KR20200096491A - Agricultural work car, work car collision boundary system and work car - Google Patents

Abstract

It provides an agricultural work vehicle having a driving control capable of approaching the boundary line while avoiding contact with the boundary line of a pavement such as a headland. The agricultural work vehicle includes a boundary line data management unit 54 that manages boundary data indicating a map position of a boundary line of a pavement, an own vehicle position calculation unit 50 that calculates an own vehicle position based on positioning data from the own vehicle position detection module, A running direction calculation unit 57 that calculates the running direction of the vehicle body from the position of the own vehicle, and a separation distance calculation unit that calculates a vertical separation distance from the vehicle body to the boundary line in the running direction as the separation distance based on the running direction and the external shape of the vehicle body. (55) and a vehicle speed management unit 513 that manages the vehicle speed according to the separation distance.

Description

Agricultural work car, work car collision boundary system and work car

The present invention relates to an agricultural work vehicle, a work vehicle collision boundary system, and a work vehicle.

(1) Conventionally, there is an agricultural work vehicle that runs while farming the pavement.

The pavement is bordered with an outer area by a headland or the like, and various agricultural works are performed by agricultural work vehicles inside the border line. At that time, in recent years, not only manual driving but also automatic driving has been adopted. In agricultural work by an agricultural vehicle, direction change, refueling, discharge of agricultural crops, and import of agricultural materials are performed at the headland. Since the headland is located higher than the pavement surface, there is a possibility that the farming vehicle will come into contact with the headland, and caution is required for driving along the headland. Even when the pavement is not a headland and is bordered by a border forming member such as a fence or planting, it is necessary to take care not to contact the farming vehicle with the border forming member.

The work vehicle according to Patent Document 1 includes a traveling vehicle body that travels inside a pavement while changing direction in a headland area, a pavement work device that performs work on the pavement, and a positioning unit that outputs positioning data indicating the position of the own vehicle. . This work vehicle works and travels between the starting point and the end point of the set work travel path leaving the headland area, makes a U-turn in the headland area, and travels between the start and end points of the next work travel path spaced by the working width. By repeating such running, the paving work is performed. At that time, the position of the own vehicle calculated by the positioning unit and the position of the end point (entry point to the headland area) of the work travel path are compared, so that before the work vehicle enters the headland area, or immediately after entering the headland area, deceleration Or you can stop.

(2) Conventionally, there is a work vehicle collision boundary system when a plurality of work vehicles work on the same work site, and a work vehicle employing the work vehicle collision boundary system.

The automatic traveling working vehicle according to Patent Document 2 includes a position calculating means for positioning the position of the vehicle body using a satellite positioning system, a control device for controlling automatic working traveling along a set traveling route, and whether there are obstacles around the vehicle. There is provided an obstacle detecting means for detecting whether or not. Since the obstacle detecting means is composed of an infrared sensor or an ultrasonic sensor, the detection capability varies according to environmental conditions. For this reason, an optical sensor, an outdoor temperature sensor, and a rainfall detection sensor are provided as environmental recognition means, and the sensitivity of the obstacle sensor is adjusted in accordance with signals from these sensors. When an obstacle is detected in the front, side or rear of the vehicle body by the obstacle detection means, an alarm is issued, the traveling speed of the vehicle body is reduced, or the vehicle body is stopped.

Japanese Patent Publication No. 2017-123829 Japanese Patent Publication No. 2015-191592

(1) Background Art The subject corresponding to (1) is as follows.

The point of time before and after the work vehicle enters the headland area where it is necessary to switch from automatic driving to manual driving and make a U-turn is important to the driver for work, so in the work vehicle according to Patent Document 1, if necessary, at that point. , Deceleration, warning notification, stopping, etc. are performed. However, since the distance from the work vehicle to the headland is not calculated, avoidance control for preventing the work vehicle from contacting the headland is performed. In order to perform efficient agricultural work, it is necessary to bring the work vehicle as close as possible to the headland, but contact between the work car and the headland must be avoided.

From such a situation, there is a demand for an agricultural work vehicle having travel control capable of approaching the boundary line while avoiding contact with a boundary line such as a headland.

(2) The subject corresponding to the background art (2) is as follows.

