3 shows a travel path element group having a plurality of parallel straight lines that divide the work target area CA into ribbons as the travel path element. This traveling path element group is a parallel arrangement of a straight traveling path element in which two nodes (both end points, referred to as a path changeable point capable of changing paths) by one link are arranged in parallel. The travel path elements are set to be arranged at equal intervals by adjusting the overlap amount of the working width. The U-turn running (for example, 180 degree turning direction) is performed for the transition from the end point of the travel path element represented by one straight line to the end point of the travel path element represented by another straight line. Automatic traveling of such parallel travel path elements by U-turn travel is hereinafter referred to as " linear reciprocation travel " (corresponding to “round trip travel” according to the present invention). This U-turn run includes a normal U-turn run and a switchback turn run. Normal U-turn running is performed only by the advancement of the harvester 1, and the running trace becomes a U-shape. The switchback turn travel is performed by using the forward and backward of the harvester 1, and the travel trajectory does not become a U-shape, but as a result, the harvester 1 obtains the same direction change travel as the normal U-turn travel. Lose. In order to carry out normal U-turn travel, a distance between two or more travel path elements is required between the path change possible point before the direction change travel and the path change possible point after the direction change travel. At shorter distances, switchback turn travel is used. That is, since the switchback turn travel reverses, unlike the normal U-turn travel, there is no influence of the turning radius of the harvester 1, and there are many options for the travel path element to be shifted. However, since switching back and forth is performed during switchback turn travel, the switchback turn travel basically takes longer than normal U-turn travel.

As another example of the traveling route element group, FIG. 4 includes a traveling route element group composed of a plurality of mesh straight lines (corresponding to the "mesh line" according to the present invention) extending in the longitudinal and horizontal directions for mesh dividing the work target area CA. Is shown. In the intersection (path changeable point) of mesh straight lines, and both end points (path changeable point) of a mesh straight line, a path change is possible. That is, this travel path element group makes the node | network intersection point and the end point into nodes, builds a route network which functions as a transition link of each mesh partitioned by the mesh straight line, and enables the traveling with a high degree of freedom. In addition to the above-mentioned straight reciprocating run, for example, a "swirl run" and a "zigzag run" that are inward from the outside, as shown in FIG. 4, are also possible. It is possible.

[Consideration method when selecting a driving route element]

The selection rule when the path element selector 63 sequentially selects the next travel path element that is the next travel path element to travel next is a static rule that is set in advance before the job travel and a dynamic rule used in real time during the job travel. Can be divided. The static rule includes a rule for selecting a driving route element based on a predetermined basic driving pattern, for example, selecting a driving route element so as to realize a linear reciprocating driving while performing a U-turn driving as shown in FIG. And a rule for selecting a travel path element to realize a vortex travel in the counterclockwise direction from the outside inward as shown in FIG. 4. The dynamic rule includes a state of the harvester 1 in real time, a state of the work place, an instruction of a monitor (including an operator and a manager), and the like. In principle, dynamic rules are used in preference to static rules. For this reason, the work state evaluation part 55 which outputs the state information calculated | required by evaluating the state of the harvester 1, the state of the work place, the command of a supervisor, etc. is provided. Various primary information (work environment) is input to the work state evaluation unit 55 as an input parameter necessary for such evaluation. This primary information includes not only signals from various sensors and switches provided in the harvester 1, but also weather information, time information, and external facility information such as a drying facility. In addition, when cooperative work is performed by the multiple harvester 1, the state information of the other harvester 1 is also included in this primary information.

[Summary of harvester]

5 is a side view of the harvester 1 as the work vehicle employed in the description of this embodiment. This harvester 1 is equipped with a crawler type traveling body 11. The driving part 12 is provided in the front part of the traveling body 11. Behind the driving unit 12, the threshing apparatus 13 and the harvesting tank 14 which store a harvest are arranged side by side in the left-right direction. Moreover, the harvesting part 15 is provided in front of the traveling body 11 so that height adjustment is possible. Above the harvest part 15, the reel 17 which produces grain stem is provided so that height adjustment is possible. Between the harvesting part 15 and the threshing apparatus 13, the conveying apparatus 16 which conveys harvesting grain stem is provided. Moreover, the discharge apparatus 18 which discharges a harvest from the harvest tank 14 is provided in the upper part of the harvester 1. In the lower part of the harvest tank 14, the load sensor which detects the weight of a harvest (retaining state of a harvest) is equipped, and the water meter and the taste meter are equipped in the inside or the periphery of the harvest tank 14, for example. From the food meter, measurement data of the moisture value and the protein value of the harvest are output as quality data. The harvester 1 is provided with a satellite positioning module 80 configured as a GNSS module, a GPS module, or the like. As a component of the satellite positioning module 80, a satellite antenna for receiving a GPS signal or a GNSS signal is mounted on the upper part of the traveling body 11. In addition, the satellite positioning module 80 may include an inertial navigation module incorporating a gyro acceleration sensor or a magnetic orientation sensor in order to supplement satellite navigation.

In FIG. 5, a monitor (including a driver and a manager) who monitors the movement of the harvester 1 boards the harvester 1, and a communication terminal 4 operated by the monitor is carried in the harvester 1. have. However, the communication terminal 4 may be a structure attached to the harvester 1. In addition, the monitor and the communication terminal 4 may exist outside the apparatus of the harvester 1.

The harvester 1 is capable of automatic running by automatic steering and manual running by manual steering. Moreover, as automatic driving | working, the automatic driving | working which sets and runs the whole traveling route | path in advance like before conventionally, and the automatic driving | working which determines the next driving | routing path | route in real time based on the status information are possible. In the present application, the former that determines the entire travel route in advance and travels is called conventional travel, and the latter that determines the next travel route in real time is called automatic travel, and both are treated separately. For example, some routes are registered in advance or the monitor can be arbitrarily set in the communication terminal 4 or the like.

[Function control block of automatic driving]

In FIG. 6, the control system built in this harvester 1 and the control system of the communication terminal 4 are shown. In this embodiment, the traveling route management apparatus which manages the traveling route for the harvester 1 is connected to the 1st traveling route management module CM1 built in the communication terminal 4, and the control unit 5 of the harvester 1; It consists of the constructed 2nd driving route management module CM2.

The communication terminal 4 is provided with the communication control part 40, the touch panel 41, etc., and functions as a user interface which inputs the function of a computer system, and the conditions required for the automatic driving | achievement realized by the control unit 5. Has The communication terminal 4 is capable of exchanging data with the management computer 100 via a wireless line or the Internet by using the communication control unit 40, and the harvester 1 by a wireless LAN, a wired LAN, or other communication method. Data can be exchanged with the control unit 5. The management computer 100 is a computer system installed in a remote management center KS and functions as a cloud computer. The management computer 100 stores the information sent to each farm, a farming association, or an agricultural enterprise, and can transmit it according to a request. In FIG. 6, the work place information storage unit 101 and the work plan management unit 102 are illustrated as realizing such a server function. In the communication terminal 4, external data acquired from the control unit 5 of the management computer 100 or the harvester 1 via the communication control unit 40, and a user instruction input through the touch panel 41 (automatic travel). Data processing is performed on the basis of input data such as the necessary conditions). The result of the data processing is displayed on the display panel of the touch panel 41, and the control unit 5 of the management computer 100 or the harvester 1 from the communication terminal 4 via the communication control unit 40. Can be sent to

The work place information storage unit 101 stores pavement information including a topographical map around the pavement, attribute information of the pavement (such as the entrance and exit of the pavement, the direction of the pavement, and the like). In the work plan management unit 102 of the management computer 100, a work plan describing the work contents in a designated package is managed. The package information and the work plan can be downloaded to the communication terminal 4 or the control unit 5 of the harvester 1 through the operation of the monitor or through a program executed automatically. The work plan includes various kinds of information (work conditions) about the work in the packaging to be worked. As this information (work condition), the following are mentioned, for example.

(a) Driving pattern (straight round trip, vortex running, zigzag running, etc.)

(b) Parking position of the harvester (1) for the parking position of the support vehicle of the carrier CV or the discharge of harvest

(c) Work type (work by one harvester 1, work by several harvesters 1)

(d) so-called intermediate split lines

(e) the value of the rotation speed of the vehicle speed or threshing device 13 according to the crop species (rice (japonica rice, indica rice), barley, soybean, vegetable seeds, buckwheat, etc.) to be harvested;

In particular, from the information in (e), the setting of the traveling device parameter and the setting of the harvesting machine parameter according to the crop type are executed automatically, so that setting misses are avoided.

In addition, the position where the harvester 1 parks to discharge the harvest to the truck CV is a parking position for harvesting discharge, and the position where the harvester 1 parks to receive fuel from the refueling vehicle is a parking position for refueling. In this embodiment, they are set to substantially the same position.

The information (a) to (e) may be input by the monitor via the communication terminal 4 as a user interface. The communication terminal 4 includes an input function for instructing the start and stop of automatic driving, a vehicle driving including an input function of whether to drive the work by automatic driving or conventional driving, a traveling transmission device, or the like as described above. An input function for fine-tuning the value of the parameter to the work device device group 72 (see FIG. 6) including the device group 71, the harvesting unit 15, and the like is also constructed. Among the parameters of the work device device group 72, the height of the reel 17, the height of the harvesting unit 15, etc. may be mentioned as the values that can be finely adjusted.

The state of the communication terminal 4 can be switched to the animation display state of the automatic travel route, the conventional travel route, the parameter display / fine adjustment state, etc. by artificial switching operation. In addition, this animation display animates the travel locus of the harvester 1 which travels along the automatic travel route | route or the customary travel route which is the travel route | route in automatic driving | work or customary driving | work which predetermined predetermined | prescribed driving | working path | route is previously made, and the touch panel 41 is animated. To display on the display panel. By such animation display, the driver can intuitively check the driving route to be driven from now on before driving.

