KR20200075029A - Autonomous travel route generating system - Google Patents

Abstract

The autonomous driving path generation system generates an autonomous driving path 93 for autonomously driving the tractor in order to work on the predetermined working area 91. The autonomous travel path generation system includes a work area division unit and an autonomous travel path generation unit. The work area dividing section divides the work area 91 into a plurality of sections S. The autonomous travel path generation unit generates an autonomous travel path 93 to include a plurality of work paths 93A arranged in each of the partitions S divided by the work area dividing section. The work area division unit may divide the work area 91 so that the number of work paths 93A included in each section S is the same as the number of basic unit paths (5 when the number of skips is 1).

Description

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

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

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

Japanese Patent Application Publication 2015-201155

When the agricultural work vehicle performs autonomous driving on the pavement, it is also disclosed in Patent Document 1, but a plurality of linear work paths arranged at equal intervals, one by one from one end in the direction to the other end listed It is widely practiced to drive in order to perform work. At this time, the agricultural work vehicle returns to the edge of the pavement and reverses the driving direction after completing the work on a certain work path, and works on the work path adjacent to the work path.

However, in such a travel route, when returning, turning due to a change in the front-rear direction may be required due to circumstances such as a minimum turning radius of the work vehicle, thereby reducing efficiency. Therefore, it is conceivable that the agricultural work vehicle travels to perform work on one or two skipped work paths, not on the work path next to the work path, after completing work on a certain work path (skip) Driving). As a running path of the agricultural work vehicle in this case, for example, for a plurality of working paths to be arranged, one of the working paths is skipped from one end in the direction listed to travel to reach the other end. After that, it is generated to return to the corresponding side while driving the rest of the work path (skipping the work path where the work is completed).

However, in the case of carrying out the work while skipping running on a wide pavement, if the work is interrupted halfway due to some circumstances, there are cases where a part where the work is completed and a point of the work are alternately generated. In this case, it is difficult to grasp each of the points where the work in the packaging is completed and the points of the unworked as a sorted area, and it becomes difficult to resume the work smoothly. In addition, when the soil environment changed due to rain or the like before and after the interruption of work, parts with different work qualities were formed in a comb shape, and thereafter, there was a case where the work efficiency thereafter was lowered.

By the way, the structure in which the agricultural work vehicle is autonomously driven as described above exerts an effect such as vitalization, particularly when the packaging is extensive. However, for a packaging that is so wide that it is impossible to complete the work in one day, for example, the interruption of the above work has to be considered, so there is room for improvement.

The present invention has been made in view of the above circumstances, and its potential purpose is that when the work is performed by skipping, the part where the work is completed and the point of the non-working alternately appear even when the work is interrupted halfway. It is to provide an autonomous driving path generation system that can prevent a wide range of occurrence.

The problem to be solved of the present invention is as described above, and the means for solving this problem and its effect will be described next.

According to the first aspect of the present disclosure, an autonomous driving route generation system having the following configuration is provided. That is, this autonomous driving route generating system generates a driving route for autonomously driving the work vehicle in order to perform work on a predetermined working area. This autonomous driving route generation system includes an area division unit and a route generation unit. The area division unit divides the work area into a plurality of sections. The route generating unit generates the driving route to include a plurality of driving routes arranged in each of the sections divided by the area division unit. The area dividing unit may divide the work area such that the number of the travel paths included in each section becomes a predetermined value equal to each other.

Thereby, even when the work by skipping is performed, it is possible to work sequentially from the stages of the work area in units of small divided sections. Therefore, even when the work is interrupted in the middle, the portion where the work is completed and the point of the non-work in the work area alternately can be suppressed to a small range within the section. Therefore, the point at which the work is completed is likely to be clear, and the work can be resumed smoothly. In addition, even when the soil environment changes due to rain or the like before and after the operation is stopped, it is possible to prevent a portion having a different work quality from being formed as a comb over a wide range.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, the route generating unit sets a work order based on a reference value for the plurality of driving routes. When there are a plurality of sections in which the number of running paths included is equal to the predetermined value, the path generation unit sets the same work order for each running path corresponding to each other between the sections.

In this way, since a certain work sequence can be set for the travel path in units of sections, regular skip travel can be realized and the process of generating the travel path can be simplified.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, when the number of the travel paths included in the work area is not an integer multiple of the predetermined value, the area dividing unit divides the work area into a plurality of sections to form a first section and a second section. The number of the driving paths included in the first section is the same as the predetermined value. The number of the driving paths included in the second section is greater than the predetermined value.

As a result, a section in which the number of running paths included does not reach a predetermined value does not occur, so that a running path with skip running can be easily generated.

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

Thus, a travel path including the first travel path, the detour, and the second travel path is generated. Therefore, by autonomously driving the work vehicle along this travel path, it is possible to run the work vehicle to bypass the obstacle. In addition, since the detour is arranged to pass through a predetermined obstacle outer circumferential area, it is possible to smoothly work by a work vehicle by designing a detour by considering the relationship with the entire travel path. In addition, in the part other than the detour, the travel path can be a path along the travel direction, and the algorithm of autonomous travel path generation can be simplified.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, when the route length of the bypass is less than a predetermined distance, the route generating unit may generate the driving route to include the first driving route, the bypass, and the second driving route. On the other hand, when the route length of the bypass is greater than or equal to a predetermined distance, the route generation unit may generate the route to include the first route, the return route, and the third route. The return route returns to the front of the obstacle while passing through the obstacle outer circumferential area, starting from the end point of the first driving path. The third travel path is arranged parallel to the first travel path with the end point of the return path as a starting point.

As a result, when the path length of the detour becomes more than a predetermined distance, a path returning in front of the obstacle can be generated as a travel path instead of the path bypassing the obstacle. Therefore, it is possible to prevent an excessively long portion of the travel path that does not contribute to work.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, when the avoidance distance, which is a distance that the work vehicle must move in a direction perpendicular to the travel direction in order to avoid the obstacle, is less than a predetermined distance, the path generation unit may include the first travel path, the bypass, and the first It is possible to generate the driving route to include two driving routes. Meanwhile, when the avoidance distance is equal to or greater than a predetermined distance, the route generation unit may generate a travel route to include the first travel route, the return route, and the third travel route. The return route returns to the front of the obstacle while passing through the obstacle outer circumferential area, starting from the end point of the first driving path. The third travel path is arranged parallel to the first travel path with the end point of the return path as a starting point.

As a result, when the avoidance distance that must be moved in a direction perpendicular to the driving direction to bypass the obstacle becomes a predetermined distance or more, a path returning in front of the obstacle can be generated as a driving path instead of a path bypassing the obstacle. Therefore, it is possible to prevent an excessively long portion of the travel path that does not contribute to work.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, when the number of turns or the turning angle in the bypass is less than a predetermined value, the route generating unit may generate the driving route to include the first driving route, the bypass, and the second driving route. On the other hand, when the number of turns or the turning angle in the detour is greater than or equal to a predetermined value, the path generation unit may generate the driving path to include the first driving path, the return path, and the third driving path. . The return route returns to the front of the obstacle while passing through the obstacle outer circumferential area, starting from the end point of the first driving path. The third travel path is arranged parallel to the first travel path with the end point of the return path as a starting point.

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

In the autonomous driving route generation system, when the obstacle is arranged in an island in the driving area, the route generation unit drives the detour to the first driving route. It is desirable to generate it from the far side when viewed from the path to the opposite side of the obstacle.

In this way, even when the work vehicle is driven along the travel path, when the obstacle is bypassed, the work vehicle is not re-entered into the region where the work vehicle has traveled until it reaches the first travel path. Therefore, it is possible to run the work vehicle while avoiding obstacles so as not to affect the work performed on the work vehicle.

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

Thereby, the travel path is corrected based on the external environment information acquired by the external environment information acquisition unit formed in the work vehicle. Therefore, the previously generated driving route can be corrected based on the current environment or the like. Further, by storing the correction path in the storage unit, the trouble of correcting the travel path after the next time can be eliminated.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, this autonomous driving route generation system includes a position information calculating unit for calculating the absolute position of the work vehicle. The correction information calculating unit is based on the position of the work vehicle and the position of the specific object, when the specific object specified by the external environment information inhibits the work by the work vehicle. To calculate the correction information.

In this way, when a specific object inhibits the work of the work vehicle, the presence or absence of the specific object or a positional deviation can be detected, and a correction path corrected for the deviation or the like can be generated.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, this autonomous driving route generation system includes a position information calculating unit for calculating the absolute position of the work vehicle. When the position of a specific object specified by the external environment information differs from a position previously registered in the storage unit by a threshold value or more, or when the specific object is not registered in the storage unit, the correction information calculation unit The correction information is calculated based on the position of the work vehicle calculated by the position information calculating unit and the position of the specific object.

Thereby, when the position of a specific object is shifted or a specific object which is not registered exists, the travel path can be corrected.

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

As a result, it is possible to generate a driving path in which the path passing through the reference point of the work machine and the path passing through the reference point of the vehicle body are shifted. As a result, autonomous driving of the work vehicle can be applied to various types of work, for example, when driving while mowing the pavement.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, the traveling area includes a first area in which work is performed by the work machine, and a second area set around the first area. The route generating unit generates the driving route in the first area based on the reference point of the work machine, and generates the driving route in the second area based on the reference point of the vehicle body part.

Thus, by making the reference of the position when creating the autonomous driving path different between the working area and the non-working area, even when the work area is offset with respect to the traveling body in the working area, the working area and In both non-working areas, it is possible to simplify the process of generating an autonomous driving route.

In the autonomous driving route generation system, it is preferable to have the following configuration. That is, this autonomous travel path generation system includes a start end position setting unit for setting the start position and end position of the work by the work vehicle in the travel area. When both of the start position and the end position are set at the end of the travel area by the start end position setting unit, the route generation unit returns as the travel route between an edge portion and an edge portion of the travel region. Repeating to create a return travel path from the start position toward the end position. When one of the start position and the end position is set at the end of the travel area by the start end position setting unit, and the other is set at the center of the travel area, the route generation unit is the travel route, A swirling circumferential travel path is generated from the start position toward the end position.

Thereby, since it can be appropriately selected and generated from two types of autonomous driving paths according to the work content or the like, work efficiency can be improved.

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

Next, embodiments of the present disclosure will be described with reference to the drawings. In the following, the same reference numerals are given to the same parts in each figure in the drawings, and overlapping descriptions are sometimes omitted. In addition, the names of members or the like corresponding to the same reference numerals may be briefly changed or may be referred to as names of higher or lower concepts.

The present disclosure is an autonomous travel path that generates a travel path for autonomously driving a work vehicle when one or a plurality of work vehicles are driven in a predetermined pavement to execute all or part of agricultural work in the pavement. It is about the production system. In the present embodiment, a tractor is described as an example of a work vehicle, but in addition to a tractor, a work type machine is also included in addition to a tractor, as well as a passenger type work machine, such as a rice transplanter, combine, civil engineering and construction work device, and snowplow. In the present specification, autonomous driving means that the tractor is configured to travel along a predetermined path by controlling the configuration of the tractor to be driven by the control unit (ECU) of the tractor. The configuration relating to is controlled by the control unit, which means that the tractor performs work along a predetermined path. On the other hand, the manual running/manual operation means that each configuration of the tractor is operated by the operator, and the traveling/working is performed.

In the following description, a tractor for autonomous driving and autonomous operation may be referred to as a "unmanned tractor" or a "robot tractor", and a tractor for manual driving and manual operation may be referred to as a "manned tractor". have. When part of the farming work in the pavement is performed by an unmanned tractor, the rest of the farming work is performed by a manned tractor. In some cases, performing agricultural work in a single pavement with an unmanned tractor and a manned tractor may be referred to as cooperative work of agricultural work, following work, and accompanying work. The unmanned tractor and the manned tractor may have different configurations from each other or may have a common configuration. When the configuration of the unmanned tractor and the manned tractor is common, the operator can board (ride) and operate even if it is an unmanned tractor (i.e., it can be used as a manned tractor), or even if it is a manned tractor, the operator can get off and autonomous driving and autonomy It is possible to work (that is, it can be used as an unmanned tractor). In addition, as a cooperative work of agricultural work, in addition to "performing agricultural work in a single pavement with an unmanned vehicle and a manned vehicle", "agricultural work in different pavement such as adjacent packing is unmanned at the same time." And running with a manned vehicle” may be included.

<First Embodiment>

First, the autonomous driving route generation system 99 according to the first embodiment of the present disclosure will be described with reference to FIGS. 1 to 17.

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

The autonomous travel path generation system 99 according to the present embodiment generates an autonomous travel path 93 for the robot tractor 1 to perform autonomous driving and autonomous work in the pavement 90 as shown in FIG. 1. It is provided in the wireless communication terminal 46 shown in Figs. 2 and 4 and the like. 5, the robot tractor 1 is equipped with the control part 4 which controls the traveling and operation|work of the said robot tractor 1, The said wireless communication terminal 46 is the said control part 4 By wireless communication with, the robot tractor 1 can output a predetermined signal for autonomous driving and autonomous operation. As signals output from the wireless communication terminal 46 to the control unit 4, signals related to the path of autonomous driving and autonomous operation, start signals, stop signals, and end signals of autonomous driving and autonomous operations may be considered. It is not limited.

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

The tractor 1 is provided with a traveling body (body part) 2 capable of autonomously driving the pavement 90. The work machine 3 shown in FIGS. 2 and 3 is detachably attached to the traveling body 2. As the work machine 3, for example, there are various work machines such as cultivators (managers), plows, fertilizers, lawn mowers, planters, and among them, the desired work machine 3 is selected from among them to drive the aircraft (2). ). The traveling body 2 is configured to be able to change the height and posture of the attached work machine 3.

The configuration of the tractor 1 will be described with reference to FIGS. 2 and 3. As shown in Fig. 2, the traveling body 2 of the tractor 1 is supported by a pair of front left and right wheels 7 and 7, and a rear pair of left and right pairs. It is supported by rear wheels (8, 8).

The bonnet 9 is arrange|positioned in all the traveling bodies 2. In this bonnet 9, an engine 10, a fuel tank (not shown), or the like, which is a driving source of the tractor 1, is accommodated. Although this engine 10 can be comprised with a diesel engine, for example, it is not limited to this, For example, you may comprise with a gasoline engine. Moreover, an electric motor may be employed in addition to or instead of the engine 10 as a driving source.

The cabin 11 for the operator to board is disposed behind the bonnet 9. Inside the cabin 11, a steering handle 12 for the operator to steer, a seat 13 to which the operator can sit, and various manipulation devices for performing various operations are mainly formed. However, the work vehicle is not limited to the one with the cabin 11 attached, and may not be provided with the cabin 11.

As the above-described operating device, the monitor device 14, throttle lever 15, peripheral speed lever 27, plural hydraulic operation lever 16, PTO switch 17, and PTO shift lever 18 shown in FIG. ), the sub transmission lever 19, the work machine lifting switch 28, and the like. These operating devices are arranged in the vicinity of the seat 13 or the steering handle 12.