When a plurality of working vehicles cooperate to perform work, collisions between the working vehicles can be avoided by detecting each other's work vehicles as obstacles. However, compared to obstacles such as humans, since the working vehicle becomes a large reflector, if both are to be detected with the same sensitivity, problems such as excessive sensitivity or insufficient sensitivity may occur. As a result, there is a possibility that erroneous detection may occur when a plurality of work vehicles are running. For this reason, there is a need for a work vehicle collision boundary system that accurately detects the existence of each other and avoids collisions between the working vehicles.

(1) Solution means corresponding to the problem 1 are as follows.

The agricultural work vehicle according to the present invention includes a boundary line data management unit that manages boundary line data indicating a map position of a boundary line of a pavement, an own vehicle position detection module that acquires positioning data using satellite navigation, and an own vehicle position based on the positioning data. An own vehicle position calculation unit that calculates, a travel orientation calculation unit that calculates a travel orientation of the vehicle body from the host vehicle position, and a length from the vehicle body to the boundary line in the travel orientation based on the travel orientation and the outer shape of the vehicle body. A separation distance calculation unit that calculates the separation distance as the separation distance, and a vehicle speed management unit that manages a vehicle speed according to the separation distance are provided.

According to this configuration, the distance between the vehicle body and the boundary line of the pavement managed by the boundary line data management unit is obtained by using the travel direction and the position of the host vehicle calculated from positioning data obtained based on satellite navigation. At that time, satellite radio waves are advantageous compared to laser radars and ultrasonic sensors because they are hardly affected by crops or electric poles existing between the working vehicle and the boundary line (such as the headland). Since the vehicle speed management unit manages the vehicle speed according to the calculated separation distance, a warning for decelerating or stopping, or forcibly decelerating or stopping can be performed before the working vehicle reaches the boundary line. Thereby, the agricultural work vehicle can run while avoiding contacting with the headland etc. forming the boundary line or crossing the boundary line.

In one preferred embodiment of the present invention, the boundary line data management unit generates the boundary line data on the basis of a travel trajectory obtained from the host vehicle position calculation unit when traveling along the boundary line. In this configuration, the boundary line data used for calculating the separation distance is generated based on the travel trajectory obtained when the agricultural work vehicle actually travels around the boundary line. That is, the own vehicle position used to calculate this traveling trajectory and the own vehicle position used also when calculating the separation distance are calculated by the same host vehicle position detection module and the same host vehicle position calculation unit. At that time, since the device involved in the calculation of the own vehicle location has characteristics such as intrinsic properties, the host vehicle location calculated by the host vehicle location calculation unit may deviate from the absolute map coordinate location. However, in this configuration, since the coordinate position and the coordinate position of the driving host vehicle position due to the boundary line data are calculated using the same device, such an error can be ignored, and as a result, an accurate separation distance is obtained.

In one of the preferred embodiments of the present invention, the circumferential travel is a work running, and a travel path generation unit for generating a travel path for automatically driving a work target area left inside the previously working area by the work running is provided. Has been. In this configuration, since the work is also performed in the circumferential run for generating the boundary line data, the work efficiency is good compared to the case where the circumferential run is performed by the princess. Further, at the end of the circumferential travel while performing the work, the shape of the remaining work target area is also calculated based on the position of the own vehicle by the own vehicle position calculation unit, so a travel path suitable for the shape is created by the travel path generation unit. . Thereby, a wasteless packaging operation is realized.

In the case of agricultural work such as harvesting work, planting work, fertilization work, etc., an area in which work has been performed (pre-work area) and an area in which work is not performed (unwork area) are clearly distinguished. The pre-work area is used for a departure run for temporarily stopping work for refueling or discharging crops and heading toward a temporary stop position set on the headland, or for a return run to start work again from the temporary stop position. When traveling in such a work vehicle's pre-work area, it is necessary to avoid the vehicle body interfering with the headland or entering the unworked area. In particular, it is desirable to limit the vehicle speed when traveling near the headland or the unworked area at high speed. From this, in one of the preferred embodiments of the present invention, the boundary line data management unit manages work boundary line data indicating positions of the work boundary lines of the unworked area and the pre-worked area in the packaging, and the separation distance calculation unit And a lateral separation distance from the vehicle body to at least one of the boundary line and the work boundary line in a vehicle body transverse direction orthogonal to the travel direction based on the travel direction and the outer shape of the vehicle body is calculated as the separation distance.