The work sheet data input unit 42 inputs the packaging information downloaded from the management computer 100, the work plan, or the information acquired from the communication terminal 4. The packaging schematic diagram included in the packaging information, the position of the packaging entrance and exit, and the parking position of the harvester 1 for receiving assistance from the work support vehicle are displayed on the touch panel 41. As a result, it is possible to support the circumferential driving for forming the outer circumferential region SA performed by the driver. When data such as a pavement entrance or a parking position is not included in the pavement information, the user can input through the touch panel 41. Therefore, the touch panel 41 functions as a parking position setting part which sets the parking position of the harvester 1 in outer periphery area SA. The parking position is set by touch operation on the work sheet displayed on the display panel portion of the touch panel 41. The external form data generating unit 43 uses a high-precision package shape and external dimensions and work from the driving trajectory data (time series data of the host vehicle position) during the circumferential traveling of the harvester 1 received from the control unit 5. The external shape and external dimensions of the target area CA are calculated. The area setting unit 44 sets the outer circumferential area SA and the work target area CA from the traveling trajectory data of the circumferential running of the harvester 1. The set position coordinates of the outer circumferential area SA and the work target area CA, that is, the appearance data of the outer circumferential area SA and the work target area CA, are used to generate a travel route for automatic travel. In this embodiment, since the generation of the traveling route is performed by the second traveling route management module CM2 built in the control unit 5 of the harvester 1, the position coordinates of the set outer peripheral area SA and the work target area CA, and touch The parking position set via the panel 41 is sent to the second travel path management module CM2. When the parking position is included in the packing information or the like, the work sheet data input unit 42 functions as the parking position setting unit.

When the pavement is large, the operation of creating an intermediate divided area for dividing the pavement into a plurality of compartments by a traveling route passing through the center is performed. This operation is called intermediate division. Positioning of this intermediate division can also be performed by touch operation with respect to the external view of the work paper displayed on the screen of the touch panel 41. Of course, the position setting of the intermediate division also affects the generation of the traveling route element group for the automatic travel, and thus may be automatically performed at the time of generating the traveling route element group. At that time, if the parking position of the harvester 1 for receiving support of the work support vehicle, such as the transport vehicle CV, is arrange | positioned on the extension line of an intermediate | middle division area, the run of harvest discharge | emission from all the divisions will be performed efficiently.

The second travel route management module CM2 is provided with a route management unit 60, a route element selection unit 63, and a route setting unit 64. The route management unit 60 calculates and readablely stores the traveling route element group, which is an assembly of a plurality of traveling route elements constituting the traveling route covering the work target area CA. As a function unit for calculating the travel path element group, the path manager 60 includes a mesh path element calculator 601, a ribbon path element calculator 602, and a U-turn path calculator 603. The path element selection unit 63 sequentially selects the next travel path element to be driven next from the travel path element group based on various selection rules to be described later in detail. The route setting section 64 sets the selected next travel route element as the target travel route for automatic travel.

The mesh path element calculating unit 601 calculates a traveling path element group which is a mesh straight group (corresponding to the "mesh line group" according to the present invention) as a traveling path element, which is a mesh straight line for mesh dividing the work target area CA. The position coordinates of the intersections and end points of the mesh straight lines can also be calculated. Since this travel path element becomes a target travel path at the time of automatic driving of the harvester 1, it is recommended that the harvester 1 change the path from one travel path element to the other travel path element at intersections and end points of mesh straight lines. It is possible. That is, the intersection point and the end point of mesh straight lines function as a path changeable point which allows the path change of the harvester 1 to be changed.

7, the outline of the arrangement of the mesh straight line group as an example of the travel path element group to the work target area CA is illustrated. The mesh path element calculating part 601 calculates a travel path element group so that the work width | variety of the harvester 1 may be made into the mesh space | interval, and it fills the work object area | region CA without leaving a mesh straight line. As described above, the work target area CA is an area inside the outer circumferential area SA formed by the circumferential travel of three to four wheels with the working width toward the inside from the boundary of the pavement. Therefore, basically, the appearance of the work area CA is similar to the appearance of the package. However, in order to facilitate the calculation of the mesh straight line, the peripheral area SA may be created so that the work subject area CA becomes approximately polygonal, preferably approximately rectangular. In FIG. 7, the shape of the work target area CA is a deformation quadrangle including the first side S1, the second side S2, the third side S3, and the fourth side S4.

As shown in FIG. 7, the mesh path element calculating unit 601 moves from the first side S1 of the work target area CA to the first side S1 from a position at a distance of half the working width of the harvester 1. The first straight line group arranged on the work subject area CA at the same time as the working width of the harvester 1 while being parallel to each other is calculated. Similarly, from the position spaced half the working width of the harvester 1 from the second side S2, parallel to the second side S2 and arranged on the work subject area CA at intervals of the working width of the harvester 1. The object to be worked on at a distance equal to the working width of the harvester 1 while being parallel to the third side S3 from a position at a distance of half the working width of the harvester 1 from the second straight group, the third side S3, From the position which placed half distance of the working width of the harvester 1 from the 3rd straight group arrange | positioned on area | region CA, the 4th side S4, parallel to 4th side S4, and as much as the working width of the harvester 1, The fourth straight line group arranged on the work subject area CA at intervals is calculated. Thus, the 4th side S4 from the 1st side S1 becomes a reference line which produces | generates a straight group as a travel path element group. If there are two position coordinates on a straight line, the straight line can be defined. Therefore, each straight line which is a traveling path element is data as a straight line defined by the position coordinates of two points of each straight line, and is stored in a memory in a predetermined data format. . In addition to the path number as a path identifier for identifying each driving path element, this data format includes, as an attribute value of each driving path element, a path type, a side of an outline rectangle as a reference, non-traveling / running, and the like. .

Of course, the above-described calculation of the straight line group can also be applied to the work target area CA of polygons other than quadrangle. In other words, when the work target area CA is N-shaped when N is an integer of 3 or more, the traveling path element group includes N straight groups from the first straight group to the Nth straight group. Each straight group includes a straight line arranged at a predetermined interval (work width) in parallel to any side of this N-square.

Also in the outer circumferential area SA, the route management unit 60 sets the traveling route element group. The traveling path element set in the outer circumferential area SA is used when the harvester 1 runs the outer circumferential area SA. The driving path elements set in the outer circumferential area SA are given attribute values such as an escape path, a return path, an intermediate straight path for U-turn driving, and the like. The departure path means the traveling path element group used for the harvester 1 to leave the work area CA and enter the outer peripheral area SA. The return path means a travel path element group used for the harvester 1 to return to work travel in the work target area CA from the outer peripheral area SA. The intermediate straight path for U-turn running (hereinafter, simply abbreviated as intermediate straight path) is a straight path constituting a part of the U-turn traveling path used for the U-turn running in the outer circumferential region SA. That is, the intermediate straight path is a straight traveling path element group constituting a straight line connecting the turning path on the start side of the U-turn running and the turning path on the end of the U-turn running, and the work target area CA in the outer peripheral area SA. The path is provided parallel to each side of. In addition, in the beginning, when the work travel is performed by performing the vortex traveling and switching to the linear reciprocation in the middle, the unplanned edge becomes smaller than the work target area CA in all sides by the vortex traveling, so that the work traveling can be performed efficiently. It is more efficient to run U-turns in the target area CA because there is no need to move to the outer peripheral area SA on purpose. Thus, when U turn travel is executed in the work target area CA, the intermediate straight path is moved in parallel to the inner circumferential side in accordance with the position of the outer circumferential line in the unknown.

In FIG. 7, the shape of the work target area CA is a deformation rectangle. Therefore, the side used as the generation criterion of the mesh path element group is four. Here, when the shape of the work target area CA is rectangular or square, the sides serving as the generation criteria of the mesh path element group are two. In this case, the structure of the mesh path element group becomes simpler.

In this embodiment, the path management part 60 is equipped with the ribbon type path element calculation part 602 as an optional travel path element calculation part. As shown in FIG. 3, the travel path element group computed by this ribbon path element calculation part 602 is the reference | standard side selected from the side which comprises the external shape of the work object area | region CA, for example, the longest side It extends in parallel to, and it is a parallel straight group (corresponding to the "parallel group" which concerns on this invention) covering the target area CA by a working width (without filling it with a working width). The traveling path element group calculated by the ribbon path element calculating unit 602 divides the work target area CA into a ribbon. In addition, the traveling route element group is an aggregate of parallel straight lines (corresponding to "parallel lines" according to the present invention) to which the harvester 1 is sequentially connected by the U-turn traveling route for running the U-turn. That is, when the running of one travel path element that is a parallel straight line is finished, the U-turn travel path for the next transition to the selected travel path element is determined by the U-turn path calculation unit 603.

The U-turn path calculation unit 603 calculates a U-turn travel path for connecting two travel path elements selected from the travel path element group calculated by the ribbon path element calculation unit 602 by U-turn travel. The U-turn path calculation unit 603 is based on the outer shape and the outer dimensions of the outer peripheral area SA, the outer shape and the outer diameter of the work target area CA, the turning radius of the harvester 1, and the like, when the outer peripheral area SA is set. Thus, one intermediate straight path parallel to the outer side of the work subject area CA is calculated for each region corresponding to each side (outer side) of the outer periphery of the work subject area CA among the outer circumferential areas SA. The U-turn path calculation unit 603 further includes a turning path on the starting side that connects the traveling path element currently running and the corresponding intermediate straight path when the normal U-turn running and the switchback turn driving are performed, and the corresponding intermediate straight path. The turning route on the end side connecting the route and the traveling route element of the destination is calculated. The principle of generating the U-turn traveling route will be described later. In other words, the path management unit 60 calculates and stores the driving path element and the U-turn driving path in a readable manner, and the next driving path element and the U-turn driving path to be driven are the path element selecting unit 63. Is selected, and linear reciprocation is executed by repetition of selection of the travel path element and the U-turn travel path.

As shown in FIG. 6, the control unit 5 of the harvester 1, which is constructing the second travel path management module CM2, is configured with various functions to perform work travel. The control unit 5 is comprised as a computer system, and is provided with the output processing part 7, the input processing part 8, and the communication processing part 70 as an input / output interface. The output processing unit 7 is connected to the vehicle traveling device group 71, the work device device group 72, the notification device 73, and the like, which are installed in the harvester 1. The vehicle traveling device group 71 includes steering devices for steering by adjusting the speeds of the crawlers on the left and right sides of the traveling body 11, but are not shown but are controlled for driving the vehicle, such as a transmission mechanism and an engine unit. Included. The working device device group 72 includes a device constituting the harvesting unit 15, the threshing device 13, the discharge device 18, and the like. The notification device 73 includes a display, a lamp or a speaker. In particular, the display shows the appearance of the pavement, and various notification information such as the traveling route (traveling trajectory) where the traveling is completed and the traveling route to travel from now on. The lamp and the speaker are used to notify the occupant (the driver or the monitor) of the caution information and the warning information, such as the driving instruction or the deviation from the target driving route in the auto steering driving.

The communication processing unit 70 receives the data processed by the communication terminal 4 and has a function of transmitting the data processed by the control unit 5. Thereby, the communication terminal 4 can function as a user interface of the control unit 5. The communication processing unit 70 is also used to exchange data with the management computer 100, and therefore has a function of handling various communication formats.