The monitor device 14 is configured to be able to display various information of the tractor 1. The throttle lever 15 is an operating tool for setting the output rotational speed of the engine 10. The peripheral speed lever 27 is an operation tool for steplessly changing the traveling speed of the tractor 1. The hydraulic operation lever 16 is an operation tool for switching operation of a hydraulic external take-out valve not shown. The PTO switch 17 is an operating tool for switching/transmitting power to/from the PTO shaft (power take-out shaft) not shown, protruding from the rear end of the transmission 22. That is, when the PTO switch 17 is ON, power is transmitted to the PTO shaft, the PTO shaft rotates, the work machine 3 is driven, and when the PTO switch 17 is OFF, power to the PTO shaft is generated. Blocked, the PTO shaft does not rotate, and the work machine 3 is stopped. The PTO shift lever 18 is used to change the power input to the work machine 3, and is specifically an operating tool for performing shift operation of the rotational speed of the PTO shaft. The sub transmission lever 19 is an operation tool for switching the transmission ratio of the traveling sub transmission gear mechanism in the transmission 22. The work machine lifting switch 28 is an operating tool for raising and lowering the height of the work machine 3 mounted on the traveling body 2 within a predetermined range.

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

The gasframe frame 21 supports the engine 10 directly or via a dustproof member as a support member for the entire tractor 1. The transmission 22 changes power from the engine 10 and transmits it to the front axle 23 and the rear axle 24. The front axle 23 is configured to transmit the power input from the transmission 22 to the front wheel 7. The rear axle 24 is configured to transmit power input from the transmission 22 to the rear wheel 8.

As shown in Fig. 5, the tractor 1 is a control unit for controlling the operation of the traveling body 2 (forward, backward, stop and turn, etc.) and the operation of the work machine 3 (lift, drive and stop, etc.). (4) is provided. The control unit 4 is provided with a CPU, ROM, RAM, I/O, and the like, not shown, and the CPU can read and output various programs and the like from the ROM. In the control unit 4, a controller for controlling each configuration (for example, the engine 10, etc.) provided in the tractor 1, and a wireless communication unit 40 capable of wireless communication with other wireless communication devices are electrically Is connected.

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

The engine controller 61 controls the number of revolutions of the engine 10. Specifically, the governor device 41 provided with the actuator (not shown) for changing the number of revolutions of the engine 10 is formed in the engine 10. The engine controller 61 can control the number of revolutions of the engine 10 by controlling the governor device 41.

The vehicle speed controller 62 controls the vehicle speed of the tractor 1. Specifically, the transmission 22 is a transmission device 42 that is, for example, a movable swash plate type hydraulic continuously variable transmission device. The vehicle speed controller 62 can achieve a desired vehicle speed by changing the transmission ratio of the transmission 22 by changing the angle of the swash plate of the transmission 42 by an actuator not shown.

The steering controller 63 controls the angle of rotation of the steering handle 12. Specifically, the steering actuator 43 is formed in the middle portion of the rotating shaft (steering shaft) of the steering handle 12. In this configuration, when the tractor 1 travels (as an unmanned tractor) on a predetermined path, the control unit 4 calculates an appropriate rotation angle of the steering handle 12 so that the tractor 1 travels along the path. Then, the control signal is outputted to the steering controller 63 so as to be the obtained rotation angle. The steering controller 63 drives the steering actuator 43 based on the control signal input from the control unit 4 to control the rotation angle of the steering handle 12.

The lift controller 64 controls the lift of the work machine 3. Specifically, the tractor 1 is provided with a lifting actuator 44 made of a hydraulic cylinder or the like in the vicinity of the three-point link mechanism that connects the work machine 3 to the traveling body 2. In this configuration, the elevating controller 64 drives the elevating actuator 44 on the basis of the control signal input from the control unit 4 to properly elevate and operate the work machine 3, thereby allowing the work machine 3 to operate at the desired height. Farming can be performed. By this control, the work machine 3 can be supported at a desired height, such as a height for evacuation (height not performing agricultural work) and a work height (height performing agricultural work).

In addition, a plurality of controllers, such as the engine controller 61 described above, controls each part of the engine 10 or the like based on a signal input from the control unit 4. Therefore, it can be grasped that the control part 4 controls each part substantially.

In the tractor 1 having the control unit 4 as described above, each part of the tractor 1 is driven by the control unit 4 by the operator boarding in the cabin 11 and performing various operations. 2), the work machine 3, etc.) is controlled, and it is configured to be able to carry out agricultural work while driving in the packaging 90. In addition, the tractor 1 of the present embodiment is capable of autonomous driving and autonomous operation based on predetermined control signals output by the wireless communication terminal 46 without the operator having to board the tractor 1. have.

Specifically, as shown in FIG. 5 and the like, the tractor 1 has various configurations for enabling autonomous driving and autonomous operation. For example, the tractor 1 is provided with a configuration such as an antenna 6 for positioning required to acquire position information of itself (driving body 2) based on the positioning system. With this configuration, the tractor 1 can acquire its own positional information based on the positioning system and can autonomously drive the pavement 90.

Next, the configuration provided by the tractor 1 to enable autonomous driving will be described in detail. Specifically, the tractor 1 of the present embodiment includes a positioning antenna 6, a wireless communication antenna 48, a storage unit 55, and the like, as shown in FIGS. 2 and 5. Further, in addition to these, the tractor 1 may be equipped with an inertial measurement unit (IMU) capable of specifying the posture (roll angle, pitch angle, yaw angle) of the traveling body 2.

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

In this embodiment, a high-precision satellite positioning system using the GNSS-RTK method is used, but is not limited to this, and other positioning systems may be used as long as high-precision position coordinates are obtained. For example, it is conceivable to use a relative positioning system (DGPS), or a geostationary satellite navigation enhancement system (SBAS).

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

The storage unit 55 stores a travel path (pass) that is a path for autonomously driving the tractor 1, or changes in the position of the tractor 1 (strictly, the positioning antenna 6) during driving (driving) Trajectory). In addition, the storage unit 55 stores various information necessary for autonomous driving and autonomous operation of the tractor 1. The storage unit 55 is, for example, a nonvolatile memory such as a flash memory (such as a flash disk and a memory card), a hard disk, or an optical disk.

2 and 4, the wireless communication terminal 46 is configured as a tablet-type personal computer. The operator can confirm by referring to the information displayed on the display 37 of the wireless communication terminal 46. In addition, the operator operates a hardware key 38 disposed in the vicinity of the display 37 and a touch panel (not shown) arranged to cover the display 37, and so on to the control unit 4 of the tractor 1. , It is possible to transmit a control signal (for example, an emergency stop signal, etc.) for controlling the tractor 1. In addition, the wireless communication terminal 46 is not limited to a tablet-type personal computer, and instead of this, for example, a notebook-type personal computer may be used. Alternatively, in order to carry out the above-mentioned cooperative work, when the manned tractor is driven with the unmanned tractor 1, the monitor device mounted on the manned tractor may be used as a wireless communication terminal.

The tractor 1 configured as described above can perform agricultural work by the work machine 3 while autonomously traveling along the path on the pavement based on the instruction of the operator using the wireless communication terminal 46.

Specifically, the operator can form the autonomous travel path 93 shown in FIG. 1 and the like by performing various settings using the wireless communication terminal 46. The autonomous traveling path 93 alternates a linear or broken working path 93A for agricultural work and a non-working path 93B on an arc that connects the steps of the working path 93A. It consists of a series of connected paths. Then, the information of the autonomous driving path 93 generated as described above on the wireless communication terminal 46 side is input (transmitted) to the storage unit 55 electrically connected to the control unit 4 of the tractor 1, By performing the predetermined operation, the tractor 1 can be controlled by the control unit 4, and the autonomous driving/autonomous operation can be performed on the tractor 1 along the autonomous traveling path 93.

Hereinafter, the configuration of the wireless communication terminal 46 including the autonomous driving route generation system 99 will be described in more detail with reference mainly to FIG. 5.

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

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

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

The work vehicle information setting unit 51 is for setting information about the tractor 1 (hereinafter, sometimes referred to as work vehicle information). The work vehicle information setting unit 51 includes the model of the tractor 1, the size of the tractor 1, the position where the positioning antenna 6 is mounted on the tractor 1, the type of the work machine 3, the work machine About the size and shape of (3), the position of the work machine 3, etc., the operator can memorize|store the content designated by operating the wireless communication terminal 46 suitably.

The packaging information setting unit 52 is for setting information about the packaging 90 (hereinafter, sometimes referred to as packaging information). The packaging information setting unit 52 designates the position and shape of the packaging 90, the starting and ending positions to be autonomously driven, the working area, the working direction, and the like, as specified by the operator operating the wireless communication terminal 46 Can remember. In addition, as shown in FIG. 1, the work direction is an area excluding the non-work area 92 (such as immersion or non-cultivation area) in the packaging 90, and the work area 91 is used to work with the work machine 3 It means the direction to drive the tractor 1 while carrying out.

Information on the position and shape of the pavement 90 is, for example, an operator boarding the tractor 1 and driving it to rotate around the pavement one turn, and the positional information of the positioning antenna 6 at that time By recording, it can be acquired automatically. However, the position and shape of the pavement 90 can be acquired based on the polygon obtained by operating the wireless communication terminal 46 and designating a plurality of points on the map while the map is displayed on the display 37. It might be.

The job information setting unit 53 is for setting information (hereinafter, sometimes referred to as job information) regarding how to perform the job specifically. The work information setting unit 53 skips, as work information, whether or not the robot tractor 1 and the manned tractor cooperate or not, and the number of work paths 93A to be skipped when the tractor 1 turns in immersion. The number (reference value), the width of immersion, and the width of non-cultivated land can be set to be set.

When the autonomous travel path 93 accompanying the skip travel is generated in the autonomous travel path generation section 47, the work area dividing section 54 includes a plurality of work areas 91, as shown in FIG. 12 and the like. It is to divide into the division (S). The segment S generated by this division becomes a unit of work for skipping. Note that the details of the division of the work area 91 will be described later.

The autonomous travel path generation unit 47 shown in FIG. 5 is for generating an autonomous travel path 93 that is a path for autonomously driving the tractor 1. The autonomous driving path generation unit 47 is based on the information set by the work vehicle information setting unit 51, the pavement information setting unit 52, and the work information setting unit 53, and the autonomous driving path of the tractor 1 (93) can be generated and stored.

The autonomous travel path 93 is composed of a work path 93A disposed in the work area 91 and a non-work path 93B arranged in the non-work area 92, as shown in FIG. 1. In the process in which the autonomous travel path generation unit 47 generates the autonomous travel path 93, the working width of the work machine 3 and the working path 93A adjacent to each other in the work area 91 in the work area 3 are Whether the working widths are partially overlapped (if possible, the upper limit of the overlapping width), the size and shape of the non-working area 92 (in other words, the width of the immersion and the width of the non-cultivation), the tractor 1 can When turning in the non-working path 93B of, the number of skipping working paths 93A (the number of skips) or the like is considered. In addition, in the case where the unmanned tractor 1 and the manned tractor perform cooperative work, in the process of generating the autonomous driving route 93, the positional relationship between the unmanned tractor 1 and the manned tractor, the working width of the manned tractor work machine, etc. This is considered.

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

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

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

The operator performs setting by operating the wireless communication terminal 46 and inputting a numerical value into a text box arranged in each column of the work vehicle information input screen 81 or selecting it from a list of drop-down boxes. Thereby, various information regarding the traveling body 2 and the work machine 3 can be set.

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

On the packaging information input screen 82, information (the packaging information) regarding the packaging 90 on which the traveling body 2 travels can be input. Specifically, on the pavement information input screen 82, a flat display unit 88 is provided that shows the position and shape of the pavement 90 and the start position and end position of autonomous driving as figures. Further, on the pavement information input screen 82, buttons of "designated" and "reset" are arranged for each of the outer periphery of the pavement 90, the start position of autonomous travel, the end position of autonomous travel, and the working direction. have.

Further, the buttons on the packaging information input screen 82 and the like are all configured as virtual buttons displayed on the display 37, and the operator touches the position of the touch panel corresponding to the display area of the button with the finger. can do.

When the "designate" button of "packaging outer periphery" is operated, the wireless communication terminal 46 switches to the packaging shape recording mode. In this pavement shape recording mode, when the operator rides on the tractor 1 and drives it, and rotates once along the outer periphery of the pavement 90, based on the transition of the positional information of the positioning antenna 6 at that time. , The position and shape of the packaging 90 is obtained (calculated). Thereby, the position and shape of the packaging 90 can be specified.

The control unit 71 of the wireless communication terminal 46 graphically displays the position and shape of the obtained packaging 90 on the flat display unit 88 of the packaging information input screen 82, as shown in FIG. When the position and shape of the packaging 90 are to be re-assigned, the contents specified so far may be destroyed by the operation of the "reset" button, and the "designation" button may be operated again.

Also, instead of specifying the position and shape of the pavement 90 by actually driving the tractor 1 in the pavement 90 as described above, for example, on the display 37 of the wireless communication terminal 46. By displaying a map and specifying a plurality of points on the map, the location and shape of the specific polygon are set as the location and shape of the package 90 by a so-called closed graph so that lines connecting the specified points do not intersect. You can also specify.

When the "designation" button of "work start position" is operated, as shown in Fig. 7, the position and shape of the designated pavement 90 are displayed on the flat display section 88, and the operator starts to autonomously determine the appropriate point. Can be specified as a location. The start position mark C1 is displayed at the designated start position. The operation of the "Reset" button is the same as above.

When the "designated" button of the "work end position" is operated, an appropriate point can be designated as the end position of autonomous driving in the same way as the "designated" button of the "work start position". At the designated end position, the end position mark C2 is displayed. The operation of the "Reset" button is the same as above.

The packaging information specified by the operator on the packaging information input screen 82 is stored in the packaging information setting unit 52. When the input of the packaging information is completed, the control unit 71 controls the display 37 to display the job information input screen 83 as shown in FIG. 8.

In the job information input screen 83, specific job information (the job information) can be input. Specifically, on the work information input screen 83, the robot tractor 1 and the manned tractor have a cooperative operation, the pattern when the manned tractor cooperates, and the manned tractor when the manned tractor cooperates. Columns for inputting the working width of the tractor, the number of skips of the robot tractor 1, the overlap allowable amount of the working width in the adjacent working path 93A, the immersion width, and the width of the non-cultivated land are formed, respectively.

In the column of "with or without a manned tractor's cooperative work," the robot tractor 1 is autonomously driven to perform agricultural work (without a manned tractor), or the robot tractor 1 and the manned tractor to autonomously drive. It is possible to carry out agricultural work by carrying (the tractor on which the operator rides) or to select either (with a manned tractor).