The border data can be generated from map data representing the appearance of the pavement, or pavement appearance data used in a previous work. In the first round trip performed by the agricultural work vehicle, contact with the boundary line of the pavement such as the headland can be avoided by calculating the separation distance using boundary line data (referred to herein as reference boundary line data) provided in advance. When the circumferential driving is finished, the separation distance can be calculated using the self-generated border data (herein referred to as real border data). In addition, it is also possible to generate actual boundary line data between the pre-work area and the non-work area from the position coordinates of the inner periphery of the pre-work area formed by the circumference. From this, in one of the preferred embodiments according to the present invention, the boundary line data management unit manages the data indicating the boundary line of the pavement previously provided as reference boundary line data, and the boundary line calculated through the round trip Data is managed as real boundary line data, the separation distance is calculated based on the reference boundary line data during the round trip, and the separation distance is calculated based on the actual boundary line data during the automatic driving.

In order to reliably avoid contact with the boundary line while approaching the boundary line of a pavement such as a headland, the vehicle speed of an agricultural work vehicle approaching the boundary line becomes important. In the case of high speed, there is a possibility that the braking distance becomes long, the braking is delayed, and contact between the work vehicle and the headland, etc. cannot be avoided. However, the above problem can be solved by limiting the vehicle speed including emergency stopping by matching the relationship between the speed and the distance at which the vehicle can be stopped reliably according to the calculated separation distance. From this, in one of the preferred embodiments of the present invention, the vehicle speed management unit outputs a vehicle speed limit command for limiting the vehicle speed according to the separation distance.

The specific vehicle speed limit command is a deceleration of the vehicle body and a stop of the vehicle body. Therefore, in one specific embodiment of this agricultural work vehicle, the vehicle speed management unit performs a deceleration of the vehicle body when the separation distance falls within a preset deceleration start distance range. In another specific embodiment, the vehicle speed management unit stops the vehicle body when the separation distance falls within a preset stopping distance range. The behavior of the aircraft by deceleration or braking differs depending on the vehicle speed at that time. From this, it is preferable that the deceleration start distance range and the stop distance range change according to the current vehicle speed.

When the agricultural work vehicle is provided with an automatic travel control unit and is capable of automatic driving, it is preferable to forcibly stop the automatic driving in an emergency when a vehicle speed limit command is output. For this reason, in one preferred embodiment of the present invention, an automatic travel control unit is provided, and during automatic driving, when the separation distance falls within a preset automatic travel prohibition distance range, the vehicle speed management unit prohibits automatic travel.

When the vehicle body approaches the boundary line, it first decelerates and then brakes to stop. In addition, in order to recover from a situation that has reached a forced stop, manual driving is suitable. Accordingly, in a preferred embodiment of the present invention, the automatic travel prohibition distance range is set shorter than the stopping distance range, and the stopping distance range is set shorter than the deceleration start distance range.

In the case of agricultural work vehicles, there are many cases where reverse is used for direction change. For this reason, it is preferable that the vehicle speed management according to the separation distance and the stopping of automatic driving described above are also applied when reversing. Accordingly, in one of the preferred embodiments of the present invention, the separation distance calculation unit calculates the distance between the front end of the vehicle body and the boundary line as the separation distance when driving forward, and the rear end of the vehicle body and the rear end when driving backward. The distance to the boundary line is calculated as the separation distance.

In the case of an agricultural work vehicle, the recommended vehicle speed is different between working driving and non-work driving. From this, in one of the preferred embodiments of the present invention, the vehicle speed managed by the vehicle speed management unit according to the separation distance is at least in the separation distance in a predetermined range, while the vehicle body is running while performing work. It is different between a work running and a non-work running while running in a non-work operation.

(2) The solution means corresponding to the problem 2 is as follows.