The input processing unit 8 is connected to the satellite positioning module 80, the traveling system detection sensor group 81, the working system detection sensor group 82, the automatic / manual switching operation tool 83, and the like. The traveling-system detection sensor group 81 contains the sensor which detects running states, such as an engine speed and a shift state. The working system detection sensor group 82 includes a sensor for detecting the height position of the harvesting unit 15, a sensor for detecting the storage amount of the harvest tank 14, and the like. The automatic / manual switching operation tool 83 is a switch for selecting any one of an automatic driving mode which runs by automatic steering and a manual driving mode which runs by manual steering. In addition, a switch for switching between automatic travel and conventional travel is provided in the driver 12 or built in the communication terminal 4.

In addition, the control unit 5 is provided with a travel control unit 51, a job control unit 52, a host vehicle position calculation unit 53, and a notification unit 54. The host vehicle position calculator 53 calculates the host vehicle position based on the positioning data output from the satellite positioning module 80. Since the harvester 1 is configured to be capable of traveling in both automatic driving (automatic steering) and manual driving (manual steering), the traveling control unit 51 controlling the vehicle traveling device group 71 includes an automatic traveling control unit ( 511 and a manual driving control unit 512 are included. The manual travel control unit 512 controls the vehicle travel device group 71 based on the operation by the driver. The automatic travel control unit 511 calculates the direction shift and the position shift between the travel path and the host vehicle position set by the path setting unit 64, generates an automatic steering command, and outputs the steering command to the steering apparatus through the output processing unit 7. . The work control unit 52 is connected to the work device device group 72 in order to control the movement of the operating device provided in the harvesting unit 15, the threshing device 13, the discharge device 18, and the like constituting the harvester 1. Give a control signal. The notification unit 54 generates a notification signal (display data or audio data) for notifying the driver or the monitor of necessary information through the notification device 73 such as a display.

The automatic driving control unit 511 may control the vehicle speed as well as the steering control. As described above, the vehicle speed is set, for example, by the passenger via the communication terminal 4 before starting work. The vehicle speeds that can be set include the vehicle speed at the time of harvest driving, the vehicle speed at the time of non-working turning (such as U-turn running), the vehicle speed at the time of harvesting or refueling, and the vehicle speed when driving the outer area SA from the work area CA. Included. The automatic traveling control unit 511 calculates the actual vehicle speed based on the positioning data obtained by the satellite positioning module 80. The output processor 7 sends a shift operation command to the traveling speed transmission apparatus and the like to the vehicle traveling device group 71 so that the actual vehicle speed corresponds to the set vehicle speed.

[About the route of automatic driving]

An example of automatic travel in the travel route management system will be described by dividing an example of performing a linear reciprocating run and an example of performing a vortex run.

First, an example of linear reciprocating travel using the travel path element group calculated by the ribbon path element calculation unit 602 will be described. In FIG. 8, by modeling, a travel path element group including 21 travel path elements represented by a ribbon with a short straight line is shown, and a path number is given above each travel path element. The harvester 1 at the start of work travel is located on the number 14 travel path element. A separation degree between the travel path element on which the harvester 1 is located and another travel path element is provided below each path in an integer having a sign. The priority for the harvester 1 located at the 14th travel path element to shift to the next travel path element is shown as an integer value in the lower part of the travel path element in FIG. 8. The smaller the value is, the higher the priority is. When the harvester 1 shifts from the completed travel path element to the next travel path element, the harvester 1 can perform normal U-turn travel and switchback turn travel shown in FIG. 9. Here, the normal U-turn travel is a travel that moves to the next travel path element with at least two travel path elements interposed therebetween. In addition, the switchback turn travel is a travel that can shift to two or more travel path elements, that is, the adjacent travel path elements. In normal U-turn running, when the harvester 1 enters the outer circumferential region SA from the end point of the travel path element of the transition source, the direction of change of about 180 ° is performed to enter the end point of the travel path element of the transition destination. When the distance between the travel path element of the shifter and the travel path element of the shifter is large, after a turn of about 90 °, the corresponding distance is straight ahead, and a turn of about 90 ° is performed again. That is, normal U-turn running is performed only by forward driving. On the contrary, in the switchback turn running, when the harvester 1 enters the outer circumferential area SA from the end point of the traveling path element of the shifting source, the harvester 1 once turns about 90 ° and then smoothly travels about 90 ° turning. Backwards to the position which can enter a path element, and then to the end point of the traveling path element of a transition destination. As a result, steering control becomes complicated, but transition to a travel path element having a short interval from each other is also possible.

The path element selector 63 selects the travel path element to be driven next. In this embodiment, the basic priority of selection of a travel route element is set. In this basic priority, the priority of the appropriate distance travel path element is set highest. The proper distance travel path element is a travel path element spaced apart by a predetermined distance from the travel path element serving as the sequence circle. Also, as compared with the proper distance travel path element, the priority is lowered as it moves away from the travel path element to be a turn circle. For example, with regard to the transition to the next travel route element, normal U-turn travel with a short travel distance also has a short running time and good efficiency. Therefore, the priority of the two travel path elements which floated right and left is set highest (priority = "1"). And from the harvester 1, with respect to the travel route element located farther than those traveling route elements, the longer the distance from the harvester 1, the longer the running time of the normal U-turn run. Therefore, the greater the distance from the harvester 1, the lower the priority is set (priority = "2", "3", ...). In other words, the numerical value of the priority indicates the priority. However, in the shift to the eight spaced travel path elements, the running time of the normal U-turn run becomes long, which is worse than the switchback turn run. Therefore, the priority of the transition to the eight floating side travel path elements is lower than the switchback turn travel. In the switchback turn driving, the priority for shifting to a traveling path element that is one floated is higher than the priority for shifting to the next travel path element. This is because the switchback turn travel to the next travel path element is likely to require a sharp turn and disturb the pavement. In addition, although the shift to the next travel path element may be in either of the right and left directions, a rule is adopted that the transition to the left travel path element takes precedence over the shift to the right travel path element in accordance with the conventional practice. Therefore, in the example of FIG. 8, the harvester 1 located in the route number 14 selects the traveling route element of route number 17 as a traveling route element to drive next. Such setting of priority is performed every time the harvester 1 enters a new travel path element.

The already selected driving path element, that is, the driving path element on which work is completed, is, in principle, prohibited from selection. Therefore, as shown in Fig. 10, for example, if the route number: 11 and the route number: 17 having a priority of "1" are the original work site (the craft site), the harvester 1 located at the route number: 14 Next, as the travel route element to travel next, a travel route element of route number 18 having a priority of "2" is selected.

FIG. 11 shows an example of swirl running by using the travel path element calculated by the mesh path element calculator 601. The outer circumferential area SA and the work target area CA of the pavement shown in FIG. 11 are the same as those of FIG. 7, and the traveling route element group set in the work target area CA is also the same. Here, for the sake of explanation, the traveling path elements having the first side S1 as a reference line are represented by L11, L12. Denotes a travel path element whose second side S2 is the reference line; Denotes a traveling route element having the third side S3 as a reference line; Denotes a traveling path element having the fourth side S4 as a reference line; It is represented by.

The thick line of FIG. 11 has shown the travel | running path which travels in a spiral form from the outer side of the harvester 1 toward an inner side. The travel path element L11 located at the outermost circumference of the work subject area CA is selected as the first travel path. At an intersection of the travel path element L11 and the travel path element L21, a path change of approximately 90 degrees is performed to travel the travel path element L21. Further, a path change of approximately 70 degrees is performed at the intersection of the travel path element L21 and the travel path element L31 to travel the travel path element L31. At an intersection between the travel path element L31 and the travel path element L41, a path change of approximately 110 ° is performed to travel the travel path element L41. Next, the process shifts to the traveling route element L12 at the intersection of the inner traveling route element L12 and the traveling route element L41 of the traveling route element L11. By repeating the selection of such a traveling path element, the harvester 1 works traveling in a spiral from the outside to the work subject area CA of the pavement. When the vortex traveling pattern is set as described above, the path change is performed at the intersections of the traveling path elements located at the outermost circumference of the work target area CA while having the attribute of non-traveling, and the harvester 1 changes direction. .

FIG. 12 shows a travel example of U-turn running using the same travel path element group shown in FIG. First, the travel path element L11 outside the work target area CA is selected as the first travel path. The harvester 1 makes a 90 ° turn beyond the end (end point) of the travel path element L11 and enters the outer periphery area SA and follows the second side S2, and further extends in parallel with the travel path element L11. A 90 ° turn is made again to enter the start point. As a result, after the normal U-turn travel of 180 °, the process shifts from the travel path element L11 to the travel path element L14 which floats two travel path elements. Further, when the vehicle travels on the travel path element L14 and enters the outer circumferential region SA, the vehicle moves to the travel path element L17 extending in parallel with the travel path element L14 via the normal U-turn travel of 180 °. In this way, the harvester 1 shifts from the travel path element L17 to the travel path element L110, and from the travel path element L110 to the travel path element L16, and finally completes the work travel of the entire work target area CA of the pavement. As is clear from the above description, an example of linear reciprocation using the travel path element group by the ribbon path element calculation unit 602 described using Figs. 8, 9 and 10 is a mesh path element calculation. It is also applicable to linear reciprocation using the travel path element calculated by the unit 601.

In this manner, the linear reciprocating travel can be realized even if the travel path element group divides the work target area CA into a ribbon or the travel path element group divides the work target area CA into a mesh shape. In other words, as long as it is a traveling path element group that divides the work subject area CA into a mesh shape, it can be used for linear reciprocating driving, vortex driving, and zigzag driving, and it is also possible to change the driving pattern from vortex driving to linear reciprocating driving during work. Do.