In the case of ``with accompanying'', in the column of ``cooperation work pattern'', the pattern of the position of the manned tractor relative to the robot tractor 1 is either immediately behind the robot tractor 1, behind the left slope, or behind the right slope. It becomes possible to choose from one. In addition, in the column of the "work width of the manned tractor", the work width of the manned tractor (effective width at which work is performed by the work machine) can be input.

In the column of the "skip number of robot tractor", a drop-down list box is arranged, and a list of numerical values that can be set as the skip number is displayed by a drop-down operation. By selecting one from the list, the operator can specify how many work paths 93A are to be skipped and agricultural work to be performed. In the present embodiment, the number of skips SN can be set by selecting one of 0, 1 or 2. If skipping is not desired, zero can be selected as the number of skips SN.

In the column of the "overlap allowable amount of work width", when the work widths may partially overlap between work paths 93A adjacent to each other, the upper limit of the overlap width can be input. If duplicates are not allowed at all, you can enter zero in this field.

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

In the column of "non-cultivated land", an appropriate value can be set while taking into account, for example, working while circulating by manual driving along the outer periphery of the pavement 90 after the end of autonomous driving.

When the operator inputs all the input fields on the work information input screen 83 and operates the "Create autonomous driving route" button, the autonomous driving route 93 is generated by the autonomous driving route generating unit 47, and the corresponding The autonomous driving path 93 is stored in the work area division unit 54. The generated autonomous travel path 93 is appropriately displayed on the display 37 for confirmation, and the autonomous travel path 93 can be confirmed by the operator operating the “confirmed” button not shown.

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

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

Next, specific processing performed by the autonomous travel path generation unit 47 when generating the autonomous travel path 93 will be described with reference to FIGS. 9 to 15. 9 is a flow chart showing processing performed by the autonomous travel path generation unit 47 when the autonomous travel path generation unit 47 is generated. 10 is a view showing a state in which a plurality of work paths 93A are arranged in the work area 91 in order to generate an autonomous travel path 93 that performs skip travel. FIG. 11 is a diagram showing a group of a specific number of work paths 93A, which is a unit of work in the case of skip running. 12 is a view showing a state in which the work area 91 is divided and a plurality of sections S are generated. 13 is a view showing a state in which the work areas 91 are divided, and a plurality of sections S and SE including the section SE of an exception in which the number of work paths 93A is greater than a specific number is generated. 14 is a view showing a state in which the work order of the work path 93A is determined. 15 is a view showing a state in which the autonomous driving route 93 is generated based on the work order determined in FIG. 14.

When the "Create autonomous driving route" button is operated on the job information input screen 83 shown in Fig. 8, for the first time, the shape of the pavement 90 set on the pavement information input screen 82 and the job information input screen ( The working area 91 and the non-working area 92 are determined based on the immersion width set in 83) and the width of the non-cultivated land. Thereafter, the processing of FIG. 9 is started, and the autonomous travel path generation unit 47 arranges the work paths 93A at a distance from each other in the work area 91 (step S101). Each work path 93A is arranged to follow the working direction set in the packaging information input screen 82 of FIG. 7. In addition, the interval in which the work path 93A is arranged is such that the work width 3 of the work machine 3 is improved so that the work machine 3 does not miss the work area 91 and the work efficiency is improved. It is decided taking into account. Further, the number (number) of columns of the work path 93A arranged in the work area 91 can be calculated based on the size of the work area 91, the working width W of the work machine 3, and the overlap allowance. Therefore, in this step, it is also possible to calculate the number of columns of the work path 93A to be arranged without arranging the work path 93A in the work area 91 and proceed to step S102.

Next, the autonomous driving path generation unit 47 acquires the information of the number of skips SN of the robot tractor 1 (inputted in the job information input screen 83) set in the job information setting unit 53, , It is judged whether or not the skip number SN is 1 or more (step S102).

As a result of the determination in step S102, when the number of skips SN is 0, the autonomous travel path generation unit 47 sequentially rotates the work path 93A from one end of the direction in which the work path 93A is arranged ( The autonomous travel path 93 which travels without skipping and reaches the other end is generated (step S103), and the process ends. As a result, an autonomous driving path 93 without skip is generated.

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

Here, the basic unit path number BP will be described. That is, the skip travel in the robot tractor 1 of the present embodiment is performed in units of groups consisting of a specific number of work paths 93A arranged adjacent to each other. Once a skip run is started for one group, no skip run is performed for the other group until the work is completed for all work paths 93A belonging to the group.

For example, when the skip number SN is 1, as shown in Fig. 11(a), five working paths 93A arranged adjacent to each other are considered. In addition, in the following description, each working path 93A may be called alphabetically, such as A, B, C, D, E from the side close to the starting position of autonomous driving. When skipping is carried out for this group, the tractor 1 runs A and then skips one and travels C, and then skips another and runs E. Thereafter, the skipping direction is inverted once, and more than two are skipped, and B is run. After that, the skipping direction is reversed again, and D is driven. As described above, by performing the tasks in the order of A, C, E, B, and D, the tasks can be completed for the five work paths 93A, generally following the set number of skips (SN) (that is, 1). have.

When the number of skips SN is 2, as shown in Fig. 11(b), seven working paths 93A arranged adjacent to each other are considered. In addition, in the following description, each work path 93A may be called alphabetically, such as A, B, C, D, E, F, and G from the side close to the starting position of autonomous driving. When skipping is carried out for this group, the tractor 1 travels A, then skips two and travels D, then skips two again and travels G. Thereafter, the skipping direction is inverted once, and three jumps are performed more than the set number, and C is run. Subsequently, the skipping direction is reversed and F is driven. Thereafter, the skipping direction is reversed, and three jumps are performed more than the set number, and B is run. Subsequently, the skipping direction is reversed, and E is driven. As described above, by performing operations in the order of A, D, G, C, F, B, and E, operations are performed on seven working paths 93A, generally following the set number of skips SN (i.e., 2). Can be completed.

Described on the basis of the above, the basic unit path number BP means the number of working paths 93A in the basic unit (group) for completing the work by skipping running. When the skip number SN is 1, the basic unit path number BP is 5, and when the skip number SN is 2, the basic unit path number BP is 7. In general, the basic unit path number BP is represented by 2(SN + 1) + 1 with respect to the skip number SN.

Therefore, step S104 substantially means determining whether the number of work paths 93A arranged in step S101 is sufficient to form at least one of the above groups.

In the determination of step S104, when the number of working paths TP does not reach the basic unit number of paths BP, it means that none of the above groups can be formed. Therefore, the control unit 71 controls the display 37 to display a message indicating that the autonomous travel path 93 cannot be generated at the set skip number SN (step S105), and the processing ends. do.

In the determination of step S104, if the number of work paths TP is greater than or equal to the number of basic unit paths BP, the autonomous travel path generation unit 47 determines whether the number of work paths TP is an integer multiple of the number of default unit paths BP. It is judged whether or not (step S106).

In the determination of step S106, when the number of work paths TP is an integer multiple of the number of basic unit paths BP, the autonomous travel path generation unit 47 moves the work area 91 in the direction in which the work paths 93A are listed. By dividing, a plurality of sections S are generated (step S107). This division is performed so that the number of work paths 93A included in each section S becomes equal to the basic unit path number BP. In Fig. 12, when the number of skips SN is 1 (the number of basic unit paths BP is 5), the work area 91 in which 15 work paths 93A are arranged is divided, and each of them is 5 work. An example is shown of forming three compartments (S) with a pathway (93A). However, when the number of work paths TP is equal to the number of basic unit paths BP, it is not necessary to divide, so that one section S is generated in the entire work area 91.

In the determination of step S106, even when the number of work paths TP is different from the integer multiple of the basic unit number of paths BP, the autonomous travel path generation unit 47 is configured to display the work area in the direction in which the work paths 93A are arranged ( 91) is divided to generate a plurality of sections S (step S108). In principle, the number of work paths 93A included in each section S is the same as the number of basic unit paths BP. As an exception, only one section SE is applicable to the section SE. ) Is performed so that the number of work paths 93A included in the number exceeds the basic unit path number BP. In Fig. 13, when the number of skips SN is 1 (the number of basic unit paths BP is 5), the work area 91 in which 16 work paths 93A are arranged is divided, and each of them is 5 work. An example is shown in which two sections (first section) S having a path 93A and one exception section (second section) SE having six working paths 93A are formed. It is preferable that the section SE of this exception is disposed at an end portion in the direction in which the working path 93A is arranged, that is, an end portion close to the end position of autonomous travel. When the number of working paths TP is less than twice the number of basic unit paths BP, since there is no need to divide, one (exceptional) section SE is generated in the entire working area 91. do.

When one or a plurality of sections S is generated, the autonomous driving path generation section 47 includes (in principle) the section S in which the number of work paths 93A is equal to the number of basic unit paths BP, and the basic unit For both of the sections (SEs) exceeding the number of paths BP (exceptions), an autonomous travel path 93 is generated so that the tractor 1 travels the work path 93A according to a predetermined work sequence ( Step S109).

The above-described work order is the above-mentioned A, C, when the number of skips SN is 1 for the section S of the (in principle) where the number of work paths 93A is equal to the number of basic unit paths BP. It means the order of E, B, D, and when the skip number (SN) is 2, it means the order of A, D, G, C, F, B, E described above. In addition, FIG. 14 shows how the work order of the work path 93A is determined when the skip number SN is 1 and the work area 91 is divided as shown in FIG. 12. In Fig. 14, the number of circles assigned to each work path 93A indicates the determined work order.

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

In addition, it is preferable to set the work order similar to the work order in the section S of the principle for the section (exception section) SE where the number of work paths 93A exceeds the basic unit path number BP. , The number of skipping the work path 93A may be considered to be somewhat flexible, and the autonomous travel path 93 may be generated to travel the work path 93A in a proper work order.

Through the above process, it is possible to generate an autonomous traveling route 93 suitable for a task involving skipping travel. 12 to 15, the skip number SN is 1, but even when the skip number SN is 2, the basic unit path number BP is 7 as shown in FIG. 11(b). It can be created in exactly the same way as above, except that it becomes A, D, G, C, F, B, E.

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

Thereby, even when the work by skipping is performed, it is possible to work sequentially from the end of the work area 91 in units of the divided small sections S. Therefore, even when the work is interrupted halfway, the portion where the work completed point and the unworked point alternately appear in the work area 91 can be suppressed to a small range within the partition S. Therefore, the point at which the work is completed is likely to be clear, and the work can be resumed smoothly. In addition, even when the soil environment changes due to rain or the like before and after the operation is stopped, it is possible to prevent a portion having a different work quality from being formed as a comb over a wide range.

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

Thereby, since a certain work order can be set for the work path 93A in units of the sections S, regular skip driving can be realized and the generation process of the autonomous travel path 93 can be simplified. have.

In addition, in the autonomous driving route generation system 99 of the present embodiment, the work area division unit 54 has the number of work paths 93A included in the work area 91 being an integer of the basic unit path number BP. In the case of not a ship, as shown in Fig. 13, the number of working paths 93A included is the same as that of the basic unit path number BP, the division S of the principle and the number of working paths 93A included is the basic unit path. The work area 91 is divided into a plurality of sections S, SE to form a section SE of an exception greater than the number BP.

Thereby, a section in which the number of work paths 93A included does not reach the basic unit path number BP does not occur, so that the autonomous travel path 93 with skip travel can be easily generated.

Next, referring to Figs. 16 and 17, depending on the shape of the pavement 90 and the working area 91, the tractor 1 requires a plurality of turning or turning operations in the non-working area 92. An example is described. 16 is a view showing an example in which the tractor 1 performs a plurality of turns in the non-working area 92. 17 is a view showing an example in which the tractor 1 performs a plurality of turns and direction changes in the non-working area 92.

In the packaging 90P shown in FIG. 16, in the non-working area 92, a crank-shaped portion in which the L-shape continues is present. When the non-work path 93B connecting the disadvantages of the work path 93A in which the work order is determined passes through the part, the non-work path 93B enters the non-work area 92 (ie, the tractor). (1) is generated by projecting a predetermined margin, neither entering the working area 91 nor coming out of the packaging 90P. At this time, in the portion of the L-shape, the turning radius R of the traveling body 2 is considered. In the example of FIG. 16, since the non-working area 92 has a crank-shaped portion, it is necessary to make two extra turns in the non-working area 92 compared to the packaging 90 shown in FIG. 15.

Moreover, even if it is the same package 90P as FIG. 16, as shown in FIG. 17, it may be necessary to pass a part of a crank shape immediately after entering the non-working path 93B from the working path 93A. At this time, even if turning is performed in the L-shape immediately after entering the non-working path 93B, the traveling body 2 or the working machine 3 is projected out of the packaging 90P. In this case, as shown in Fig. 17, the non-working path 93B is generated as a path that also involves turning the vehicle body 2 back and forth once in addition to turning the portion of the L-shape.

As described above, when the non-work area 92 is irregular, the skip driving can be appropriately performed by generating the non-work route 93B so that the autonomous travel route generation unit 47 carries out turning or turning as necessary. have.

Although the preferred embodiment of the present invention has been described above, the above configuration can be changed, for example, as follows.

In the above-described embodiment, the basic unit path number BP is a numerical value represented by 2 (SN + 1) + 1 with respect to the skip number SN, but may be changed to another numerical value. That is, the basic unit path number BP is represented by M(SN + 1) + 1 (M is a natural number of 2 or more).

In the above embodiment, the number of skips SN is said to be selectable from 1 or 2, but it is also possible to have a configuration in which three or more numerical values can be selected as necessary.

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

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

In step S105 shown in Fig. 9, instead of displaying a message, an autonomous travel path described in the subject to be solved by the above-described invention (which performs simple skip travel) may be generated. Or, if the number of work paths TP does not reach the basic unit number of paths BP, the user is prompted to change the number of skips SN to 0, and the step when the user changes the number of skips SN to 0. When the user proceeds to S103 and the user has not changed the skip number SN to 0, it may be assumed to proceed to Step S105.

By the way, as shown in Figs. 14 and 15, when the work area 91 is divided into a plurality of sections S or a plurality of sections S and a single section SE, the tractor 1 By this, the work order for the autonomous driving/autonomous work section is set in order from, for example, a section close to the starting position, and when the work is completed for a specific section, the work is performed in the section adjacent thereto. However, the work order for each section is not limited to this, and any order may be set.

In the above-described embodiment, the non-working area 92 is determined based on the immersion width and the width of the non-cultivation area set in the work information input screen 83, and the rest of the area except for the non-working area 92 in the packaging 90 As, the working area 91 is defined. However, the method for setting the work area 91 is not limited to the above, and for example, any point of the package 90 displayed on the flat display unit 88 in the above-described packaging information input screen 82 can be used. The work area 91 and the non-work area 92 may be set by an operator designation.

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

<Second Embodiment>

Next, the autonomous driving route generation system 199 according to the second embodiment of the present disclosure will be described in detail with reference mainly to FIGS. 18 to 34. 18 is a block diagram showing the main configurations of the electric system of the robot tractor 1 and the wireless communication terminal 46 according to the second embodiment. In the following, the same reference numerals are given to members and steps having the same configuration as in the first embodiment, and the description may be omitted appropriately.