According to the present invention, a work vehicle collision boundary system for a plurality of work vehicles running on the same work site includes a first position calculation unit that calculates a first position, which is a coordinate position of the first work vehicle, by satellite positioning, and a first 2 A second position calculator that calculates a second position, which is a coordinate position of the working vehicle, by the satellite positioning, and between the first working vehicle and the second working vehicle based on the first position and the second position. A separation distance calculation unit that calculates a separation distance, and a collision boundary unit that outputs an emergency stop signal for stopping the first or second work vehicle, or both when the separation distance falls within a collision boundary distance range. It is equipped with. In addition, the first work vehicle and the second work vehicle represent a plurality of work vehicles, and the present invention is not limited to two work vehicles, and the present invention is also applied to three or more work vehicles.

In this configuration, on the basis of the own vehicle position of each work vehicle calculated using a satellite positioning function provided in each work vehicle, control is performed to avoid collisions between the work vehicles. That is, based on the position of the own vehicle of each work vehicle, the mutual separation distance is calculated, and when the separation distance falls within the collision boundary distance range, an emergency stop of the work vehicle necessary to avoid a collision is commanded. For this reason, it becomes possible to accurately detect the existence of each other's working vehicles and avoid collisions between the working vehicles.

In addition, when the pavement in which the crop is placed is a work site, it is difficult to avoid erroneous detection that detects the crop as an obstacle (collision object) if an obstacle detection device such as an infrared sensor, an ultrasonic sensor, and a laser radar. However, in the present invention, since satellite positioning is used, such a problem can be avoided. For this reason, regardless of the state of the work place, it becomes possible to accurately detect the existence of each other's work cars and avoid collisions between work cars.

In addition, if the working vehicle is equipped with a satellite positioning device as a constituent device for car navigation or as a constituent device for detecting the position of an own vehicle for automatic driving, since it is not necessary to deliberately prepare a device for satellite positioning, the present invention The cost of equipment to implement it is lowered.

In one preferred embodiment of the present invention, when the first working vehicle and the second working vehicle travel in the same direction, and the second working vehicle is leading the first working vehicle, the collision boundary distance range is, It is configured to vary according to the vehicle speed of the first working vehicle, and the collision boundary distance range becomes longer as the vehicle speed increases. When the vehicle speed of the subsequent work vehicle is high, not only the possibility that the subsequent work vehicle catches up with the preceding work vehicle in a short time increases, but also the braking performance deteriorates, so it is desirable to increase the collision boundary distance range. When the following work cars are traveling at high speed, the reliability of collision avoidance between work cars is improved by increasing the collision boundary distance range. Conversely, when the following work vehicle is traveling at a low speed, by shortening the collision boundary distance range, excessive emergency stop of the subsequent work vehicle is avoided, and the work running is performed smoothly.

In one preferred embodiment of the present invention, when the first working vehicle and the second working vehicle travel in the same direction, and the second working vehicle is leading the first working vehicle, the collision boundary distance range is, The collision boundary distance range is configured to increase as the vehicle speed of the first working vehicle is higher than that of the second working vehicle. When the vehicle speed of the preceding work vehicle is lower than the vehicle speed of the following work vehicle, the distance between the two vehicles decreases, and thus the possibility of a collision is reduced by increasing the collision boundary distance range.

In one preferred embodiment of the present invention, a vehicle shape management unit for managing vehicle shape data representing shapes of the first and second work vehicles is provided, and the separation distance calculation unit includes the first position and the A separation distance between the first working vehicle and the second working vehicle is calculated based on the second position and the vehicle shape data. In this configuration, on the basis of the position of the own vehicle of each work vehicle and the vehicle shape data of each work vehicle, control for avoiding a collision between the work vehicles is performed. In other words, since the mutual separation distance is calculated based on the position of each work vehicle's own vehicle and the vehicle shape data of each work vehicle, it is possible to avoid collisions between the work vehicles by accurately detecting the separation relationship between the work vehicles in any vehicle body shape. It becomes possible.

The self-vehicle position calculated based on the satellite positioning is basically the position of the satellite antenna, and by calculating from the antenna position using the vehicle shape data, the shortest distance of the working difference between each other is obtained. However, it is not limited that the vehicle shape data is always updated, and there is a possibility that a work mechanism or the like may be provided on the vehicle body in a state protruding from the vehicle body to the outside. In order to cope with such a situation, it is appropriate to slightly expand the shape defined by the vehicle shape data. For this reason, in one of the preferred embodiments of the present invention, the separation distance calculation unit calculates the separation distance based on a virtual shape set at least larger on the driving direction side than a shape defined by the vehicle shape data. .