[Creation principle of U-turn driving route]

13, the basic principle of the U-turn path calculator 603 generating the U-turn travel path will be described. In Fig. 13, a U-turn traveling path is shown that transitions from the traveling path element that is a member of the front line indicated by LS0 to the traveling path element that is a turn destination indicated by the LS1. In normal driving, if LS0 is a traveling path element in the work subject area CA, LS1 becomes a travel path element (= intermediate straight path) in the outer circumferential area SA, and LS1 is a travel path in the work subject area CA. If it is an element, it is common that LS0 becomes a traveling path element (= intermediate straight path) in the outer circumferential area SA. The linear equations (or two points on a straight line) of the travel path elements LS0 and LS1 are recorded in the memory, and from these linear equations, their intersection point (shown as PX in FIG. 13) and the crossing angle (shown as θ in FIG. 13). Is calculated. Next, while contacting the travel path element LS0 and the travel path element LS1, a circumference of a radius equal to the minimum turning radius of the harvester 1 (indicated by r in FIG. 13) is calculated. A circular arc (part of the circumference) connecting this contact with the contact point of the travel path elements LS0 and LS1 (indicated by PS0 and PS1 in Fig. 13) becomes the turning path. Therefore, the distance P between the intersection PX of the travel path elements LS0 and LS1 and the contact point of this circumference is obtained as Y = r / (tan (θ / 2)). R is a prescribed value because the minimum turning radius is substantially determined in accordance with the specifications of the harvester 1. In addition, r does not need to be the same value as the minimum turning radius, and it is sufficient to set the turning radius without difficulty by the communication terminal 4 or the like in advance, and to program the turning operation to be the turning radius. In traveling control, the harvester 1 starts turning traveling when the distance to the intersection reaches Y position coordinate PS0 while driving the traveling route element LS0 which is a front member, and then, during the turning driving, the harvester 1 When the difference between the azimuth of 1) and the azimuth of the traveling route element LS1 which is the turning destination is within the allowable value, the turning travel ends. At that time, the turning radius of the harvester 1 does not have to exactly coincide with the radius r. By steering control based on the distance and the orientation difference with the traveling route element LS1 which is a turning destination, the harvester 1 can shift to the traveling route element LS1 which is a turning destination.

14, 15, and 16, three specific U-turn runs are shown. In FIG. 14, although the travel path element LS0 which is a front member and the travel path element LS1 which is a turning destination extend in the inclined state from the outer side of the work object area | region CA, you may extend perpendicularly | vertically. Here, the U-turn traveling path in the outer circumferential area SA is an extension line of the traveling path element LS0 and the traveling path element LS1 to the outer circumferential area SA, an intermediate straight path that is a part (line segment) of the traveling path element of the outer circumferential area SA, and two circles. It consists of arc-shaped turning path. This U-turn traveling route can also be generated in accordance with the basic principles described with reference to FIG. The intersection angle θ1 and the intersection PX1 of the intermediate straight path and the traveling path element LS0 serving as the front member, and the intersection angle θ2 and the intersection PX2 of the traveling path element LS1 which is the intermediate straight path and the pivot destination are calculated. Furthermore, the position coordinates of the contact points PS10 and PS11 of the circumference of the radius r (= turning radius of the harvester 1) in contact with the traveling path element LS0 which is the front member and the intermediate straight path, and the traveling path element LS1 which is the intermediate straight path and the turning destination The position coordinates of the contacts PS20 and PS21 of the circle of radius r are calculated. At these contacts PS10 and PS20, the harvester 1 starts turning. Similarly, with respect to the work object area | region CA which formed the triangular processus | protrusion shown in FIG. 15, the U-turn traveling path | pass which bypasses the triangular procession can be similarly produced | generated. The intersection of the travel path elements LS0 and LS1 and two intermediate straight paths that are part (line segments) of the travel path elements of the outer circumferential region SA is obtained. In calculating each intersection point, the basic principle described using FIG. 13 is applied.

In FIG. 16, turning travel by switchback turn running is shown, and the harvester 1 moves from the travel path element LS0 which is a front member to the travel path element LS1 which is a turning destination. In this switchback turn travel, the intermediate straight path parallel to the outer side of the work target area CA, which is a part (line segment) of the travel path element of the outer circumferential area SA, and the circumference of the radius r in contact with the travel path element LS0, and the intermediate straight path. And a circle of radius r in contact with the travel path element LS1 is calculated. According to the basic principle explained using FIG. 13, the position coordinates of the contact points of the two circumferences and the intermediate straight path, the position coordinates of the travel path element LS0 which is the front member and the contact point, and the contact paths of the contact point of the travel path element LS1 which is the turning point Position coordinates are calculated. As a result, the U-turn travel path in the switchback turn travel is generated. Moreover, the harvester 1 travels backward in the intermediate straight path | route in switchback turn running.

[About direction change driving in whirlpool running]

In FIG. 17, an example of the direction change drive used for the path change in the intersection which is the path change possible point of a travel path element in the above-mentioned vortex run is shown. This turning direction driving is hereinafter referred to as? Turn driving. The traveling route (α-turn traveling route) in the α-turn traveling is a kind of so-called forward and backward position corrected traveling route, which is a traveling route element (shown as LS0 in FIG. 17) of the traveling source and a traveling route element that is a turning destination ( It is a path | route which contacts the traveling path element which is a turning point in the turning path | route path to the backward from the intersection point of FIG. 17) which is represented by LS1. Since the α-turn traveling route is standardized, the α-turn traveling route generated in accordance with the intersection angle between the traveling route element of the traveling source and the traveling route element serving as the turning destination is registered in advance. Therefore, the route management unit 60 reads the appropriate α-turn traveling route based on the calculated crossing angle and gives it to the route setting unit 64. Instead of this configuration, the automatic control program is registered in the automatic traveling control unit 511 for each crossing angle, and the automatic traveling control unit 511 reads the appropriate automatic control program based on the crossing angle calculated by the route management unit 60. You may employ | adopt a structure.

[Route selection rule]

The route element selector 63 includes a work plan received from the management center KS or a travel pattern (for example, a linear reciprocation travel pattern or a vortex travel pattern) artificially input from the communication terminal 4, the host vehicle position, and the work. Based on the state information output from the state evaluator 55, the traveling route elements are sequentially selected. That is, unlike the case where the entire travel route is previously formed based only on the set travel pattern, a suitable travel route corresponding to an unpredictable situation is formed before the work. In addition to the basic rules described above, the path element selection unit 63 has previously registered the following path selection rules A1 to A12, and an appropriate path selection rule is applied according to the driving pattern and the status information.

(A1) When a shift from automatic driving to manual driving is requested by an operation by a monitor (passenger), after the preparation for manual driving is completed, the selection of the driving path element by the path element selecting unit 63 is stopped. . Such operation includes operation of the automatic / manual switching operation tool 83, operation of the braking operation tool (especially sudden stop operation), operation over a predetermined steering angle by a steering operation tool (steering lever, etc.). Moreover, when the odometer detection sensor group 81 contains the sensor which detects the member of the supervisor which is required to board | seat at the time of automatic driving, for example, the seating detection sensor provided in the seat, or the seat detection sensor of the seat belt, Automatic traveling control can be stopped based on the signal from this sensor. That is, when the member of the monitor is detected, the automatic travel control starts or the travel itself of the harvester 1 is stopped. Moreover, it is operation of the steering angle smaller than the predetermined steering angle in a steering operation tool, and when the operation of a small steering angle is performed, you may employ | adopt the structure which only performs fine adjustment of a running direction, without stopping automatic driving control.

(A2) The automatic traveling control unit 511 monitors the relationship (distance) between the outer line position of the pavement and the host vehicle position based on the positioning data. The automatic traveling control unit 511 controls the automatic traveling so as to avoid contact between the head and the gas at the time of turning in the outer circumferential region SA. Specifically, the driving that stops the automatic driving to stop the harvester 1, changes the shape of the turn driving (changes from normal U-turn running to switchback turn driving or α-turn running), or travels that do not pass through the area. The path is set. “The turning area is narrow. Be careful. ”And the like.

(A3) When the storage amount of the harvest of the harvest tank 14 is close to full load or full load, and the discharge of the crop is required, the discharge request as the one of the status information from the work state evaluator 55 to the path element selector 63 (work A kind of departure request from work travel in the target area CA). In this case, based on the parking position and the host vehicle position for carrying out the discharge work to the transport vehicle CV of the dungarea, an appropriate traveling path element which moves away from the work travel in the work target area CA and travels in the outer circumferential area SA to the corresponding parking position. (For example, the travel path element to be the shortest path) is selected from the given attribute values of the departure paths among the travel path element groups set in the outer circumferential area SA and the travel path element group set in the work target area CA.

(A4) A fuel supply request (a kind of departure request) is issued when it is estimated that fuel exhaustion is imminent based on the fuel tank remaining value value calculated by a signal from the fuel remaining fuel sensor or the like. Also in this case, similarly to (A3), an appropriate travel path element (for example, a travel path element that becomes the shortest path) to the fuel supply position is selected based on the parking position and the host vehicle position which are preset fuel supply positions.

(A5) When moving away from the work travel in the work target area CA and entering the outer peripheral area SA, it is necessary to return to the work target area CA again. As the travel path element to be the point of return to the work target area CA, the travel path element closest to the departure point or the travel path element closest to the current position in the outer area SA is the travel path element set in the outer area SA. The attribute value of the return route among the groups is given and selected from the travel route element group set in the work target area CA.

(A6) At the time of determining the traveling route from the work travel in the work area CA and returning back to the work area CA for harvest discharge or refueling, the work (running) is performed in the work area CA. The traveling route element to which the attribute of the traveling prohibition is given is revived as a traveling route element which can run. When a predetermined time or more can be shortened by selecting the traveling route element of the previous work, the traveling route element is selected. In addition, it is also possible to use reverse for traveling in the work target area CA when moving away from the work target area CA.

(A7) The timing of departure from work travel in the work subject area CA for crop discharge and fuel replenishment is determined from each margin and the travel time or travel distance to the parking position. The margin is here the travel time or the travel distance predicted from the storage amount of the present situation in the harvest tank 14 to full load, if it is harvest discharge. In the case of refueling, it is the travel time or the travel distance predicted from the remaining amount of the present situation in the fuel tank to the exhaustion of fuel completely. For example, when passing through the parking position for discharge during autonomous driving, the vehicle is left full after passing the parking position based on the margin or the time required for the discharge operation, and returns to the parking position. In the case where discharge is performed while passing through the vicinity, it is determined which is the last efficient driving (whether the total working time is short or the total running distance is short). If the discharge operation is too small, the number of discharges increases as a whole, so it is not efficient, and if it is almost full, it is more efficient to discharge them while passing.

(A8) FIG. 18 shows a case in which the travel path element selected in the work travel resumed after the departure from the work subject area CA is not subsequent to the work travel before the departure. In this case, the linear reciprocating travel pattern as shown in FIGS. 3 and 12 is set in advance. In FIG. 18, the parking position is indicated by reference numeral PP. In addition, as a comparative example, the travel path when the work target area CA is smoothly completed by linear reciprocation with 180 ° U-turn travel is indicated by a dotted line. have. The actual driving trajectory is shown by the thick solid line. In accordance with the progress of the work travel, the linear travel path element and the U-turn travel path are sequentially selected (step # 01).