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

The radio communication terminal 46 of the present embodiment is also the same as in the case of the first embodiment, through the cooperation of the software and hardware described above, the display control unit 31, the storage unit 32, the packaging outer peripheral setting unit 33 ), the obstacle outer periphery setting unit 34, the work area setting unit 35, the start end position setting unit 151, the work direction setting unit 36, and the autonomous driving path generation unit 147 and the like. .

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

On the pavement information input screen 182, information regarding the pavement on which the tractor 1 travels can be input. Specifically, on the packaging information input screen 182, a flat display unit 88 showing the shape of the packaging graphically (graphically) is arranged. In the packaging information input screen 182, the buttons of "start recording" and "reset" are respectively arranged in the column of "position of outer periphery of packaging" and the column of "position of outer periphery of obstacle". In the packaging information input screen 182, "designated" and "reset" buttons are arranged in the respective fields of "work start position and work end position" and "work direction".

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

The pavement outer periphery setting unit 33 sets the position of the outer periphery of the pavement to which the tractor 1 is subject to autonomous driving. Specifically, when the user operates the "record start" button of the "position of the packaging outer periphery" on the packaging information input screen 182, the wireless communication terminal 46 switches to the packaging outer periphery recording mode. In this pavement circumference recording mode, when the tractor 1 is rotated one turn along the circumference of the pavement, the transition of the positional information of the positioning antenna 6 at that time is recorded in the pavement circumference setting section 33, and The shape of the packaging is set (obtained) in the packaging outer peripheral setting unit 33. Thereby, the position and shape of the packaging can be set. Moreover, by operating the "reset" button, it is possible to record (set) the position of the outer periphery of the package again.

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

The work area setting unit 35 is to set the position of the work area (driving area) in which agricultural work is performed while autonomous driving, which is disposed in the pavement of the object to which the tractor 1 performs autonomous driving. Specifically, in the wireless communication terminal 46 of the present embodiment, in the input screen (not shown) different from the packaging information input screen 182, the width of immersion and the width of non-cultivated land can be set. Consists of. Then, a non-working area composed of immersed and non-cultivated land is determined based on the above-mentioned setting contents and the position and shape of the package set in the packaging outer periphery setting part 33, and the non-working area is excluded from the area of the packaging. The area is defined as the working area.

The start end position setting unit 151 sets the start point, which is the point where the tractor 1 starts autonomous driving, and the end point, which is the point where the autonomous driving ends. Specifically, when the user operates the "designation" button of the "job start position and job end position" on the packaging information input screen 182, the flat display unit 88 sets the packaging outer peripheral setting unit 33. The packaging data is displayed superimposed on the map data. In this state, when the user selects an arbitrary point near the contour of the pavement, the position information of the selected point can be set (recorded) in the start end position setting unit 151 as the start point and end point. In addition, the function of the "reset" button is the same as above.

The working direction setting unit 36 sets the direction in which the tractor 1 travels while performing agricultural work in the working area (direction of the running path). Specifically, when the user operates the "designation" button of "working direction" on the packaging information input screen 182, the shape of the packaging set in the packaging outer periphery setting unit 33 is mapped to the flat display unit 88. It is superimposed on the data. In this state, the work direction setting unit 36 sets the direction of the straight line connecting the two points as the working direction (driving direction) by selecting two points from a plurality of points specified by the user, for example, when designating packaging. Can be set (recorded) in. In addition, the point selected when specifying the working direction is not limited to two points, and may be a plurality of points of three or more points. Thereby, it is possible to specify a more accurate working direction along the contour of the packaging or the like. The function of the "reset" button is the same as above.

The autonomous travel path generation unit 147 in the present embodiment generates a travel path in which the tractor 1 autonomously travels in the pavement. In the same way as in the first embodiment, the travel path in a straight line or a line and a circular circuit are alternately included in this travel path. The autonomous driving path generation unit 147 is the position of the outer periphery set in the outer packaging setting unit 33, the position of the working region set in the working area setting unit 35, and the starting point set in the starting end position setting unit 151 And the position of the end point and the work direction information set by the work direction setting unit 36, and automatically generates a travel route based on the information. Basically, this traveling path is generated such that a straight or broken running path is included in the work area, and the turning circuit is included in an area (non-work area) other than the work area in the pavement. However, when an obstacle exists in the pavement, the autonomous travel path generation unit 147 generates a travel path to avoid the obstacle. This will be described in detail later. The travel path created by the autonomous travel path generation unit 147 is stored in the storage unit 32.

Next, a specific process when the autonomous travel path generation unit 147 generates a travel path will be described with reference to FIGS. 20 and 21. 20 is a flow chart showing processing performed by the autonomous travel path generation unit 147 when generating the travel path. 21 is a flow chart showing the continuation of the processing of FIG. 20.

At the very beginning, the autonomous driving path generation unit 147 includes the position of the outer periphery set in the outer packaging setting unit 33, the position of the working region set in the working area setting unit 35, and the starting end position setting unit 151. The position of the start point and the end point set in and the work direction information set in the work direction setting unit 36 are acquired, and a tentative travel path T0 is generated based on these information (see Fig. 22). Specifically, the autonomous travel path generation unit 147 considers that there are no obstacles in the pavement, and generates a tentative travel path T0 in which a plurality of provisional travel paths P0 are arranged at a distance from each other in the work area ( Step S201). Each tentative running path P0 is arranged to follow the working direction.

22 shows an example of the tentative travel path T0 generated by the autonomous travel path generation unit 147. 22 is a diagram showing an example in which a provisional travel path T0 in which a plurality of provisional travel paths P0 are arranged is generated. In FIG. 22, the path indicated by the solid arrow is a traveling path that the unmanned tractor 1 travels. An unattended tractor for performing cooperative work is an unmanned tractor that is adjacent to a lane on which the unmanned tractor 1 travels (arranged between two rows of lanes with arrows), and without an arrow. It shows the running path which runs along with the tractor 1 of the. In the example of FIG. 22, the manned tractor is behind the right inclination of the unmanned tractor 1 on the road (the driving path in the direction upward to the ground in FIG. 22 ), and the return path (the driving path in the direction downward to the ground in FIG. 22) ), it is assumed to run behind the left incline, respectively.

Subsequently, the autonomous driving route generation unit 147 acquires the obstacle outer circumferential area from the obstacle outer circumference setting unit 34 and, in the tentative driving path P0 generated in step S201, the tentative driving path that interferes with the obstacle outer circumferential region. It is determined whether or not there is (Step S202).

As a result of the judgment in step S202, if there is no provisional driving path interfering with the outer periphery of the obstacle (step S202, No), the tentative driving path T0 created assuming that there is no obstacle in the pavement is used as the driving path T as it is. Therefore, the autonomous travel path generation unit 147 sets the provisional travel path T0 as the travel path T (step S203), and ends the generation of the path.

On the other hand, as a result of the determination in step S202, when there is a provisional driving path interfering with the obstacle outer circumferential area (step S202, YES), the autonomous driving route generating unit 147 steps to create a driving route avoiding the obstacle. The processing after S204 is performed.

In the process of step S204, the autonomous travel path generation unit 147 is the starting point F of the provisional travel path P0 for each of the provisional travel paths P0 interfering with the obstacle outer circumferential area. ) As the starting point, and the first travel path P1 with the point G as the end point reaching the obstacle outer circumferential area as the end point is obtained. FIG. 23 shows a state in which the first travel path P1 is generated with respect to one provisional travel path P0.

Subsequently, in the process of step S205, the autonomous travel path generation unit 147 returns to the opposite side of the obstacle while passing through the obstacle outer circumferential area, starting from the end point (point G) of the first travel path P1. , It is a position on the virtual extension line (L) extending the first travel path (P1) to penetrate the obstacle, and generates a detour (Q) to reach the position (point (H)) from the outer circumferential region. Fig. 24 shows a state in which a detour Q is generated for one provisional driving path P0. As shown in Fig. 24, this detour Q is based on the tentative running path P0, and when viewed from the traveling path until reaching the unworked area side (in other words, the first running path P1). To the far side).

Subsequently, in the process of step S206, the autonomous travel path generation unit 147 takes the end point (point H) of the detour Q as a starting point and ends the tentative travel path P0 (point J). ) To obtain the second travel path P2 as an end point. The second travel path P2 is disposed on the provisional travel path P0. In addition, FIG. 24 shows a state in which the second travel path P2 is generated with respect to one provisional travel path P0.

Subsequently, in the process of step S207, the autonomous travel path generation unit 147 is among the detours (Q1, Q2, Q3, ...) generated for each provisional travel path P0 interfering with the obstacle outer circumferential area, It is determined whether or not there is one or more detours having a path length equal to or greater than a predetermined distance L1.

As a result of the determination in step S207, if there is no detour Q having a length equal to or greater than the predetermined distance L1 (step S207, no), the travel path is extremely extreme even if the tractor 1 travels through the detour Q. Since there is no lengthening, this bypass Q is employed as a travel route.

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

On the other hand, as a result of the determination in step S207, when there is one or more detours Q having a length equal to or greater than a predetermined distance L1 (step S207, YES), the traveling path is generated when the tractor 1 is driven along the detour Q Since the operation becomes inefficient due to excessive lengthening, this bypass Q is not employed as a travel path.

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

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

Subsequently, in step S214, the autonomous travel path generation unit 147 interferes with the obstacle outer circumferential area to successively reciprocate the tentative travel paths P0 (if there are multiple reciprocating paths, each of them). , Replaced with a running path consisting of a first running path P1, a return path D, and a third running path P3. Thereby, the travel path T2 returned in front of the obstacle is generated. 27 shows an example in which the travel path T2 which avoids the obstacle is generated by returning in front of the obstacle.

In addition, when the travel path returning in front of the obstacle is generated by the processing in step S214, the travel path T3 returning in front of the obstacle is appropriately generated in the area opposite to the obstacle, as indicated by the broken line in FIG. . In FIG. 27, the unmanned tractor 1 performs a farming operation while traveling on the travel path T2, reaches the end point, and then moves through the non-work area to the time point of the travel path T3, and then travels on the travel path T3. ) Shows an example of farming while driving. However, the above is an example, and, for example, after working an area on one side divided by an obstacle, a travel path may be generated to work on the opposite side immediately.

As described above, the autonomous travel path generation system 199 of the present embodiment generates a travel path for autonomously driving the tractor 1 in a predetermined work area. The autonomous travel path generation system 199 includes a work direction setting unit 36, an autonomous travel path generation unit 147, and an obstacle outer periphery setting unit 34. The working direction setting unit 36 sets the traveling direction (working direction) of the tractor 1 in the working area. The autonomous travel path generation unit 147 is capable of generating a travel path including a plurality of travel paths formed along the work direction set by the work direction setting unit 36 in the work area. The obstacle outer circumference setting unit 34 sets an obstacle outer circumference area with respect to an obstacle in the work area. The autonomous travel path generation unit 147 can generate a travel path to include the first travel path P1, the detour Q, and the second travel path P2 (from FIGS. 22 to 25). See). The first travel path P1 is arranged along the working direction. Bypass (Q) is the first travel path (P1) so that the end point (point (G)) of the first travel path (P1) as a starting point, while passing through the outer periphery of the obstacle, returns to the opposite side of the obstacle and penetrates the obstacle. Reaches the position on the virtual extension line L extending. The 2nd travel path P2 is arrange|positioned on the virtual extension line L with the starting point (point H) of the detour Q as a starting point.

As a result, a travel path including the first travel path P1, the detour Q, and the second travel path P2 is generated. Therefore, by autonomously driving the tractor 1 along this travel path, it is possible to drive the tractor 1 so as to bypass the obstacle. In addition, since the bypass (Q) is arranged to pass through a predetermined obstacle outer circumferential area, it is possible to smoothly work by the unmanned tractor (1) by deliberately creating a bypass in consideration of the relationship with the entire travel path. . In addition, in the part other than the detour (Q), the travel path can be a path along the working direction, and the algorithm of autonomous travel path generation can be simplified. As described above, by basically setting the running path as a straight line or a line along the working direction, it becomes easy to handle a plurality of running paths as one set, and the method of performing agricultural work for each set is also easy. Can be realized.

In addition, in the autonomous travel path generation system 199 of the present embodiment, the autonomous travel path generation unit 147 is the first travel path P1 when the path length of the bypass Q is less than a predetermined distance L1. ), it is possible to create a travel path to include the detour Q and the second travel path P2 (see FIG. 25 ). Meanwhile, the autonomous driving path generation unit 147 may include the first driving path P1, the return path D, and the third driving path P3 when the bypass path is equal to or greater than a predetermined distance L1. It is possible to create the driving route (see Fig. 27). The return path D returns to the front of the obstacle while passing through the obstacle outer circumferential area, starting from the end point (point G) of the first travel path P1 (see FIG. 26 ). The 3rd travel path P3 is arrange|positioned in parallel with the 1st travel path P1, starting from the end point (point K) of the return path D.

In this way, when the path length of the bypass Q becomes equal to or greater than the predetermined distance L1, instead of the path bypassing the obstacle, a path returned in front of the obstacle can be generated as the travel path. Therefore, it is possible to prevent an excessively long portion of the travel path that does not contribute to work.

In addition, in the autonomous travel path generation system 199 of the present embodiment, the autonomous travel path generation unit 147 uses the detour Q when the obstacles are arranged in the work area in the first travel path. It is generated so as to turn from the far side (unworked area side) to the opposite side of the obstacle when viewed from the driving path until it reaches (P1).

Thus, even if the tractor 1 is driven along the travel path T1 generated by the autonomous travel path generation unit 147, the tractor 1 continues until the first travel path P1 is reached when the obstacle is bypassed. There is no re-entry into the area that has been driven (the area where agricultural work has been performed). Therefore, it is possible to run the tractor 1 while avoiding obstacles without affecting the work performed on the tractor 1. In addition, when the manned tractor 1 is driven along with the unmanned tractor 1, it is possible to prevent the unmanned tractor 1 from approaching the side of the manned tractor when bypassing the obstacle, so that collision or the like does not occur.

<Third embodiment>

Next, the autonomous driving route generation system 199 according to the third embodiment of the present disclosure will be described with reference to Figs. In the following, the same reference numerals are given to members and steps having the same configuration as in the second embodiment, and the description may be omitted appropriately.

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

In the process of step S307, the autonomous travel path generation unit 147 includes the tractor 1 during the detours Q1, Q2, Q3, ... generated for the individual provisional travel paths P0 interfering with the obstacle outer circumferential area. ) It is determined whether there is one or more detours having a predetermined distance (L2) of the avoidance distance (L10) (see FIG. 24), which is a distance that must be moved in a direction perpendicular to the working direction in order to avoid (bypass) the obstacle. do.

As a result of the determination in step S307, even if there is no detour Q having an evasion distance L10 or more than a predetermined distance L2 (step S307, No), even if the tractor 1 travels through the detour Q, Since the path length of the travel path does not become extremely long compared to the case where there is no obstacle in the work area, it is assumed that the obstacle is avoided by using this bypass (Q). That is, the process of step S208 is performed, and the travel path T1 including the detour Q is generated.

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

Even by the processing of this embodiment, it is possible to prevent the detour from becoming excessively long. In addition, in this embodiment, since the evasion distance L10 is used instead of the path length of the bypass Q, the autonomous travel path generation unit 147 can easily determine whether the bypass Q is too long. .

As described above, in the autonomous travel path generation unit 147 of the present embodiment, the avoidance distance L10, which is the distance that the tractor 1 must move in the direction perpendicular to the working direction in order to avoid the obstacle, is a predetermined distance. In the case of less than (L2), it is possible to generate a travel path to include the first travel path P1, the detour Q, and the second travel path P2. On the other hand, the autonomous travel path generation unit 147 includes the first travel path P1, the return path D, and the third travel path P3 when the avoidance distance L10 is equal to or greater than the predetermined distance L2. So it is possible to create a driving route. The return path D returns to the front of the obstacle while passing through the obstacle outer circumferential area, starting from the end point (point G) of the first travel path P1. The 3rd travel path P3 is arrange|positioned in parallel with the 1st travel path P1, starting from the end point (point K) of a return path (refer FIG. 26).

Thus, when the avoidance distance L10, which must be moved in the direction perpendicular to the working direction in order to bypass the obstacle, becomes a predetermined distance L2 or more, instead of the path bypassing the obstacle, the path T2 returning in front of the obstacle Can be generated as a driving route. Therefore, it is possible to prevent the portion of the travel path T2 that does not contribute to work from being excessively long.

<Fourth Embodiment>

Next, the autonomous driving route generation system 199 according to the fourth embodiment of the present disclosure will be described with reference to FIG. 29 and the like. In the following, the same reference numerals are given to members and steps having the same configuration as in the second embodiment, and the description may be omitted appropriately.

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

In the process of step S407, the autonomous travel path generation unit 147 includes the tractor 1 during the detours (Q1, Q2, Q3, ...) generated for each provisional travel path P0 interfering with the obstacle outer circumferential area. It is determined whether or not there is one or more detours having a predetermined number of turns or a turning angle required to avoid (bypass) an obstacle (eg, 5 or more, or 120° or more).

As a result of the determination in step S407, if there is no detour (Q) having a turn number or turning angle equal to or more than a predetermined level (step S407, no), even if the tractor 1 runs through the detour (Q), the more complicated route is Since it is not possible, it is assumed that an obstacle is avoided using this bypass (Q). That is, the process of step S208 is performed, and a travel path including the detour Q is generated.

On the other hand, as a result of the judgment in step S407, when there is one or more detours Q having a turn number or turning angle of a predetermined value or more (step S407, YES), driving the tractor 1 along the detours Q results in a travel path. This bypass (Q) is not employed because it may become complicated and the work may become inefficient or the user may be confused. That is, the autonomous travel path generation unit 147 generates (D) a return instead of a detour by processing from steps S211 to S214 shown in FIG. 21.

As described above, in the autonomous travel path generation unit 147 of the present embodiment, when the number of turns or the turning angle in the detour Q is less than a predetermined amount, the first travel path P1 and the detour Q ) And the second travel path (P2 ). On the other hand, the autonomous travel path generation unit 147, the first travel path (P1), the return path (D) and the third travel path (P3) when the number of turns or turning angle in the bypass (Q) is more than a predetermined It is possible to create a driving route to include. The return path D returns to the front of the obstacle while passing through the obstacle outer circumferential area, starting from the end point (point G) of the first travel path P1. The 3rd travel path P3 is arrange|positioned in parallel with the 1st travel path P1, starting from the end point (point K) of the return path D.

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

As described above, in the autonomous travel path generation system 199 of the present embodiment, the travel path is made to be as straight as possible, and obstacles can be avoided. In addition, as a pass for avoiding obstacles, it is assumed that a path bypassing the obstacle and a path returning in front of the obstacle are appropriately used. As described above, by generating the travel path in a straight line as much as possible, the algorithm of generating the autonomous travel path can be simplified, and the user can make the travel path easy to understand for the user.

Although preferred embodiments from the second embodiment to the fourth embodiment have been described above, the configuration of these embodiments can be changed as follows, for example.

In the above-described embodiment, the autonomous travel path generation unit 147 is supposed to generate a travel path consisting of a first travel path P1, a detour Q, and a second travel path P2 in the work area. In other words, it is assumed that a driving path for avoiding obstacles is generated to enter the work area. However, it is not necessarily limited to this, for example, instead of this, a travel path may be generated so that the detour Q is projected to a non-cultivated land (non-working area).

In the above-described embodiment, the autonomous travel path generation unit 147 is supposed to generate the detour Q to bypass to the unworked area side. However, it is not necessarily limited to this, and for example, instead of this, the bypass (QA) bypassing the unworked area side and the bypass (QB) bypassing the work area side (the side that has already performed the agricultural work) are temporarily You may generate and compare the path lengths of these detours QA and QB, and employ a detour that shortens the length.

For example, when the manned tractor 1 is driven to be located behind the slope of the unmanned tractor 1 by being attached to the unmanned tractor 1, and in the case of performing cooperative work, the unmanned tractor 1 is bypassed (Q). When driving along the road, when there is a possibility of approaching the manned tractor, the warning of this effect may be displayed on the display 37 of the wireless communication terminal 46. Specifically, the display control unit 31 may generate display data indicating a warning, and display the warning screen based on the display data on the display 37. Fig. 30 shows an example of displaying the warning screen as described above.

In the above-described embodiment, it is assumed that an obstacle is present in the working area. However, in reality, the situation in which the obstacles are arranged to overlap the contour of the working area is also taken for granted. For example, FIG. 31 shows an example in which an obstacle is arranged to protrude from the end of the pavement toward the center. In the autonomous driving route generation system 199 of the present invention, even in such a case, it is possible to generate a driving route with high efficiency while avoiding obstacles. In addition, if it is physically impossible to create a detour bypassing the unworked area side as shown in FIG. 31, instead of this, a detour bypassing the work area side (the side that has already performed the agricultural work) may be generated.

The invention disclosed in the above embodiments can be applied even when the outline of the packaging is complicated. For example, when a concave portion is formed in the outline of the package as shown in Fig. 32, the shape of the outer periphery of the package is set in the outer package setting unit 33. Even in such a case, in the case of a simple rectangular pavement, if it is considered that the obstacle is disposed in a projecting direction toward the inside, it can be considered to be the same as in the case of FIG. That is, the present invention can be applied even when a part of the outline of the packaging is concave, so that it becomes substantially an "obstacle."

In step S207 of Fig. 20, instead of determining whether there is one or more bypass paths having a path length equal to or greater than a predetermined distance L1 among the plurality of detours, whether or not the sum of the path lengths of the plurality of bypass paths is equal to or greater than a predetermined distance. You may judge. Similarly, in step S307 of Fig. 28, it may be determined whether the sum of avoidance distances is equal to or greater than a predetermined distance.

When the unmanned tractor 1 starts to bypass the obstacle, a direction indicator such as a winker may function to prompt attention to a user of the wireless communication terminal 46, an operator of the manned tractor, or the like. Thereby, for example, in the case where the unmanned tractor 1 may approach the manned tractor, the user can notice this, and collision or the like can be prevented.

In the above-described embodiment, as the bypass Q, the end point G of the first travel path P1 is taken as the starting point, and returns to the opposite side of the obstacle while passing through the obstacle outer circumferential area, so that the first travel path passes through the obstacle. Although it was supposed to generate a detour Q reaching the position on the virtual extension line L extending (P1), it is not limited to this. That is, the bypass may be a passage connecting the end point of the first travel path (the point reaching the obstacle outer peripheral area) and the time point of the second travel path (the point coming from the obstacle outer peripheral area) disposed with the obstacle interposed therebetween. The starting point of the driving route may not be a point on the virtual extension line extending the first driving route. When the time point of the second travel path is not a point on the virtual extension line extending the first travel path, as shown in FIG. 33, for example, as the travel path on the line where the provisional travel path P0' is broken, the first travel path By connecting the driving path P1' and the second driving path P2' through the refracting portion, the provisional driving path P0' on the broken line is formed, and the refracting portion is located in the obstacle outer circumferential area or the area where the obstacle exists. The case of positioning is illustrated. In Fig. 33, the starting point of the first driving route P1' is F', the ending point is G', the starting point of the second driving route P2' is H', the ending point is J', and the bypass is Q'. Is shown.

In the above-described embodiment, in the case where an obstacle exists in the work area in the form of a road, in the outer periphery area of the obstacle, from the far side when the detour Q is seen from the travel path from reaching the first travel path P1 Although it was supposed to generate to turn to the opposite side of the obstacle, it is not limited to this. The bypass may be generated to be generated on the side of the obstacle outer circumference that is closer to the end point. In other words, the bypass circuit is generated to include a turning circuit that turns to the end point in the obstacle outer circumference area after reaching the obstacle circumference area. You can do it.

That is, the number of travel paths in the work area is determined in consideration of the width of the work area and the vehicle width of the tractor 1 (working machine 3), but the work order in each work path is appropriately determined according to the user's designation. It is possible to set. As the user's designation, it is possible to designate the number of work paths (the number of skips) between the current driving path P10 and the next driving path P11, and when the number is 0, the driving path When P10 and the driving path P11 are adjacent, and the number is 2, the driving path P10 and the driving path P11 are arranged with two driving paths interposed therebetween. In principle, the work order in each work path is sequentially set from the start point toward the end point, but when the number is other than 0, some, set from the end point toward the start point (in other words, travel near the end point) After driving the road, there may be a case where the running path of the unviewed mirror near the starting point is traveled. Then, when an obstacle is present on a trailing path of the unviewed vehicle traveling from the end point toward the start point, a detour is generated in the obstacle outer circumferential area so as to pass through the side of the other unviewed path, that is, the end point side.

In addition, in the case where an obstacle exists on an unexperienced travel path that travels from the end point to the start point, when the adjacent travel paths are run paths of both sides, the bypass path length is more It is sufficient to generate a short detour or a detour with fewer turns.

<Fifth embodiment>

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

Specifically, when the outer periphery area of the obstacle is set by the obstacle outer periphery setting unit 34, it can be realized by determining whether to generate a detour in the outer periphery area of the obstacle. For example, in the process of step S207 of FIG. 20, when there is one or more bypasses having a length equal to or greater than a predetermined distance, the route length of the bypass is lengthened excessively, and the traveling route is bypassed to avoid inefficient operation. Although it is assumed that it is not adopted as, the path length of the bypass when the bypass is generated in the outer peripheral area of the obstacle set by the obstacle outer peripheral setting unit 34 can be calculated in advance. For example, when the outer circumferential area of the obstacle is a hollow rectangular area, the maximum path length of the bypass is, in principle, the length of the lateral side (side in the direction perpendicular to the working direction) of the outer edge of the circumferential area and the longitudinal side ( It is the length of the sum of the lengths of the sides parallel to the working direction (hereinafter referred to as the maximum path length A). Here, "in principle" means that if the path length of the detour is generated to be the shortest, for example, other factors (for example, the above-described path without the generated path side is not generated, and the path of the unspecified path is unspecified). When the path length of the detour is shortest due to the factor of generation), the length is twice the length of the transverse side (side in the direction perpendicular to the working direction) of the outer edge of the periphery region and the longitudinal side ( It is the length of the sum of the lengths of the sides parallel to the working direction (hereinafter referred to as the maximum path length B). In addition, the autonomous travel path generation unit 147 generates a travel path that does not include a detour in the outer circumferential area of the obstacle in which the maximum path length A is at least a predetermined distance, and the maximum path length A ) And in the outer circumferential area of the obstacle where both the maximum path length (B) are less than a predetermined distance, it is possible to generate driving paths including detours to generate driving paths including the respective driving paths.

In steps S501 to S504 of FIG. 34, the process performed by the autonomous travel route generation unit 147 when generating the travel route by the above method is simplified by a flow chart. When this process is described, first, the autonomous travel path generation unit 147 calculates the maximum path length in advance for all obstacle outer circumferential areas (step S501). Subsequently, the autonomous travel path generation unit 147 generates a travel path with no return or bypass for a portion of the work area that does not interfere with the obstacle outer circumferential area (obstacle) (step S502). Next, the autonomous travel path generation unit 147 generates a travel path including a return path when the maximum path length of the obstacle outer circumferential area is greater than or equal to a predetermined value in a part of the work area that interferes with the outer circumferential area. (Step S503), when it is less than a predetermined value, a travel path including a detour is generated (Step S504). In this way, it is possible to generate a driving route without generating a tentative driving route by making it possible to correspond to whether or not a driving route including a detour is generated corresponding to the outer circumferential area of the obstacle.

In the above-described embodiment, the non-working area is determined by setting the width of the immersion and the width of the non-cultivation area on the input screen not shown, and the working area is determined as the remaining area excluding the non-working area from packaging. However, the method for setting the work area is not limited to the above, and for example, in the above-described pavement information input screen 182, the user designates an arbitrary point of the pavement displayed on the flat display unit 88, thereby allowing the work area to be set. And a non-working area.

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

In the above-described embodiment, the working direction setting unit 36, the autonomous driving route generating unit 147, and the obstacle outer periphery setting unit 34 constituting the autonomous driving route generation system 199 are the wireless communication terminal 46. ), but it is not limited to this. That is, some or all of the working direction setting unit 36, the autonomous travel path generation unit 147, and the obstacle outer circumference setting unit 34 may be provided on the tractor 1 side.

<The sixth embodiment>

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

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

In addition, the moving image or image captured by the camera 247 is image analyzed by the control unit 4 or the wireless communication terminal 46. Thereby, the external environmental information in the pavement, for example, the position of a specific object (eg, the shape of the pavement surface such as a groove or groove, the end of the pavement obstruction such as a stone) existing around the tractor 1, Size and the like are detected. In addition, the position of the specific object (the direction in which the specific object exists and the distance to the specific object) is detected based on the range (a size of the specific object) occupied by the specific object among the acquired images or videos, the position where the specific object is displayed, and the like. . Note that processing performed according to the detection result of the specific object will be described later.

The main configuration of the autonomous driving route generation system 299 of this embodiment is provided in the wireless communication terminal 46. The autonomous driving route generation system 299 of the present embodiment includes the above-described control unit 71, communication unit 72, display control unit 31, storage unit 32, pavement outer peripheral setting unit 33, obstacle outer peripheral setting In addition to the section 34, the work area setting section (driving area setting section) 35, the start end position setting section 151, and the working direction setting section (driving direction setting section) 36, etc., additionally, a path is generated. A unit 276, a correction information calculation unit 277, a correction path generation unit 278, and the like are provided.