When a departure request occurs in the middle of work travel (step # 02), a travel route from the work subject area CA to the outer circumferential area SA is calculated. At this point, the path is straight along the currently traveling driving element and goes out to the outer area SA, and is rotated 90 degrees from the currently traveling driving element, so that it is a set of driving route elements having the attribute of = traveling. Part), and a route to the outer circumferential area SA where the parking position exists. Here, the latter route with a shorter travel distance is selected (step # 03). In this latter departure run, a move in which the travel route element set in the outer circumferential region SA is moved in parallel to the departure point is used as the departure travel route element in the work target area CA after the 90 ° turn. However, if the departure request is made with time margin, the electron path is selected. In the former departure run, since the harvesting operation is continued during the departure run in the work target area CA, there is an advantage in terms of work efficiency.

The harvester 1 is assisted by the work support vehicle when the harvester 1 leaves the work run in the work target area CA and travels away from the work target area CA and the outer circumferential area SA to reach the parking position. In this example, the harvest stored in the harvest tank 14 is discharged to the truck CV.

When the discharge of the harvest is completed, in order to return to the working run, it is necessary to return to the point where the departure request has occurred. In the example of FIG. 18, since the unworked part remains in the travel path element that was traveling when the departure request occurred, the process returns to the travel path element. For this reason, the harvester 1 selects the travel path element of the outer periphery area SA from the parking position, and runs leftward. When the harvester 1 reaches the end point of the target travel path element, the harvester 1 turns 90 ° therein to enter the travel path element. Run the work. When the departure request has passed, the harvester 1 travels non-working, and travels on the next travel path element via the U-turn travel path (step # 04). Thereafter, the harvester 1 continues the linear reciprocating run to complete the work run in the work target area CA (step # 05).

(A9) When the input work sheet data includes the position of the traveling obstacle in the package, or when the harvester 1 is equipped with the obstacle position detecting device, the obstacle avoidance driving is performed based on the position of the obstacle and the vehicle position. The travel route element is selected. As the selection rule for the obstacle avoidance purpose, a rule for selecting a traveling path element to be a bypass path as close to the obstacle as possible, or a straight path without obstacles when the entry to the work area CA after exiting the outer peripheral area SA is taken. There is a rule for selecting a driving route element that can be used.

(A10) In the case where the vortex traveling pattern as shown in Figs. 4 and 11 is set, when the length of the traveling path element to be selected is shortened, it is automatically changed from the vortex traveling pattern to the linear reciprocating traveling pattern. This is because when the area is narrowed, the vortex travel including the α-turn travel that moves forward and backward tends to be inefficient.

(A11) In the case of traveling by conventional driving, the number of unworked (non-traveling) travel path elements in the unworked place, that is, the travel path element group in the work target area CA is less than or equal to the predetermined value. In this case, it automatically switches from the conventional driving to the automatic driving. In addition, when the harvester 1 is working on the work area CA covered by the mesh straight group by swirling from the outside to the inside, the area of the remaining unworked paper becomes smaller, and the number of the unworked travel path elements is less than or equal to the predetermined value. In this case, the linear reciprocation is switched from the vortex run. In this case, as described above, in order to avoid wasteful running, the traveling path element having the property of the intermediate straight path is moved in parallel from the outer peripheral area SA to the vicinity of the unworked work area of the working target area CA.

(A12) In pavement such as rice farming or barley farming, the efficiency of the harvesting operation can be improved by running the harvester 1 in parallel to the stalk, which is a row of seedlings. For this reason, in the selection of the travel route element by the route element selector 63, the travel route element parallel to the jaw becomes easier to be selected. However, if the posture of the aircraft at the start of the work run is not a posture or a position parallel to the jaw direction, the work is performed by a run to make the posture parallel to the jaw, even when traveling along the direction crossing the jaw direction. do. Thereby, even if it is a little wasteful running (non-working running), work can be completed quickly.

(Cooperative driving control)

In the above-mentioned embodiment, the work run of the pavement was performed by one harvester 1. Of course, the present invention is also applicable to the use of a plurality of work vehicles. Here, a form in which work travel (automatic travel) by two harvesters 1 will be described for ease of understanding. 19, the 1st work vehicle which functions as the master harvester 1m, and the 2nd work vehicle which functions as the slave harvester 1s cooperate, and the operation | work running in one pavement is shown. The supervisor rides on the master harvester 1m, and the supervisor operates the communication terminal 4 carried in the master harvester 1m. For convenience, the terms master and slave are used, but there is no master or slave relationship, and the master harvester 1m and the slave harvester 1s each independently route based on the above-described driving route setting routine (rule of selection of the driving route element). Set to auto run. However, data can be communicated between the master harvester 1m and the slave harvester 1s via the respective communication processing units 70, and the state information is exchanged. The communication terminal 4 not only gives the master harvester 1m the command of the supervisor or data on the travel route, but also the slave harvester 1s via the communication terminal 4 and the master harvester 1m. In addition, data regarding a driving route can be provided. For example, the state information output from the work state evaluation unit 55 of the slave harvester 1s is also transmitted to the master harvester 1m, and the state information output from the work state evaluation unit 55 of the master harvester 1m is It is also sent to the slave harvester 1s. Accordingly, both path element selectors 63 have a function of selecting the next travel path element in consideration of both state information and both vehicle positions. In addition, when the path management unit 60 and the path element selection unit 63 are built in the communication terminal 4, both harvesters 1 give the state information to the communication terminal 4, and the next travel route selected therefrom. Will receive the element.

In FIG. 20, similar to FIG. 7, the work target area CA covered by a group of mesh straight lines composed of mesh straight lines that are divided into meshes by the working width is illustrated. Here, the master harvester 1m enters the travel path element L11 from the vicinity of the lower right side of the deformed rectangle representing the work target area CA, and turns left at the intersection of the travel path element L11 and the travel path element L21, and travel path element L21. Enter Further, the vehicle turns left at the intersection of the travel path element L21 and the travel path element L32 to enter the travel path element L32. In this way, the master harvester 1m performs vortex running of the left turn. On the contrary, the slave harvester 1s enters the travel path element L31 from the vicinity of the upper left corner of the work target area CA, turns left at the intersection of the travel path element L31 and the travel path element L41, and enters the travel path element L41. Further, the vehicle turns left at the intersection of the travel path element L41 and the travel path element L12 to enter the travel path element L12. In this way, the slave harvester 1s performs vortex running of the left turn. As is apparent from FIG. 20, cooperative control is performed in which the running trajectory of the slave harvester 1s enters between the running trajectories of the master harvester 1m. Therefore, the run of the master harvester 1m is a vortex run spaced by the width of the sum of the work width of the master harvester and the work width of the slave harvester 1s. In addition, the slave harvester 1s travels in a vortex running spaced apart by the width of the work width of the master harvester 1m. The travel trajectory of the master harvester 1m and the travel trajectory of the slave harvester 1s create a double vortex.

In addition, since the work object area | region CA is prescribed | regulated by the outer periphery area SA formed by the outer periphery run, the periphery run for forming the outer periphery area SA is first performed to either the master harvester 1m or the slave harvester 1s. It is necessary to do it. It is also possible to perform this circumferential running degree by cooperative control of the master harvester 1m and the slave harvester 1s.

The driving trajectory shown in FIG. 20 is theoretical. In practice, the travel trajectory of the master harvester 1m and the travel path of the slave harvester 1s are corrected in response to the state information output from the work state evaluation unit 55, and the travel trajectory does not become a full double vortex. An example of such a correction run is explained below using FIG. 21. In FIG. 21, the transport vehicle CV which conveys the harvest harvested by the harvester 1 is parked at the position corresponding to the center outer side of 1st edge | side S1 in the outer side of the pavement. And the parking position where the harvester 1 is parked is set in the position adjacent to the truck CV in outer periphery area SA for the crop discharge operation | work to the transport truck CV. Fig. 21 shows that the slave harvester 1s deviates from the traveling path element in the work target area CA in the course of work travel, and travels around the outer peripheral area SA, discharges the harvest to the vehicle CV, and then travels the peripheral area SA again. The return to the travel route element in the work target area CA is shown.

First, when the departure request (harvesting discharge) occurs, the path element selector 63 of the slave harvester 1s selects the departure path in the outer circumferential region SA based on the margin of storage and the traveling distance to the parking position. A traveling route element having an attribute value and a traveling route element serving as a departure source to the traveling route element of the departure route attribute are selected. In this embodiment, the travel path element set in the area where the parking position is set in the outer area SA and the travel path element L41 that is currently traveling are selected, and the intersection of the travel path element L41 and the travel path element L12 is a departure point. It is. The slave harvester 1s, which has advanced to the outer circumferential region SA, travels to the parking position along the travel path element (departure path) of the outer circumferential region SA, and discharges the harvest from the parking position to the transport vehicle CV.

The master harvester 1m continues the work run in the work target area CA while the slave harvester 1s has escaped the work travel in the work target area CA and discharged the harvest. However, the master harvester 1m was originally going to select the travel route element L13 at the intersection of the travel route element L42 and the travel route element L13 during the travel of the travel route element L42. However, since the traveling of the traveling path element L12 by the slave harvester 1s was canceled by the detachment of the slave harvester 1s, the traveling path element L12 is not known (not traveling). For this reason, the path element selection part 63 of the master harvester 1m selects the travel path element L12 instead of the travel path element L13. That is, the master harvester 1m travels to the intersection of the travel path element L42 and the travel path element L12, and turns left there to travel the travel path element L12.

When the slave harvester 1s finishes discharging the crops, the path element selector 63 of the slave harvester 1s causes the current position and the automatic travel speed of the slave harvester 1s and the travel path in the work target area CA. The driving route element to be returned is selected based on the attributes of the element (non-traveling / running), the current position of the master harvester 1m, the automatic traveling speed, and the like. In this embodiment, a travel path element L43 which is an unworked travel path element located on the outermost side is selected. The slave harvester 1s travels the outer peripheral area SA from the parking position to the left along the travel path element having the attribute of the return path, and enters the travel path element L43 from the left end of the travel path element L43. When the path element selector 63 of the slave harvester 1s selects the travel path element L43, the information is transmitted to the master harvester 1m as state information. The route element selector 63 of the master harvester 1m selects the travel route element L44 on the inner side of the travel route element L43 as the next travel route element, if it has selected the travel route to the travel route element L33. . This means that there is a possibility that the master harvester 1m and the slave harvester 1s are close to the intersection of the travel path element L33 and the travel path element L44. Thus, the traveling control unit 51 of either the harvesters 1m and 1s or one of the traveling control units 51 calculates the difference in the passage time between the intersection points of the master harvester 1m and the slave harvester 1s and passes the result. If the time difference is less than or equal to a predetermined value, the harvester 1 (in this case, the master harvester 1m) having the later passing time is controlled to temporarily stop for avoiding collision. After the slave harvester 1s has passed the intersection, the master harvester 1m starts automatic running again. In this manner, since the master harvester 1m and the slave harvester 1s exchange information with each other, such as the host vehicle position and the selected travel path element, the collision avoidance action and the delay avoidance action can be executed.