The wireless communication terminal 46 of the present embodiment is also the same as in the case of the first embodiment, by the above-mentioned software and hardware cooperation, the path generation unit 276, the correction information calculation unit 277, and the correction path It can operate as a generator 278 or the like.

The path generation unit 276 of the present embodiment also includes a travel path, basically a straight line or a lined travel path, in the work area, and the line circuit is the work area in the pavement, similarly to the above embodiment. It is created to be included in other areas (non-work areas). However, when an obstacle exists in the pavement, the path generation unit 276 generates a travel path to avoid the obstacle. This will be described in detail later. The travel path generated by the path generation unit 276 is stored in the storage unit 32.

The correction information calculating unit 277 determines the driving route based on the detection result of the specific object (eg, the shape of the pavement surface such as a groove or groove, an obstacle such as a stone, the end of the pavement) acquired by the camera 247. The correction information for correction is calculated. The correction path generation unit 278 generates a correction path in which the travel path is corrected based on the correction information calculated by the correction information calculation unit 277. In addition, detailed processing performed by the correction information calculation unit 277 and the correction path generation unit 278 will be described later.

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

First, the traveling path T set when the tractor 1 performs work along the ridge formed on the pavement will be described. As shown in Fig. 37, the travel path T is composed of travel paths P5 to P8 and line circuits U5 to U7. The traveling paths P5 to P8 are straight paths formed so as to pass through the center of the groove formed on the pavement. The turning circuit U5 is an arcuate path connecting the travel path P5 and the travel path P6. The turning circuit U6 is an arcuate path connecting the travel path P6 and the travel path P7. The turning circuit U7 is an arcuate path connecting the travel path P7 and the travel path P8.

Here, as shown in Fig. 38, a case is considered where the position of the furrow on the start point side (more specifically, the center of the furrow) is shifted to the end side of the package (opposite to the end point). In this case, it is assumed that the travel path T shown in FIG. 37 is stored in the storage unit 32. Therefore, if the vehicle travels without correcting the travel path T, since the tractor 1 does not pass through the center of the groove, there is a possibility that the work by the tractor 1 is not properly performed. In this regard, the wireless communication terminal 46 of the present embodiment can correct the travel path T in consideration of the displacement of the ridge by performing processing based on the flow chart shown in FIG. 36.

First, the wireless communication terminal 46 analyzes the image (the video may be the same, hereinafter the same) detected by the camera 247 to determine whether or not the furrow has been detected (step S601). For example, since the part where the ridge is formed is higher than other parts, the wireless communication terminal 46 is based on the image detected by the camera 247, and the part where the ridge is formed and the ridge are formed. It is possible to distinguish parts that are not. As described above, the wireless communication terminal 46 detects the mockup. In the example shown in Fig. 38, for example, the timing at which the start of autonomous driving and autonomous operation of the tractor 1 is indicated, or the appropriate timing, such as the timing when the tractor 1 arrives at the starting point, or just before that, The wireless communication terminal 46 detects the furrow at the end of the starting point side.

When it is determined in step S601 that the mockup has been detected, the wireless communication terminal 46 detects the center position of the mockup (the actual mockup position) detected by the camera 247 (step S602). The center position of the ridge is the center position in the width direction (short direction) of the ridge. The wireless communication terminal 46 calculates the distance from the tractor 1 to the mockup based on the image detected by the camera 247. Thereby, the relative position of the groove|channel with respect to the tractor 1 can be detected. Further, the absolute position of the tractor 1 can be detected by the position information calculating unit 49. The wireless communication terminal 46 detects the absolute position of the groove (i.e., the location of the groove on the travel path) based on the relative position of the groove with respect to the tractor 1 and the absolute location of the tractor 1. Can. The wireless communication terminal 46 calculates the center position (absolute position) of the ridge by specifying the center of the width direction of the ridge where the absolute position is obtained. In the example shown in FIG. 38, the wireless communication terminal 46 detects the central position of the ridge of the end portion on the start point side.

Next, the wireless communication terminal 46 judges whether or not the registered travel path and the center position of the ridge differ from the threshold value or more (step S603). The wireless communication terminal 46 compares the travel route (in detail, the travel route past the detected travel path among the travel paths) stored in the storage unit 32 with the central position of the travel detected in step S602, Calculate the amount of displacement of both. In the example shown in Fig. 38, since the ridges are formed to be offset in parallel in the width direction, the amount of displacement is constant over the length direction of the ridges.

Moreover, although the threshold value in step S603 is arbitrary, it is preferable that it is a value which satisfies the following conditions, for example. That is, in this embodiment, a high-precision satellite positioning system using the GNSS-RTK method is used, but a measurement error of a small amount (about 2 to 3 cm) may occur. Therefore, it is preferable that the threshold value is a value (for example, 2 cm or more, 3 cm or more, 4 cm or more) larger than the measurement error of the position of the tractor 1. In addition, a threshold may be determined based on the amount of displacement that does not impede the work of the tractor 1. Moreover, the threshold value may be changeable by an operator operating the wireless communication terminal 46.

When the wireless communication terminal 46 judges that the amount of displacement (different) between the registered travel route and the center position of the ridge is smaller than the threshold value (step S603, No), the correction route is not generated for this ridge, and step S601 Return to processing. On the other hand, when the wireless communication terminal 46 determines that the registered travel path and the center position of the ridge differ from the threshold value or more (step S603, YES), when the tractor 1 is autonomous driving, it gives a stop signal of autonomous driving. It transmits to the tractor 1, and the tractor 1 is temporarily stopped (step S604). If the tractor 1 is not driving autonomously, the process proceeds to step S605.

Next, the wireless communication terminal 46 determines whether or not the operator has permission for automatic correction of the travel route (step S605). The wireless communication terminal 46 determines that the operator has permission when the setting for the purpose of allowing the automatic correction of the travel route has been previously performed. When the permission for automatic correction of the travel route is not set in advance, the wireless communication terminal 46 displays predetermined contents on the display 37 and asks the operator for permission for automatic correction.

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

In addition, when "Automatic correction of the driving path is not permitted" is selected by the operator, the wireless communication terminal 46 includes "Manually corrects the driving path" and "Continues without correcting the driving path". , "Stop the job" and other options are displayed.

When the wireless communication terminal 46 (in detail, the correction information calculating unit 277) determines that the operator has permission for automatic correction of the driving route (step S605, YES), the position information of the tractor 1 and Correction information is calculated based on the center position of the furrow (step S606). As described above, the wireless communication terminal 46 is based on the absolute position of the tractor 1 detected by the position information calculating unit 49 and the relative position of the trench with respect to the tractor 1, and the actual mockup. It is possible to detect the absolute position of (ie, the position of the actual furrow on the travel path).

The correction information is information for correcting the travel path, specifically, the offset amount of the travel path, the offset direction, the angle change amount of the travel path, and the like. In the example shown in Fig. 38, since the ridges are formed to be shifted in parallel in the width direction, the offset amount and the offset direction of the travel path correspond to the correction information. In addition, when correcting a plurality of paths, correction information is calculated for each path. The wireless communication terminal 46 uses the offset amount of the displacement of the travel path and the center position of the ridge obtained in step S603. In addition, the wireless communication terminal 46 sets the direction in which the travel path is shifted with respect to the actual central position of the furrow as the shift direction.

Next, the wireless communication terminal 46 (in detail, the correction path generation unit 278) generates a correction path based on the correction information calculated in step S606, and the travel path stored in the storage unit 32. Is updated (step S607). As shown in FIG. 38, when the position of the actual groove is shifted, a correction path is generated as shown in FIG. In addition, in FIG. 39, a correction path generated when the purpose of automatically correcting one driving path is selected is shown. In the example shown in FIG. 39, the wireless communication terminal 46 generates a travel path P51 which is a correction path for correcting the travel path P5. In addition, the wireless communication terminal 46 generates a line circuit U51 which is a correction path for correcting the line circuit U5. As a method of generating the travel path P51 shown in Fig. 39, for example, the position of the start and end points of the travel path P5 is offset based on the correction information, and a path connecting the start and end points after offset is connected to the travel path. (P51). That is, the correction path generation unit 278 is calculated based on the position of the pre-generated driving path P5 (the center position when width information is included as the driving path P5) and the detected center position of the groove. Based on the correction information, it is possible to offset the starting point and the end point of the driving route P5, and to generate a new driving route P51 different from the driving route P5 based on the starting point and ending point after the offset as a correction path. .

Next, the radio communication terminal 46 resumes the travel of the tractor 1 and causes the tractor 1 to travel along the travel path updated in step S607 (step S608). After that, the wireless communication terminal 46 judges whether or not the mockup has been detected (step S601), and when the mockup is detected, the processing after step S602 is performed. By carrying out the above-described processing in this way, even if the center positions of the traveling paths P6 to P8 are misaligned, the traveling paths P6 to P8 can be corrected.

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

In FIG. 40, the actual mockup (mockup detected by the camera 247) is inclined with respect to the previously generated travel path. Here, the camera 247 photographs not only the image of the right side of the tractor 1, but also the image of the front side. Therefore, the wireless communication terminal 46 can calculate the position of the front and the front ridges as well as the side by analyzing this image. Therefore, in step S603, the wireless communication terminal 46 calculates the amount of misalignment between the registered travel route and the center position of the ridge detected by the camera 247, not only right next to the tractor 1 but also in the front. It is possible. In addition, in step S603, determination is made based on the positional deviation of the center position of the travel path and the ridge, but instead, judgment may be made based on the shift angle of the direction of the travel path and the direction in which the ridge is formed. do.

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

In the example shown in Fig. 40, since all the ridges are inclined with respect to the travel route, the operator selects "automatic correction of the travel route" in step S605, and also "automatically corrects all travel routes". It should be selected. Therefore, the wireless communication terminal 60 (in detail, the correction path generation unit 278), in step S608, based on the angle change amount determined in step S606 for the travel paths P5 to P8, the correction path As the driving path P51, the driving path P61, the driving path P71, the driving path P81, the turning circuit U51, and the turning circuit U71 (see Fig. 41) are generated and the storage section 32 ) The driving route stored in is updated.

Hereinafter, a method of generating a correction path will be described using the driving path P51 as an example, but other correction paths can be generated in the same way. As shown in Fig. 41, although the starting point of the driving path P5 coincides with the center position of the groove, as a method of generating the traveling path P51 when the direction in which the groove is formed is shifted, for example. While maintaining the starting point of the driving path P5, the position of the end point is calculated based on the correction information (angle change amount) and the path length of the driving path P5 (for example, path length × tan (angle) Offset)), and a path connecting the starting point and the end point after the offset is generated as the traveling path P51. That is, the correction path generation unit 278 offsets the end point of the driving path P5 based on the correction information calculated based on the formation direction of the ridge, and after the offset and the end point after the offset, the driving path P5 It is possible to create a new driving path P51 different from) as a correction path.

Needless to say, a correction path may be generated by combining FIGS. 39 and 41. That is, when the center position of the groove is shifted with respect to the position of the travel path, and the formation direction of the groove is shifted, the starting point of the travel path is offset based on the correction information calculated based on the former shift, and the former And it is possible to offset the end point of a travel path based on the correction information calculated based on the latter shift, and to generate a path connecting the starting point and end point after the offset as the travel path P51.

Next, processing for detecting the position and size of an obstacle based on the external environment information detected by the camera 247 and automatically correcting the driving route will be described with reference to FIGS. 42 to 44. In the following description, it is assumed that the travel path T shown in FIG. 37 is stored in the storage unit 32 in advance. Hereinafter, with reference to the flow chart in FIG. 42, the process of correcting the travel path when an obstacle is detected will be described.

First, the wireless communication terminal 46 analyzes the image detected by the camera 247 to determine whether an obstacle has been detected (step S701). For example, the part in which an obstacle (stone, rubbish, other work vehicle) is formed is different in color and size from other parts, so the wireless communication terminal 46 is based on the image detected by the camera 247. , It is possible to detect obstacles. In the example shown in Fig. 43, an obstacle is detected while the tractor 1 is traveling along the travel path P5.

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

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

When the detected obstacle is registered (step S703, YES), the wireless communication terminal 46 determines whether the position or size of the registered obstacle and the detected obstacle are different than a threshold value (step S704). . It is preferable to determine this threshold value based on the error of the satellite positioning system or whether or not the operation of the tractor 1 is inhibited, similarly to step S603.

When the position and/or size of the detected obstacle is different than the registered obstacle by a threshold value or more (step S704, YES), the wireless communication terminal 46 transmits a stop signal of autonomous driving to the tractor 1, thereby (1) is temporarily stopped (step S705). In addition, when the amount of misalignment of the position and/or size of the registered obstacle and the detected obstacle is smaller than the threshold value, the wireless communication terminal 46 steps without generating a correction path for this obstacle (step S704, No). The processing returns to S701. In more detail, when the area where the detected obstacle is present coincides with or is included in the area of the registered obstacle, and when the area where the detected obstacle exists is overlapped with a part of the area of the registered obstacle. , For example, if the size of the non-overlapping area is greater than or equal to the threshold, the process proceeds to step S705.

In addition, when the detected obstacle is not registered (step S703, No), the wireless communication terminal 46 transmits a stop signal of autonomous driving to the tractor 1 to temporarily stop the tractor 1 (step) S705). In the example shown in Fig. 43, it is assumed that an unregistered obstacle has been detected. Further, even when an unregistered obstacle is detected, if the obstacle is smaller than a threshold value (for example, so as not to impede the work of the tractor 1), the process may be returned to step S701.

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

When the wireless communication terminal 46 (in detail, the correction information calculating unit 277) determines that the operator has permission for automatic correction of the travel route (step S706, YES), the position information of the tractor 1, Correction information is calculated based on the position and size of the obstacle (step S707). As described above, the wireless communication terminal 46 is an actual obstacle based on the absolute position of the tractor 1 detected by the position information calculating unit 49 and the relative position of the obstacle with respect to the tractor 1. Can detect the absolute position of (ie, the actual position of an obstacle on the driving path). Here, the correction information is such that when the detected obstacle is an obstacle for which registration has been completed, the area after correction for correcting the area of the registered obstacle is the area containing the area of the registered obstacle and the area where the detected obstacle exists. Information for correction. On the other hand, if the detected obstacle is not an obstacle for which registration has been completed, this is information for correcting (registration newly) such that the area as the area of the obstacle to be newly registered becomes an area containing the area where the detected obstacle exists. .

Next, the wireless communication terminal 46 (in detail, the correction path generation unit 278) generates a correction path based on the correction information calculated in step S707, and the travel path stored in the storage unit 32. Is updated (step S708). In the example shown in FIGS. 43 and 44, the wireless communication terminal 46 corrects the traveling path P5, the traveling path P6, and the turning circuit U5, and is the traveling path P51, which is a correction path turning in the front. , To generate the driving path P61 and the turning circuit U51.