Such a collision avoidance action and a delay avoidance action are performed also in a linear reciprocating run as shown in FIG. 22 and FIG. In addition, in FIG.22 and FIG.23, the parallel straight line group which consists of straight lines parallel to each other is L01, L02,... It is indicated by L10, where L01-L04 is the working route element of the machine work and L05-L10 is the unworked driving path element. In FIG. 22, the master harvester 1m travels the outer peripheral area SA to face the parking position, and the slave harvester 1s pauses at the lower end of the work target area CA, specifically at the lower end of the travel path element L04. . When the slave harvester 1s enters the outer periphery area SA in order to transition from the travel path element L04 to the travel path element L07 with the U-turn running, it collides with the master harvester 1m, so the slave harvester 1s temporarily stops as a collision avoidance action. I'm doing it. When the master harvester 1m parks in the parking position, the entry into the work area CA or the departure from the work area CA using the travel path elements L05, L06, L07 becomes impossible, and thus the travel path elements L05, L06. L07 temporarily becomes a driving prohibition (prohibition of selection). When the master harvester 1m finishes the discharge operation and moves from the parking position, the path element selector 63 of the slave harvester 1s adds the travel path of the master harvester 1m, from the travel path elements L05-L10. Next, the travel route element to be performed next is selected, and the slave harvester 1s resumes automatic travel.

It is also possible for the slave harvester 1s to continue working while the master harvester 1m is discharging at the parking position. An example is shown in FIG. In this case, the route element selector 63 of the slave harvester 1s normally selects the traveling route element L07 in front of three lanes with the traveling route element priority of "1" as the traveling route element of the transition destination. , The travel route element L07 is prohibited to travel in the same manner as in the example of FIG. 22. So, next, the high priority travel path element L08 is selected. As the moving path from the driving path element L04 to the driving path element L08, a path (represented by a solid line in FIG. 23) which retracts the current driving path element L04 which is the main driving, or a right turn from the lower end of the driving path element L04, A plurality of paths such as a path to the outer circumferential region SA (indicated by a dotted line in FIG. 23) are calculated, and a path having the most efficiency, for example, a path that becomes the shortest (in this form, a path of a solid line) is selected.

As described above, even when a plurality of harvesters 1 cooperate to work in a single pavement, each path element selector 63 receives the work plan or the communication terminal 4 received from the management center KS. Based on a driving pattern (for example, a linear reciprocating driving pattern or a vortex traveling pattern) artificially inputted from the user, the host vehicle position, the state information output from each work state evaluation unit 55, and a selection rule registered in advance. Then, the traveling route elements are sequentially selected. Below, selection rules (B1) to (B11) which are rules other than the above-mentioned (A1)-(A12) and which work when a plurality of harvesters 1 cooperate and run | work run are listed.

(B1) The plurality of harvesters 1 which work in cooperation with each other travel automatically in the same travel pattern. For example, when the linear reciprocating travel pattern is set in one harvester 1, the linear reciprocating travel pattern is set in the other harvester 1, too.

(B2) When the vortex traveling pattern is set, when one harvester 1 deviates from the working travel in the work target area CA and enters the outer circumferential area SA, the other harvester 1 selects the outer travel path element. do. As a result, instead of leaving the traveling planned route of the harvested harvester 1 detached, the traveling route element which the harvested harvested harvester 1 has traveled is preempted.

(B3) When the harvester 1 detached when the vortex traveling pattern is set returns to work travel in the work target area CA again, the far-away from the harvester 1 during the work travel and further, the unworked attribute Select the traveling route element to have.

(B4) When the travel path element to be selected becomes short when the vortex travel pattern is set, the work travel is executed with only one harvester 1 and the other harvesters 1 are separated from the work travel.

(B5) When the vortex traveling pattern is set, in order to avoid the risk of collision, the plurality of harvesters 1 moves the traveling path elements from the traveling path element group parallel to the sides of the polygons representing the outline of the work target area CA. Prohibit selection at the same time.

(B6) When the straight reciprocating traveling pattern is set, when one harvester 1 is traveling U-turn, the other harvester 1 automatically does not enter the area in which the U-turn running is performed among the outer periphery area SA. Odometer is controlled.

(B7) When the straight reciprocating travel pattern is set, as a next travel path element, a travel path in which another harvester 1 is at least two or more positions away from the next travel path element or the currently traveling travel element. The element is selected.

(B8) The determination of the timing to deviate from the running of the work in the work subject area CA for crop discharge and refueling, and the selection of the travel path element are not only the margin and the running time to the parking position, but also the plurality of harvesters 1 Is performed in addition to the condition that does not deviate simultaneously.

(B9) When a conventional run is set in the master harvester 1m, the slave harvester 1s performs automatic running following the master harvester 1m.

(B10) When the discharge demand is made at the same time or almost simultaneously when the capacity of the harvest tank 14 of the master harvester 1m and the capacity of the harvest tank 14 of the slave harvester 1s are different, the low-capacity harvester 1 ) Performs the discharge operation first. The discharge waiting time (non-working time) of the harvester 1 which cannot discharge is shortened, and it is possible to finish the harvesting work of the package even a little faster.

(B11) When one field is quite wide, one field is divided into a plurality of sections by intermediate division, and one harvester 1 is put into each section. FIG. 24: is explanatory drawing which shows the middle of the intermediate | middle division process which forms the strip | belt-shaped intermediate | middle division area CC in the center of the work object area | region CA, and divides a work object area | region CA into two compartments CA1 and CA2, FIG. It is explanatory drawing which shows after completion | finish of a division process. In this embodiment, the master harvester 1m forms the intermediate divided region CC. While the master harvester 1m is performing the intermediate division, the slave harvester 1s travels in the section CA2 in a straight reciprocating travel pattern, for example. Prior to this work run, a travel path element group for the section CA2 is generated. At that time, in the section CA2, selecting the travel path element corresponding to one work width at the position closest to the intermediate partition area CC is prohibited until the intermediate partition process is completed. This makes it possible to avoid contact between the master harvester 1m and the slave harvester 1s.

When the intermediate splitting process is finished, the master harvester 1m is travel controlled as a single work run using the travel path element group calculated for the section CA1, and the slave harvester 1s is the travel path element calculated for the section CA2. The driving is controlled by using the group as the single work driving. When either harvester 1 completes the work first, it enters the compartment in which work remains, and cooperative control of the harvester 1 and the other harvester 1 is started. The harvester 1 whose work in the division in charge is completed automatically travels to the division in charge of the other harvester 1 in order to support the work of the other harvester 1.

If the size of the package is larger, the package is half-divided into a lattice as shown in FIG. This intermediate division can be performed by the master harvester 1m and the slave harvester 1s. The work by the master harvester 1m and the work by the slave harvester 1s are allocated to the division | part formed by the grid | lattice-middle division, and work travel by the independent harvester 1 is performed in each division. However, the travel path element is selected under the condition that the distance between the master harvester 1m and the slave harvester 1s does not fall above a predetermined value. This is because when the slave harvester 1s is excessively separated from the master harvester 1m, it is difficult to monitor the operation of the slave harvester 1s by the supervisor aboard the master harvester 1m and to communicate the status information with each other. For losing. In the case of the form like FIG. 26, even if the harvester 1 which the work | work in the division in charge is complete | finished may carry out automatic driving so that it may face the division | region in charge of the other harvester 1 in order to support the work of another harvester 1. It is also possible to automatically run so as to face the next section in charge of the host vehicle.

Since the parking position of the transport vehicle CV and the parking position of the refueling vehicle become outside of the outer circumferential region SA, the traveling route for harvest discharge and fuel replenishment becomes longer depending on the section in which work is being run, and the running time is wasted. For this reason, at the time of the reciprocation run to a parking position and the return run from a parking position, the travel path element and the winding travel path element which perform the work travel of the division used as a passage are selected.

[About fine adjustment of parameters, such as a group of working apparatus apparatuses at the time of cooperative automatic driving]

In the case where the master harvester 1m and the slave harvester 1s cooperatively run and run, the monitor is aboard the master harvester 1m. Therefore, as for the master harvester 1m, the supervisor has the value of the parameter with respect to the vehicle traveling device group 71 and the work device device group 72 in automatic travel control via the communication terminal 4 as needed. Can be fine tuned. In order to realize the values of parameters for the vehicle traveling device group 71 and the work device device group 72 of the master harvester 1m also in the slave harvester 1s, as shown in FIG. 27, the master harvester 1m ), A configuration capable of adjusting the parameters of the slave harvester 1s can be adopted. However, even if the communication terminal 4 is provided also in the slave harvester 1s, there is no problem at all. This is because the slave harvester 1s may also be used as the master harvester 1m in the case where the autonomous driving is performed alone.

In the communication terminal 4 shown in FIG. 27, a parameter acquisition unit 45 and a parameter adjustment command generation unit 46 are constructed. The parameter acquisition unit 45 acquires the device parameters set in the master harvester 1m and the slave harvester 1s. Thereby, the setting value of the equipment parameters of the master harvester 1m and the slave harvester 1s can be displayed on the display panel part of the touch panel 41 of the communication terminal 4. The supervisor on board the master harvester 1m inputs a device parameter adjustment amount for adjusting the device parameters of the master harvester 1m and the slave harvester 1s via the touch panel 41. The parameter adjustment command generation unit 46 generates a parameter adjustment command for adjusting the corresponding device parameter based on the input device parameter adjustment amount and transmits the parameter adjustment command to the master harvester 1m and the slave harvester 1s. As a communication interface for such communication, a communication processing unit 70 is provided in the control unit 5 of the master harvester 1m and the slave harvester 1s, and the communication control unit 40 is provided in the communication terminal 4. It is. The adjustment of the equipment parameters of the master harvester 1m may be performed directly by the monitor using various operation tools provided in the master harvester 1m. The machine parameter is divided into the driving machine parameter and the work machine parameter. Vehicle equipment parameters include vehicle speed and engine speed. The work machine parameter also includes the height of harvesting portion 15 or the height of reel 17.

As described above, the automatic traveling control unit 511 has a function of calculating the actual vehicle speed based on the positioning data obtained by the satellite positioning module 80. In the cooperative autonomous driving, by using this function, the vehicle speed based on the positioning data of the preceding harvester 1 is compared with the actual vehicle speed based on the positioning data of the subsequent harvester 1 in the same direction. If there is a difference, the vehicle speed adjustment is performed so that the vehicle speed of the subsequent harvester 1 coincides with the vehicle speed of the preceding harvester 1. This prevents abnormal access or contact due to the difference between the speed of the vehicle between the preceding harvester 1 and the subsequent harvester 1.

The communication processing unit 70 of the harvester 1 and the communication control unit 40 of the communication terminal 4 may be provided with a communication call function for sending a call or mail to a portable communication terminal such as a registered mobile phone. In the case where such a communication call function is provided, if the storage amount of the harvest exceeds a predetermined amount, a call (artificial voice) or an e-mail to the driver of the truck CV serving as the discharge destination is to discharge the harvest. It is sent out. Similarly, when the fuel remaining amount is less than or equal to the predetermined amount, a call (artificial voice) or an e-mail is sent to the driver of the refueling vehicle to request refueling.

[Characteristics of traveling control other than the above-mentioned in this chapter]

(1) In the above-described embodiment, the auto-run is based on the premise that the space of a sufficient area is secured even in the U-turn run in the linear reciprocating run or in the α-turn run in the vortex run by the pre-round run. Explanation was made. In general, however, the space required for U-turn running is wider than the space required for α-turn running. Therefore, there may be a case where the space formed by the pre-rounding run is not sufficient in the U-turn run. For example, as shown in FIG. 28, when the U-turn travels while the work is carried out by one harvester 1, a divider or the like may come into contact with the head to break down the head. Therefore, when the linear reciprocating travel pattern is set as the travel pattern, in order to avoid the situation of collapsing the dung as described above, when the work travel is started, first, at least one wheel in the outermost circumference portion of the work target area CA is started. By automatically running the work, the outer circumferential region SA is extended to the inner circumferential side. Even if the width of the outer circumferential region SA formed by the pre-rotational running is insufficient in the U-turn traveling, the U-turn running can be performed without a problem by extending the outer circumferential region SA to the inner circumferential side in this manner. In addition, when the harvester 1 is stopped at a prescribed parking position for harvest discharge into a work support lane stopped around the pavement, the harvester 1 is precisely positioned at the parking position and supported for efficient work. It is necessary to stop in a suitable posture (direction). This is the same whether automatic driving or manual driving. Since the outer circumferential line on the side where the U-turn travel is performed in the outer circumferential line of the work subject area CA does not vary depending on the linear reciprocating travel, when the outer circumferential area SA is narrow, the work subject area CA whose harvester 1 is unworked May damage the crops or break down in contact with the head. For this reason, it is suitable to perform additional circumferential running (additional circumferential travel) before starting the traveling operation of the work subject area CA by linear reciprocating travel. Such additional circumference travel may be performed by a supervisor's instruction or may be automatically performed. In addition, as mentioned above, the preliminary circumferential driving | movement which produces the outer periphery area SA is normally performed in multiple wheels and vortex form. Since the outermost circumferential traveling route has a complicated traveling route and is different for each pavement, artificial steering is employed. The circumferential driving thereafter is performed by automatic steering or artificial steering. As shown in FIG. 28, when the parking position PP and the U-turn path group UL overlap, the harvester 1 is parked at the parking position PP by the harvester 1 of the other harvesters 1. It is assumed that the U-turn running will be hindered. Therefore, when the parking position PP and the U-turn route group UL overlap at the time when the pre-winding run is completed, it is preferable to perform the above-mentioned additional winding run.

The travel route for the additional circumference travel can be calculated based on the travel trajectory of the harvester 1 in the preliminary travel, the appearance data of the work target area CA, and the like. Therefore, the additional circumference running can be performed by automatic steering. An example of the flow of the additional circumferential run in the automatic run will be described below with reference to FIG. 28.

<Step # 01>

The pavement is divided into the outer periphery area SA which the harvesting operation | work completed, and the work object area | region CA which a harvesting operation will be performed from now by the pre-round run. After the pre-rounding run, as shown in step # 01 of FIG. 28, the parking position PP and the U-turn path group UL overlap in the outer circumferential area SA. The width of the portion where the U-turn path group UL is set in the outer circumferential region SA does not extend only by linear reciprocation. Therefore, in order to expand the width of this part, the additional round run shown in step # 02 of FIG. 28 is executed automatically or based on the supervisor's instruction.

<Step # 02>

In this additional circumferential running, a plurality of circumferential running path elements (bold line in FIG. 28) constituting a rectangular circumferential running path are calculated. This winding travel path element includes a travel path element Ls at the left end and a travel path element Le at the right end in the travel path element calculated for linear reciprocating travel. In addition, the travel path element Ls and the travel path element Le are both straight. In the rectangular traveling route having a rectangular shape, the traveling route element Ls and the traveling route element Le become feces. In this case, the circumferential travel path element includes a travel path element Ls, a travel path element Le, a travel path element connecting the upper ends of the travel path element Ls and the travel path element Le, the travel path element Ls, and the travel path element Le. It is a travel path element that connects the bottom of each other. When autonomous driving is started, a turning driving path element suitable for this additional turning driving path is selected by the path element selecting section 63 to execute automatic driving (work driving in the turning driving).

<Step # 03>

As shown in step # 03 of FIG. 28, the outer circumferential region SA is enlarged by this additional circling run. As a result, a space having a width corresponding to at least the working width of the harvester 1 is newly formed between the parking position PP and the unworked paper. Subsequently, the work target area CA is reduced by the work width of the number of turns in this additional circumferential run, so that the travel path element Ls at the left end and the travel path element Le at the right end move inward as much as the work target area CA is reduced. Then, for a new work target area CA that is a rectangle representing the moved travel path element Ls and the travel path element Le, the work travel path using the linear reciprocating travel pattern is determined, and automatic work travel of the new work target area CA is started. do.

In addition, in step # 01 of FIG. 28, the parking position PP may not overlap with the U-turn path group UL, and the parking position PP may not face the U-turn path group UL. For example, the parking position PP may be located facing the travel path element Ls at the left end. In this case, since the circumferential region of the parking position is enlarged by performing linear reciprocation traveling in which the travel path element Ls is first selected, the above-described additional circumferential travel is no longer executed. Alternatively, only one additional round run may be performed.

In addition, even when the work is run cooperatively by the plurality of harvesters 1, the above-mentioned additional round run may be configured to be automatically performed. In the case of the cooperative work, when the linear reciprocating travel pattern is set as the driving pattern, and the parking position PP is set to the position facing the U-turn path group UL, for a plurality of wheels (about 3 to 4 wheels) immediately after the start of the work run. Additional round trips are automatically made. As a result, the work object area CA is reduced, and a large space is secured on the inner circumferential side of the parking position PP. Therefore, even if one harvester 1 stops at the parking position PP, the other harvester 1 can make a U-turn at the inner peripheral side of the parking position PP, and can pass through the inner peripheral side of the parking position PP with a space.

(2) In the above-mentioned embodiment, when the linear reciprocating travel pattern is set, the parking position PP for the operation | work on support vehicles, such as a truck CV, is set to the area | region where U-turn running is performed in outer periphery area SA. If so, the harvester 1 different from the harvester 1 stopped for the discharge work or the like is configured to stop and wait until the end of the discharge work or the like, or to select a travel path element that bypasses the parking position PP. In such a case, however, in order to secure enough space for the U-turn running toward the inner circumferential side than the parking position PP, when automatic traveling (working traveling) is started, one or more harvesters 1 automatically work area. The outer periphery of the CA may be configured to travel around several times.

(3) In the above-described embodiment, the setting and selection of the travel path element have been described, considering that the working widths of the master harvester 1m which is the first work car and the slave harvester 1s that is the second work car are the same. Here, two examples will be described how setting and selection of a travel path element are made when the working width of the master harvester 1m and the working width of the slave harvester 1s are different. The working width of the master harvester 1m is referred to as the first working width, and the working width of the slave harvester 1s is referred to as the second working width. Specifically, the first working width is referred to as "6" and the second working width is referred to as "4".

(3-1) FIG. 29 shows an example where the linear reciprocating travel pattern is set. In this case, the path management unit 60 calculates a travel path element group that is an aggregate of a plurality of travel path elements covering the work target area CA. At this time, the width of each travel path element is set to the reference width which is the maximum common factor or the approximate maximum common factor of the first working width and the second working width. Since the first work width is "6" and the second work width is "4", the reference width is "2". In Fig. 29, numbers from 01 to 20 are appended to each travel path element as a path number in order to identify the travel path element.

The master harvester 1m starts from the travel path element of path number 17, and the slave harvester 1s starts from the travel path element of path number 12. As shown in FIG. 6, the path element selector 63 travels the first path element selector 631 and the slave harvester 1s having the function of selecting the travel path element of the master harvester 1m. It is divided into a second path element selector 632 having a function of selecting a path element. When the path element selector 63 is built in the control unit 5 of the master harvester 1m, the next travel path element selected by the second path element selector 632 communicates with the master harvester 1m. It is given to the path setting section 64 of the slave harvester 1s via the communication processing unit 70 of the processing unit 70 and the slave harvester 1s. In addition, the center of the working width or the center of the harvester 1 and the travel path element do not necessarily need to coincide. If there is a deviation, automatic travel control considering the deviation is performed.

As shown in FIG. 29, the first path element selector 631 may be an area (not running or running) or an integer of the first working width. The next travel path element is selected from the travel path element group which has not traveled so as to leave the area of the sum of the boat and the integral multiple of the second working width (whether not running or running). The next travel path element selected is given to the path setting section 64 of the master harvester 1m. Similarly, the second path element selector 632 may be an area of an integer multiple of the first working width or the second working width (not traveling or a host running), or an integer of an integer multiple of the first working width and the second working width. The next travel path element is selected from the travel path element group which is not running so as to leave the area of the ship total (it may be a non-travel or a run).

That is, after the master harvester 1m or the slave harvester 1s automatically runs along the next travel path element given by the first path element selector 631 or the second path element selector 632, the work target In the area CA, an unrun area having a width of an integer multiple of the first working width or the second working width is left. In the end, however, there is a possibility that an unworked area having a narrow width less than the second working width remains, but such a last remaining unworked area is driven to work by either the master harvester 1m or the slave harvester 1s. .

(3-2) FIG. 30 shows an example in the case where the vortex traveling pattern is set. In this case, a travel path element group constituted by the vertical straight line group and the horizontal straight line group in which the vertical and horizontal intervals are the first working width is set. Symbols X1 to X9 are assigned to the traveling route elements belonging to the group of transverse straight lines as the route numbers. In addition, the symbols Y1 to Y9 are given to the traveling route elements belonging to the vertical straight line group as the route numbers.

In FIG. 30, the vortex traveling pattern in which the master harvester 1m and the slave harvester 1s draw a double vortex line of left turn from the inside out is set. The master harvester 1m starts from the travel path element of the path number Y1, and the slave harvester 1s starts from the travel path element of the path number X1. In this case, the path element selector 63 is also divided into a first path element selector 631 and a second path element selector 632.