Hereinafter, a method of generating the correction path will be described. When the detected obstacle is an obstacle for which registration has been completed, based on the correction information, the correction path identifies the driving path affecting the autonomous driving/autonomous operation. For example, when an obstacle detected while driving on the traveling path P5 is shifted with respect to the traveling direction of the tractor 1 than an obstacle where registration has been completed, correction information based on the deviation affects the traveling path P5. When it is specified as being applied, and if it is shifted in the direction perpendicular to the traveling direction of the tractor 1, the correction information based on the deviation is specified as affecting the traveling path P6 adjacent to the traveling path P5. Then, among the start and end points of the specified travel path, the end points formed around the obstacle are offset based on the correction information to generate a new travel path as a correction path based on the start and end points after the offset.

On the other hand, when the detected obstacle is not an obstacle for which registration has been completed, similarly to the above, based on the correction information, the driving path for which the correction information affects autonomous driving/autonomous operation is specified. Then, of the start and end points of the specified travel route, the end point is changed from the pavement to the periphery of the obstacle based on the correction information, and a new travel route is generated as a correction path based on the start and end points after the change.

Next, the radio communication terminal 46 resumes the travel of the tractor 1 and causes the tractor 1 to travel along the travel path updated in step S708 (step S709). Even after that, the wireless communication terminal 46 determines whether or not an obstacle has been detected (step S701), and when an obstacle is detected, processes after step S702 are performed. By carrying out the above-described processing in this way, even when there are a plurality of unregistered obstacles on the pavement, the travel path can be corrected.

In addition, in step S708, when the detected obstacle is a registered obstacle, the wireless communication terminal 46 re-registers the obstacle by the obstacle outer periphery setting unit 34 for the user, in addition to creating a correction path. It is preferable to propose a registration change of the obstacle based on the correction information, and when the detected obstacle is not a registered obstacle, in addition to creating a correction path, an obstacle by the obstacle outer periphery setting unit 34 for the user It is desirable to propose new registration of obstacles based on new registration or correction information of.

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

Thereby, the travel path is corrected based on the external environment information acquired from the camera 247 formed in the tractor 1. Therefore, the previously generated driving route can be corrected based on the current environment or the like. Further, by storing the correction path in the storage unit 32, the trouble of correcting the travel path after the next time can be eliminated.

Although the preferred embodiment of the present invention has been described above, the above configuration can be changed, for example, as follows.

In the above-described sixth embodiment, as the specific object specified by the external environment information, the ridge and the obstacle are described, but other specific objects (ends of grooves or pavements) may be used. For example, when setting the position of the outer periphery of the pavement, as described above, the tractor 1 is rotated once along the outer periphery of the pavement. At this time, the wireless communication terminal 46 can detect the end of the package based on the camera 247. The wireless communication terminal 46 corrects the setting of the outer periphery of the pavement when the amount of misalignment between the end of the registered pavement and the detected end of the pavement is greater than or equal to a threshold, and when the affected outer periphery of the pavement is affected Correct.

In the above embodiment, the camera 247 is described as an example of the external environment information acquisition unit, but the external environment information acquisition unit may be a radar device. Moreover, in the above-described embodiment, at least a part of the information stored by the storage unit 32 may be stored in the storage unit 55. Similarly, at least a part of the information stored by the storage unit 55 may be stored in the storage unit 32.

In the above-described embodiment, the path generation unit 276, the storage unit 32, the correction information calculation unit 277, and the correction path generation unit 278 constituting the autonomous driving path generation system 299 are: Although it is supposed to be provided on the wireless communication terminal 46 side, it is not limited to this. That is, some or all of these may be provided on the tractor 1 side or other equipment.

In the above embodiment, the correction information calculation unit 277 calculates correction information based on the information acquired by the external environment information acquisition unit (for example, the camera 247), and is calculated by the correction information calculation unit 277. It is assumed that the correction path generation unit 278 generates a correction path based on the correction information, but the correction information may not be calculated by the correction information calculation unit 277, and the user may use an external input device (for example, a display). (37)) may be an input correction value. When the user wants to start the autonomous driving/autonomous operation of the tractor 1, or when the displacement of the center position of the travel path and the ridge is detected by the camera 247, the display 37 is operated to correct the correction value. By making it possible to input, it is possible to create a correction path in which the user has corrected the positional deviation in a desired manner. In addition, in order to enable the user to input an appropriate correction value, if the display control unit 31, the correction information calculation unit 277 displays the recommended correction value on the display 37 based on the calculated correction information. do. In addition, when the correction value input by the user deviates from the recommended correction value, the wireless communication terminal 46 may issue a warning to obtain correction of the correction value.

In addition, when a correction path is generated for a specific lane among a plurality of rows of lanes, a lane that includes autonomous driving and autonomous operation by the tractor 1, including the specific lane, (hereinafter, driving) It may be corrected with reference to the generation of the above-described corrected path, or may be corrected only for the specific path and not corrected for other paths. In the former case, for example, when a correction path is generated in which a specific travel path is offset by N cm to the start position side, a correction path offset by N cm is also generated in the same way as the travel scheduled travel path. On the other hand, in the latter case, even if a correction path is generated in which, for example, a specific travel path is offset to the start position side by N cm, the planned travel path is maintained without correction. In this case, since the starting point of the next driving route on which the autonomous driving/autonomous operation is performed by the tractor 1 next to the specific driving route does not change, a turning circuit connecting the end point of the specific driving route and the starting point of the next driving route Is created separately.

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

When the obstacle is a dynamic obstacle, the wireless communication terminal 46 determines whether the tractor 1 and the dynamic obstacle are in contact at the time when the time TM1 has elapsed, and when it is determined that the obstacle is not in contact , A correction path based on the correction information is not generated. On the other hand, when it is determined that the dynamic obstacle is in contact with the tractor 1 at the time when the time TM1 has elapsed, a correction path based on the correction information is generated. As a correction path, it becomes a path in which the dynamic obstacles do not come into contact with the tractor 1 at the time when the time TM1 has elapsed. Therefore, if the obstacle that has not been registered is a static obstacle, it is assumed that a correction path is generated by changing the end point among the start and end points of the specified driving route, but in the case of a dynamic obstacle, the start and end points are not changed. , After a time TM1 has elapsed, a correction path is created that includes a bypass that avoids dynamic obstacles. When bypassing a dynamic obstacle, the bypass includes a turning circuit for avoiding contact with the dynamic obstacle, but the turning direction is preferably a direction opposite to the moving direction of the dynamic obstacle.

In addition, the dynamic obstacle is not limited to a constant movement at all times, and may be different movements over time. In that case, it may be appropriate to generate a correction path that avoids contact with a dynamic obstacle, but when the tractor 1 continues moving, contact with the dynamic obstacle cannot be avoided, or a dynamic obstacle may be generated. When it is judged that it is difficult to avoid contact, for example, the moving direction is continuously changed in a short time, the tractor 1 may be stopped. In that case, it is sufficient to generate a correction path from the position where the tractor 1 stopped to the end point.

<7th embodiment>

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

The robot tractor 1 of the present embodiment includes a work machine 300 instead of the work machine 3 in the first embodiment. In the present disclosure, as the work machine 300, a lawn mower having a mowing work part (work part) 3A for performing mowing work with a rotating blade not shown is used. This mower is configured as an offset mower (offset type work machine) capable of performing the mowing operation with the mowing work portion 3A offset to the traveling body 2 in the left and right directions. 46 shows a state in which the mowing work unit 3A is offset to the right in the traveling direction with respect to the traveling body 2. However, although not shown in detail, the work machine 300 is equipped with a hydraulic cylinder (offset actuator 345 to be described later), and by driving the hydraulic cylinder, the mowing work portion 3A is turned to the opposite side to FIG. 46. It may be offset (to the left of the traveling direction) or positioned immediately behind the traveling body 2.

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

The offset controller 365 is to control the offset amount of the mowing work part 3A of the work machine 300. Specifically, the work machine 300 includes an offset actuator 345. Examples of the offset actuator 345 include hydraulic cylinders, electric motors, and the like, but are not limited to these. In this configuration, the offset controller 365 drives the offset actuator 345 based on the control signal input from the work machine control unit 350. By this control, the mowing work part 3A of the work machine 300 can be displaced in the left-right direction of the gas.

The offset actuator 345 is controlled by the control unit 4 (work machine control unit 350), so that the tractor 1 is operated while the lawn work unit 3A of the work machine 300 is properly offset from the traveling body 2. By traveling, the work by the mowing work part 3A can be performed in the state where the center of the path through which the mowing work part 3A passes and the center of the path through which the travel body 2 passes are shifted in the left and right directions of the body.

A plurality of the controllers (e.g., engine controller 61, etc.), including the offset controller 365 of the work machine 300, are based on signals input from the control unit 4 of the tractor 1 ( 300). Therefore, it can be grasped that the control part 4 is controlling each part substantially.

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

The main configuration of the autonomous driving route generation system 399 of this embodiment is provided in the wireless communication terminal 46. As shown in FIG. 48, the wireless communication terminal 46 of the present embodiment includes the above-described control unit 71, a display (display unit) 37, a communication unit 72, and the like, and a work vehicle information setting unit ( An offset setting unit) 51, a pavement information setting unit (start start position setting unit) 52, a work information setting unit 53, an autonomous driving path generation unit 354, and the like.

The wireless communication terminal 46 of the present embodiment is also the same as in the case of the first embodiment, by the cooperation of the above-mentioned software and hardware, the work vehicle information setting unit (offset setting unit) 51, packaging information setting unit (Start end position setting unit) 52, work information setting unit 53, and can operate as an autonomous driving path generation unit 354 or the like.

The work vehicle information setting unit 51 is for setting information about the tractor 1 (hereinafter, sometimes referred to as work vehicle information). The work vehicle information setting unit 51 is a model of the tractor 1, a position where the positioning antenna 6 is mounted on the tractor 1, the type of the work machine 300, the size and shape of the work machine 300 The operator communicates with the wireless communication terminal 46 about the position of the work machine 300 with respect to the traveling body 2, the vehicle speed and engine speed during the operation of the tractor 1, the vehicle speed and engine speed during turning of the tractor 1, and the like. ) Can be used to memorize the specified contents.

The work vehicle information setting unit 51 is the size of the work machine 300 described above, and the effective width in the left and right directions in which the work is performed by the mowing work unit 3A (width E2 shown in Fig. 46. Hereinafter, the work width) May be called). In addition, the work vehicle information setting unit 51, when the work machine 300 is an offset type work machine, as the position relative to the traveling body 2 of the working machine 300, moves the mowing work portion 3A to the traveling body. The direction to offset (2) (whether the gas is in the left direction, the gas in the right direction, or both), and the offset distance E1 in the gas left and right directions when performing the offset operation can be set.

As shown in FIGS. 46 and 49, the offset distance E1 is a reference point 2C appropriately set for the traveling body 2 and a reference point 3C appropriately set for the work machine 300 (forage work unit 3A). It can be defined as the distance between the gas in the left and right directions. The reference point 2C of the traveling body 2 can be arbitrarily determined as a point representing the position of the traveling body 2, but the reference point 2C is set to be located in the center of the traveling body 2 in the left and right directions. desirable. About the reference point 3C of the work machine 300 (mowing work part 3A), it can be arbitrarily determined as a point representing the position of the work machine 300 (mowing work part 3A), but the reference point 3C It is preferable to set so that it is located in the center of the left-right direction of the mowing work part 3A. In addition, when the connecting position of the work machine 300 to the traveling body 2 is not the center of the traveling body 2 in the left-right direction, instead of the reference point 2C, the connecting position (connected when connected in multiple positions) Position center) as a reference point, the distance between the reference point and the reference point 3C in the left and right directions may be defined as the offset distance E1. Moreover, the mounting position of the positioning antenna 6 may or may not coincide with the reference point 2C of the traveling body 2 as shown in FIG. 45.

The packaging information setting unit 52 is for setting packaging information. The packaging information setting unit 52 stores the contents set by the operator by operating the wireless communication terminal 46 with respect to the position and shape of the packaging 380, the starting and ending positions to autonomously run, and the working direction. Can.

The job information setting unit 53 is for setting information (hereinafter, sometimes referred to as job information) regarding how to perform the job specifically. The work information setting unit 53 skips, as work information, whether or not the robot tractor 1 and the manned tractor cooperate or not, and the number of work paths 383A to be skipped when the tractor 1 turns in immersion. The number, the width of immersion, and the width of non-cultivated land are configured to be settable.

The autonomous driving path generation unit 354 is for generating an autonomous driving path 383 which is a path for autonomously driving the tractor 1. The autonomous driving path generation unit 354 based on the information set by the work vehicle information setting unit 51, the pavement information setting unit 52, and the work information setting unit 53, the autonomous driving path of the tractor 1 ( 383) can be created and remembered.

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

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

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

The operator performs the setting by operating the wireless communication terminal 46 and inputting a numerical value in a text box arranged in each column of the work vehicle information input screen 391 or selecting it from a list of drop-down boxes. Thereby, the left and right offset directions (right, left, or both) in which the working width (E2) and the cutting work portion (3A) of the cutting work unit (3A) possessed by the working machine (300) can be offset relative to the traveling body (2). ) And offset distance (E1).

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

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

7 shows an example in which the position and shape of the packaging 90, the start position and the end position of the work are set. In the example of FIG. 7, the start position is set at one of the corners of the rectangular pavement 90, and the end position is set at the corner diagonally positioned with respect to the corner. As described above, in the autonomous travel path generation system 399 of the present embodiment, it is a principle that both the start position and the end position are set at the ends of the pavement 380, as shown in the first embodiment.

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

The packaging information specified by the operator in the packaging information input screen 392 is stored in the packaging information setting unit 52. When input of the packaging information is completed, the control unit 71 controls the display 37 to display the job information input screen 393 as shown in FIG. 52.

In the job information input screen 393, information of a specific job (the job information) can be input. Specifically, in the work information input screen 393, the presence or absence of the cooperative work of the robot tractor 1 and the manned tractor, the pattern when the manned tractor cooperates, and the manned tractor when the manned tractor cooperates. The working width of the tractor, the number of skips of the robot tractor 1 when the manned tractor cooperates (how many rows the working path is skipped), the allowable amount of overlap of the working width in the adjacent working path, of the working machine 300 Columns for inputting the initial offset direction, the width of immersion, and the width of non-cultivated land are formed, respectively.

Among them, in the fields of "Presence or absence of cooperative work of manned tractors", "Cooperation work pattern", "Skip number of robot tractors", "Tolerance of overlap of work widths", "Immersive width", and "Width of non-cultivated land" , Set values are input in the same manner as in the first embodiment described above.

In the column of the "initial offset direction of the work machine", when the offset type work machine is mounted on the tractor 1, the work machine 300 (forage work portion 3A) is offset to the left or right at the start of autonomous travel. You can specify whether it is done or not.

In addition, the set value may be limited so that the "immersion width" and "width of non-cultivated land" when using an offset type work machine as in the present embodiment is wider than that of a work machine without an offset. Thereby, even when the offset type work machine is mounted, the autonomous travel path in the immersion or the like is facilitated while taking into account that the end portion of the work machine 300 (the end portion of the mowing work portion 3A) does not protrude from the packaging 380. Can form.

However, in the present embodiment, in order to avoid the complexity of the generation logic of the autonomous driving route 383 when the purpose of mounting the offset type work machine as the work machine 300 is set as the work vehicle information, the "tractor tractor The presence or absence of cooperating work is prohibited (ie, no cooperating work is compulsory). Further, due to the same circumstances, when an offset type work machine is used as the work machine 300, the column of the "skip number of the robot tractor" cannot be input (that is, the skip number is forced to zero). Therefore, in the present embodiment, when the autonomous driving/autonomous operation is performed on the tractor 1 using the offset type work machine, a path in consideration of the existence of the manned tractor cannot be generated and the autonomous driving/autonomous operation cannot be performed, and the working path 383A ) Cannot be skipped over 1 column.

Next, referring to Fig. 53, a description will be given of a process in which the autonomous travel path generation unit 354 generates the autonomous travel path 383. 53 is a flow chart showing a process for generating the autonomous travel path 383.

When the button "Create autonomous driving route" is operated in the job information input screen 393 shown in Fig. 52, for the first time, the shape of the pavement 380 set in the pavement information input screen 392 and the job information input screen ( 393), a working area 381 and a non-working area 382 are determined based on the width of the immersion and the width of the non-cultivated area. Thereafter, the processing of FIG. 53 is started, and for the first time, the autonomous travel path generation unit 354 generates a path 384 through the mowing work unit 3A in the work area 381 as shown by the broken arrow in FIG. 54. (Step S801). The calculation of the route at this time is performed on the basis of the reference point of the work machine 300 (reference point of the mowing work portion 3A) 3C, not the reference point 2C of the traveling body 2. In addition, hereinafter, the path 384 in which the reference point 3C of the work machine 300 passes in the work area 381 may be referred to as a "work machine work path".

Next, the autonomous travel path generation unit 354 is based on the work machine work path (the path 384) and the offset direction and offset distance set by the work vehicle information setting unit 51 generated in the processing in step S801. In other words (in other words, based on the reference point 2C of the traveling body 2), the path (working path 383A) through which the traveling body 2 in the work area 381 passes is shown by the thick line arrow in FIG. 55. It is created as follows (step S802). This calculation can be performed based on a simple geometrical relationship. In addition, hereinafter, the path through which the reference point 2C of the traveling body 2 in the working area 381 passes may be referred to as a "driving gas working path".

Thereafter, the autonomous traveling path generation unit 354 connects the traveling gas 2 in the non-work area 382 so as to connect the shortcomings of the traveling gas working path (work path 383A) generated in the processing in step S802. A path (non-working path 383B) through which the reference point 2C passes is generated as shown by the thick line arrow in Fig. 56 (step S803). At this time, a path connecting the starting position of the autonomous driving and the shortcoming of the driving gas working path, and a path connecting the shortcoming of the driving gas working path and the ending position of the autonomous driving are also generated. In the non-working area 382, the path through which the traveling gas 2 passes is appropriately within a predetermined margin, if necessary, from the viewpoint of preventing the end of the work machine 300 from coming out from the packaging 380. Is corrected. As described above, the autonomous traveling path 383 of the traveling body 2 in the packaging 380 (work area 381 and non-work area 382) can be generated.

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

The characteristic of this return travel path is that a work machine work path shown in FIG. 54 is a straight path parallel to a predetermined working direction, and is a road, a return road, a road in a direction perpendicular to the working direction. It is formed by alternating with. In arranging the working machine working path, the working width E2 of the working machine 300 and the like are considered so that the working machine 300 does not omit the working region 381 and the working efficiency is improved. In addition, the arrangement of the working machine working path is such that the first operation is performed from the designated starting position (or the vicinity of the starting position) in accordance with the above working direction, and the work is finished at the end position (or near the end position) as much as possible. , It is considered appropriate.

In addition, when the shape of the work area 381 or the pavement 380 is complicated, the above-mentioned roads and return routes may be replaced with straight lines or the like.

By the way, in this embodiment, the work machine 300 is comprised so that the offset direction of the mowing work part 3A can be changed. In this case, the autonomous travel path generation unit 354 is in the non-work path 383B connecting the working path 383A and the work path 383A to the offset direction of the mowing work unit 3A, if necessary. You can change it. For example, in the example of Fig. 55, the offset direction of the mowing work portion 3A in the first and second working paths 383A from the left is right, but in the third, the offset direction is switched to the left. , And after that it has also been shifted alternately. By creating the route in this way, autonomous driving and autonomous operation can be flexibly performed according to various circumstances such as the width of the non-cultivated land (side margin SM1). In addition, by switching the offset direction of the mowing work unit 3A in the non-working path 383B, the autonomous traveling path 383 can be generated by simple processing.

Next, another traveling path, which is an autonomous driving path, will be described with reference to FIG. 57.

The circumferential travel path shown in FIG. 57 is generated when one of the start position and the end position of the autonomous travel set by the pavement information setting unit 52 is the center of the pavement 380, as in the example of FIG. 51. In the example of FIG. 51, since the end position of autonomous driving is set at the center of the pavement 380, the circumferential travel path is vortexed inward from the inside to the inside of the pavement 380 as shown by the thick line arrow in FIG. 57. Created to circulate in phase. However, the start position of autonomous driving may be set at the center of the pavement 380, and the end position may be set at the end of the pavement 380, respectively. It is created to circulate in a vortex.

This circumferential travel path is also generated by the processing shown in FIG. 53. Specifically, in the working area 381, the working machine working path (path 384 of the broken arrow in FIG. 57) is generated in a vortex shape based on the reference point 3C of the working machine 300, and this working machine working path Is offset (based on the reference point 2C of the traveling gas 2) to create a traveling gas working path (work path 383A). In addition, since the portion near the starting position of autonomous travel is the non-work area 382, the path through which the reference point 2C of the traveling body 2 passes in this non-work area 382 (non-work path 383B) ) To create a link between the starting position of autonomous driving and the shortcomings of the traveling gas working path. As described above, it is possible to create a circumferential travel path indicated by a thick line arrow in FIG. 57.

In the example of the circumferential travel path shown in FIG. 57, the offset direction of the work machine 300 does not change in the middle of the autonomous travel path 383. In other words, in the main traveling path, the working machine 300 is offset from the traveling body 2 to the center side of the pavement 380 in the entire stroke of the path from the outside of the pavement 380 toward the inside. One state is maintained. Therefore, since the traveling body 2 travels the part which has been completed by the work machine 300, for example, it is possible to always perform the work in a state in which the outlook is good in the mowing work. Further, also in the main traveling path, the offset direction of the work machine 300 may be changed in the middle of the autonomous traveling path 383 in accordance with the work content, similar to the return traveling path.

Although the working area 381 and the non-working area 382 are included in the packaging (driving area) 380 in this embodiment, the working area 381 and the non-working area 382 may be partially overlapping areas. do. The overlap of a part of the work area 381 and the non-work area 382 means that when the tractor 1 travels the overlapped area N times (N is an integer of 2 or more), X times (X is less than N) (Integer of) means traveling without performing work by the work machine 300, and N-X times means driving while performing work by the work machine 300. Therefore, in the present embodiment, the work area 381 can be referred to as an area in which the tractor 1 travels with the work performed by the work machine 300, and the non-work area 382 is the work area 300. It can also be said to be an area in which the tractor 1 travels without involving the work.

As shown in FIG. 57, when the working path of the working machine is generated in a vortex shape toward the center of the pavement 380, the working machine 300 for the remaining area narrower than the turning radius of the tractor 1 in the center of the pavement 380 In order to perform the work by, a direction change (operation to move the tractor 1 to the remaining area after retreating a certain distance from the remaining area once) may be necessary. Since the series of direction change operations are not performed by the work machine 300, the region in which the series of direction change operations are performed may be referred to as a non-work area 382. The autonomous driving path generation unit 354 generates a path based on the reference point 2C of the traveling body 2, not the reference point 3C of the work machine 300 in generating a path for performing such a direction change operation. do. In short, in the present embodiment, the autonomous travel path generation unit 354 is based on the reference point 3C of the work machine 300 for the region in which the tractor 1 travels with the work performed by the work machine 300. A work machine working path is generated, and a path (driving gas working path) based on the reference point 2C of the traveling body 2 is generated for the region in which the tractor 1 travels without carrying out work by the working machine 300. It is possible to create.

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

Thereby, an autonomous driving path 383 is generated in which the path 384 passing through the reference point 3C of the work machine 300 and the path passing through the reference point 2C (traveling path 383A) of the traveling body 2 are shifted. Can. As a result, autonomous driving of the tractor 1 can be applied to various types of work, for example, when driving while mowing the pavement.

Moreover, in the autonomous driving route generation system 399 of this embodiment, the pavement 380 is set around the work area 381 and work area 381 where work is performed by the work machine 300. And non-work area 382. The autonomous travel path generation unit 354 generates a work path 383A in the work area 381 based on the reference point 3C of the work machine 300, and generates a work path 383A in the travel body 2 to the reference point 2C. Based on this, a non-work path 383B in the non-work area 382 is generated.

Thereby, by making the reference of the position when generating the autonomous travel path 383 different between the work area 381 and the non-work area 382, the work machine 300 (the first work part) in the work area 381 is made. Even when working by offset (3A)), it is possible to simplify the process of generating the autonomous travel path 383 in both the work area 381 and the non-work area 382.

Moreover, the autonomous travel path generation system of this embodiment is provided with the pavement information setting part 52 which sets the start position and the end position of the work|work by the tractor 1 in the pavement 380. As shown in FIG. 7, when both the start position and the end position are set at the end portion of the pavement 380 by the pavement information setting unit 52, the autonomous travel path generation unit 354, the autonomous travel path 383 As ), a return travel path (FIG. 56) from the start position to the end position is generated while repeating the return between the edge portion and the edge portion of the pavement 380. As shown in Fig. 51, when one of the start position and the end position is set at the end of the pavement 380 by the pavement information setting unit 52, and the other is set at the center of the pavement 380, the autonomous travel path The generation unit 354 generates a vortex-like circumferential travel path (FIG. 57) from the start position to the end position as the autonomous travel path 383.

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

Although the preferred embodiment of the present invention has been described above, the above configuration can be changed, for example, as follows.

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

The offset type work machine is not limited to the above-mentioned lawn mower, and for example, an offset type plow can be used.

In the above-described embodiment, the packaging as a starting position or an ending position of autonomous driving (380) only when the intention to offset the working machine 300 with respect to the traveling body 2 is set in the working vehicle information setting unit 51 ) Is configured to be selectable. However, even when the non-offset type work machine 300 is used, the central portion of the pavement 380 may be selected as the start position or end position of autonomous travel.

In the above-described embodiment, the work machine 300 can be offset with respect to the traveling body 2 in the left direction of the aircraft and the right direction of the aircraft, but may be offset only in the left and right one direction. In this case, it is configured to set only the offset distance E1 in the work vehicle information setting unit 51 (because the offset distance E1 is 0 when not offset), and is autonomous by the autonomous driving route generation system 399. It can be assumed that the travel path 383 is generated.

In the above-described embodiment, in the reciprocating path, the tractor 1 alternately faces the opposite direction with respect to the traveling direction of the work, and in the circumferential traveling path, the tractor 1 is always the same direction with respect to the traveling direction of the work Heading. That is, it can be said that the need to reverse the offset direction is high in the reciprocating travel path, and the need to reverse the offset direction in the main travel path is low. Therefore, when the generated path is a reciprocating travel path, the offset direction is inverted as necessary, and when the generated path is a main travel path, the offset direction may not be changed (reversed) halfway.

In addition, as the work machine 300, those that can be offset only on one side of the left and right cannot be mounted on the traveling body 2, and only those that can be offset on both right and left sides may be mounted on the traveling body 2. In this case, since it is not necessary to consider the case where only the left and right sides can be offset, in the setting screen of Fig. 50, the items "left only" and "right only" of "direction in which the machine can offset left and right" can be omitted.

In the above-described embodiment, the non-working area 382 is determined based on the width of the immersion and the width of the non-cultivated land set in the work information input screen 393, and the rest of the packaging 380 is excluded from the non-working area 382. The working area 381 is defined as the area. However, the method for setting the work area 381 is not limited to the above, and for example, any point of the package 380 displayed on the flat display unit 88 in the above-mentioned packaging information input screen 392 is described. The work area 381 and the non-work area 382 may be set by an operator designation.

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

1 tractor (work vehicle)
47 Autonomous driving path generator (route generator)
54 Work area division (area division)
91 working area (driving area)
93 Autonomous driving route (driving route)
93A working path (roadway)
99 autonomous driving route generation system
BP basic unit number of routes (predetermined value)
S compartment
SE exceptions
SN skip number (reference value)

Claims (6)

An autonomous travel path generation system for generating a travel path for autonomous driving of a work vehicle having a vehicle body part and a work machine mounted to the vehicle body part in a predetermined travel area,
An offset setting unit capable of setting an offset direction and an offset distance of a reference point of the work machine with respect to a reference point of the vehicle body part,
And a route generating unit capable of generating the driving route in the driving area based on a reference point of the work machine. According to claim 1,
The travel area includes a first area in which work is performed by the work machine, and a second area set around the first area,
The route generating unit generates the driving route in the first area based on the reference point of the work machine, and generates the driving route in the second area based on the reference point of the vehicle body part. Autonomous driving route generation system. The method according to claim 1 or 2,
And a start end position setting unit for setting the start position and end position of the work by the work vehicle in the travel area,
When both of the start position and the end position are set at the end of the travel area by the start end position setting unit, the route generation unit returns as the travel route between an edge portion and an edge portion of the travel region. While generating a return travel path from the start position toward the end position,
When one of the start position and the end position is set at the end of the travel area by the start end position setting unit, and the other is set at the center of the travel area, the route generation unit is the travel route, An autonomous travel path generation system characterized by generating a circumferential circumferential travel path from a start position toward the end position. An autonomous driving path generation system that generates a driving path for autonomously driving a work vehicle in a predetermined driving area,
A path generator for generating the driving path,
A storage unit for storing the driving path generated by the path generating unit,
An external environment information acquisition unit formed on the work vehicle and acquiring external environment information in the driving area;
And a correction path generation unit for correcting the travel path stored in the storage unit based on the external environment information acquired by the external environment information acquisition unit. The method of claim 4,
And a position specifying unit for specifying the position of the work vehicle,
The correction path generation unit, when a specific object specified by the external environment information inhibits the work by the work vehicle, based on the location of the work vehicle specified by the location information specifying unit and the position of the specific object Autonomous driving path generation system, characterized in that for generating the correction path. The method of claim 4 or 5,
The driving path includes a plurality of reciprocating straight paths,
The correction path generation unit includes a first mode for correcting only a path in which the work vehicle travels,
An autonomous driving path generation system characterized in that it is possible to select a second mode for correcting for a path in which the working vehicle travels and a subsequent driving path.

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