As shown in FIG. 30, the master harvester 1m first travels the travel path element of path number Y1 initially selected by the first path element selector 631. FIG. However, since the traveling path element group shown in FIG. 30 is initially calculated at intervals of the first working width, the second path element selection for the slave harvester 1s having a second working width narrower than the first working width. The positional coordinate of the traveling route element of the route number X1 initially selected by the section 632 is modified to fill the difference between the first and second working widths. That is, the traveling path element of the path number X1 is corrected to the outside by 0.5 times the difference between the first working width and the second working width (hereinafter, referred to as the width difference) (Figs. 30 and # 01). Similarly, the route numbers Y2, X8 and Y8, which are selected next traveling path elements with the traveling of the slave harvester 1s, are also modified (Figs. 30, # 02, # 03 and # 04). The master harvester 1m travels on the traveling path elements of the path numbers Y1 to path numbers X9 and Y9 as in the beginning (Figs. 30, # 03 and # 04), but the traveling path elements of the path number X2 selected next are Since the slave harvester 1s is traveling outside the outside, position correction is performed by the width difference (Figs. 30 and # 04). When the traveling path element of the route number X3 is selected for the slave harvester 1s, since the slave harvester 1s has already traveled the traveling route element of the route number X1 located outside the route number X3, the width 1.5 is 1.5. Position correction is performed by twice (Fig. 30, # 05). In this way, in order to offset the difference between the 1st working width and the 2nd working width according to the number of the travel path elements which the slave harvester 1s traveled outside the sequentially selected travel path elements, Position correction of the selected traveling route element is performed (FIGS. 30 and # 06). Although the position correction of the traveling route element is performed by the route management unit 60 here, the first route element selection unit 631 and the second route element selection unit 632 can also be performed.

In the driving example using FIG. 29 and FIG. 30, the first path element selection unit 631 and the second path element selection unit 632 have been described as being built in the control unit 5 of the master harvester 1m. However, the second path element selector 632 may be built in the slave harvester 1s. At that time, the slave harvester 1s receives data indicating the travel path element group, and the first path element selector 631 and the second path element selector 632 exchange the travel path elements selected by each. It is enough to select its next travel path element and correct necessary position coordinates. In addition, the path management unit 60, the first path element selection unit 631, and the second path element selection unit 632 are all built in the communication terminal 4, and the selected travel path elements are routed from the communication terminal 4. Configuration to send to the setting part 64 is also possible.

(4) In the above embodiment, the control function block described based on FIG. 6 is merely an example, and it is also possible to further divide each functional part or to integrate a plurality of functional parts. Moreover, although the function part was assigned to the control unit 5 as the upper control apparatus, the communication terminal 4, and the management computer 100, this function part assignment is an example, and each function part can also be assigned to arbitrary upper control apparatuses. Do. If the upper control devices are connected so that data can be exchanged, it is also possible to assign them to other upper control devices. For example, in the control function block diagram shown in FIG. 6, the work sheet data input unit 42, the appearance data generation unit 43, and the area setting unit 44 are the first travel path management module CM1 as the communication terminal 4. It is built on. In addition, the path management unit 60, the path element selection unit 63, and the path setting unit 64 are built in the control unit 5 of the harvester 1 as the second travel path management module CM2. Instead, the route management unit 60 may be included in the first travel route management module CM1. The appearance data generation unit 43 and the area setting unit 44 may also be included in the second travel route management module CM2. All of the 1st travel path management module CM1 may be built in the control unit 5, and all of the 2nd travel path management module CM2 may be built in the communication terminal 4. As shown in FIG. It is advantageous to build in the communication terminal 4 which can carry out as many control functions as possible regarding the traveling route management by increasing the degree of freedom of maintenance or the like. The assignment of this functional unit is limited by the data processing capability of the communication terminal 4 and the control unit 5 or the communication speed between the communication terminal 4 and the control unit 5.

(5) The travel route calculated and set in the present invention is used as the target travel route for automatic travel, but can also be used as the target travel route for manual travel. That is, the present invention can be applied not only to automatic driving but also to manual driving, and of course, a combination of automatic driving and manual driving is also possible.

(6) In the above-described embodiment, the paving information sent from the management center KS includes the topographical map around the paving, and improves the precision of the appearance and dimensions of the paving by circumferential traveling along the border of the paving. An example is shown. However, the pavement information does not include the topographic map around the pavement or at least the pavement topographic map, and may be configured so that the appearance and the dimensions of the pavement are calculated by the round trip. In addition, the contents of the packing information and the work plan sent from the management center KS, and the items input through the communication terminal 4 are not limited to those of the above-described form and can be changed within the scope of the present invention. .

(7) In the above-described embodiment, as shown in FIG. 6, a ribbon path element calculating unit 602 is provided separately from the mesh path element calculating unit 601, and the ribbon path element calculating unit 602 is provided. By the way, the example in which the traveling path element group which is a parallel straight line group covering the work object area | region CA was shown. However, you may implement | achieve a linear reciprocation run | movement using the traveling path | route element which is a mesh-type linear group computed by the mesh path element calculation part 601, without providing the ribbon-type path element calculating part 602. FIG.

(8) In the above-described embodiment, when the cooperative traveling control is being performed, the parameters of the vehicle traveling device group 71 and the working device device group 72 of the slave harvester 1s are based on the result observed by the monitor. An example of changing is shown. However, the monitors are constructed such that the images (still images or still images taken at regular intervals) shot by the camera mounted on the master harvester 1m or the slave harvester 1s are projected on a monitor mounted on the master harvester 1m, and so on. The user may judge the work condition of the slave harvester 1s by changing the parameters of the vehicle traveling device group 71 or the work device device group 72 by viewing this image. Alternatively, the parameter of the slave harvester 1s may be changed in conjunction with the change of the parameter of the master harvester 1m.

(9) In the above-mentioned embodiment, although the some harvester 1 which cooperates and runs the operation | work was shown the example configured to run automatically in the same running pattern, it can also be comprised so that it may automatically run in a different running pattern.

(10) In the above-described embodiment, an example in which cooperative autonomous driving is performed by two harvesters 1 is shown, but cooperative autonomous driving by three or more harvesting machines 1 can be realized by the same traveling route management system. Do.

(11) In FIG. 3, as an example of a travel path element group, the travel path element group which makes the travel path element the many parallel division straight line which divides the work object area | region CA in ribbon form is shown. However, the present invention is not limited thereto. For example, the travel path element group shown in FIG. 31 uses the curved parallel line as a travel path element. Thus, the "parallel line" which concerns on this invention may be curved. In addition, the "parallel group" which concerns on this invention may contain the curved parallel line.

In FIG. 4, as an example of a travel path element group, the travel path element group which consists of many mesh straight lines extended in the longitudinal and horizontal direction which mesh-divides the work object area | region CA is shown. However, the present invention is not limited thereto. That is, the "mesh line" which concerns on this invention does not need to be a straight line. For example, in the traveling path element group shown in FIG. 32, the mesh line of the horizontal direction in the ground is a straight line, and the mesh line of the longitudinal direction in the ground is curved. In the travel path element group shown in FIG. 33, both the horizontal mesh line and the longitudinal mesh line in the ground are curved. Thus, the mesh line may be curved. In addition, the curved mesh line may be included in the mesh line group.

(13) In the above-described embodiment, the linear reciprocating travel is performed by repeating the travel along the linear travel path elements and the U-turn travel. However, the present invention is not limited to this, and may be configured such that the reciprocating travel is performed by repeating the travel and the U-turn travel according to the curved travel path element as shown in FIGS. 31 to 33.

(14) In the above-described embodiment, the harvester 1 harvests the surroundings at the beginning of the harvesting operation in the packaging. In addition, the surrounding mowing is the operation | work which harvests, circling along the inner side of the boundary line of a pavement. And after this surrounding mowing, the area | region setting part 44 sets the area | region of the outer peripheral side of the pavement which the harvester 1 rounded as outer peripheral area SA, and sets the inside of outer peripheral area SA as a work object area CA. . However, the present invention is not limited thereto. That is, ambient harvesting by the harvester 1 is not an essential task in the present invention. The area setting unit 44 may be configured to set the work subject area CA without setting the outer area SA. For example, the area setting unit 44 may be configured to set the work target area CA in accordance with an operation input by a monitor via the communication terminal 4.

The traveling route management system of the present invention is, in addition to the harvester 1 which is a normal combine harvester as a work vehicle, other harvesters 1 such as a self-dealing combine or a corn harvester and a tilling device, as long as the work vehicle can travel while working the work place automatically. It is also applicable to a tractor equipped with a work device such as the above, a faucet work machine and the like.

1: Harvester (working car)
5: control unit
41: Touch panel (parking position setting part)
42: work sheet data input unit (parking position setting unit)
43: appearance data generator
44: area setting unit
51: driving control unit
52: job control unit
53: vehicle position calculation unit
55: job status evaluation unit
60: route management unit
601: mesh path element calculator
603: U-turn path calculator
62: ribbon path element calculation unit
63: Path Element Selection
64: path setting unit
80: satellite positioning module
SA: Outer Zone
CA: Work Area

Claims (5)

It is a driving route management system that manages the driving route for the work vehicle that runs automatically while working the work place,
An area setting unit for setting an area in which the work vehicle has circulated along the boundary of the work paper as an outer peripheral area, and setting an inner side of the outer peripheral area as a work target area;
A parking position setting unit for setting a parking position of the work vehicle in the outer circumferential region;
A plurality of linear travel path elements for reciprocating travel covering the work target region, and a path management unit for calculating and storing the U-turn travel paths connecting the linear travel path elements to be readable;
A path element selector for selecting the driving path element and the U-turn driving path to be driven next;
The reciprocating travel is executed by repetition of the selection of the travel path element and the U-turn travel path,
And when the parking position is located facing the U-turn driving path, expanding the outer peripheral area inward with respect to the outermost peripheral area of the work target area. The method of claim 1,
And said plurality of linear travel path elements are parallel line groups formed of parallel lines parallel to each other for dividing the work target area into a ribbon. The method of claim 1,
And said plurality of linear travel path elements is a mesh line group consisting of mesh lines for mesh dividing said work target area. The method according to any one of claims 1 to 3,
And the parking position setting unit is a touch panel, and the parking position setting is performed by a touch operation on the work place displayed on the display panel unit of the touch panel. The method according to any one of claims 1 to 4,
When the parking position is located without facing the U-turn traveling path, a round trip that enlarges the outer circumferential region inward is not performed, or when the parking position is located facing the U-turn traveling path. Run less, driving route management system.

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