In one preferred embodiment of the present invention, the separation distance calculation unit and the collision boundary unit are constructed in a management computer capable of exchanging data with the first and second work vehicles through a wireless data communication network, and the collision The boundary unit is configured to transmit the emergency stop signal to a traveling control unit of the corresponding work vehicle. This configuration is a system for centrally managing all work vehicles running on the same pavement with a management computer. This eliminates the need for each work vehicle to have a function of acquiring the position of another work vehicle and calculating the separation distance using the vehicle shape data of the work vehicle and the vehicle shape data of the host vehicle. If the management computer records the vehicle shape data of all work vehicles to be managed, each work vehicle transmits the location of the own vehicle to the management computer at all times, so that all other vehicles other than the own vehicle and the separation distance are within the collision boundary distance range. At the entered step, an emergency stop signal is given from the management computer, so that a collision with another vehicle can be prevented in advance. In this centralized management method, since each work vehicle does not have to have a function of acquiring the position of another work vehicle and calculating the separation distance using the vehicle shape data of the work vehicle and the vehicle shape data of the own vehicle, several or more In a system in which a work vehicle is cooperated to perform work, it is advantageous in terms of cost. Further, the vehicle shape data may be recorded in advance by the management computer, or each work vehicle may be transmitted to the management computer.

A work vehicle incorporating the aforementioned work vehicle collision boundary system is also an object of the present invention. According to the present invention, a work vehicle that automatically travels on the same work site together with another vehicle includes a travel control unit that controls the travel, an own vehicle position calculation unit that calculates the own vehicle position, which is a coordinate position of the own vehicle, by satellite positioning, and the satellite positioning. An other vehicle position acquisition unit that obtains the other vehicle position calculated by the other vehicle coordinate position; a separation distance calculation unit that calculates a separation distance between the host vehicle and the other vehicle based on the host vehicle position and the other vehicle position; and the separation distance A collision boundary unit is provided for outputting an emergency stop signal for stopping the host vehicle, the other vehicle, or both of the vehicle when the vehicle enters the collision boundary distance range. When a plurality of work vehicles configured as described above work and travel on the same work site, each work car obtains the position of the other car, so that the distance between each work car and the work car can be calculated, thereby avoiding collision with the other car as described above. You can do it.

The work vehicle according to the present invention can, of course, adopt various embodiments in the work vehicle collision boundary system described above, and the same operation and effect can be obtained. For example, in one suitable embodiment, when the host vehicle and the other vehicle travel in the same direction, and the other vehicle is leading the host vehicle, the collision boundary distance range is according to the vehicle speed of the host vehicle. Is varied, and the collision boundary distance range is controlled to increase as the vehicle speed increases. In a more preferred form, when the other vehicle precedes the host vehicle, the collision boundary distance range is controlled so that the collision boundary distance range becomes longer as the vehicle speed of the host vehicle is higher than the vehicle speed of the other vehicle. Thereby, collision between working vehicles is prevented with high reliability. In one more suitable embodiment, a vehicle shape management unit for managing vehicle shape data representing the shape of the own vehicle and the other vehicle is provided, and the separation distance calculation unit is based on the host vehicle position, the other vehicle position, and the vehicle shape data. Thus, a separation distance between the host vehicle and the other vehicle is calculated. Therefore, in any vehicle body shape, the distance between the host vehicle and the other vehicle is accurately calculated, and it becomes possible to avoid collisions between the working vehicles.

Fig. 1 is a diagram showing a first embodiment (hereinafter, the same applies to Fig. 8), and is a side view of a combine as an example of an agricultural work vehicle.
Fig. 2 is a diagram showing an outline of the automatic running of the combine.
3 is a diagram showing a travel route in automatic travel.
4 is a functional block diagram showing the configuration of a control system of a combine.
Fig. 5 is a control information flow chart showing a flow of control information in vehicle speed management and travel mode management based on a separation distance between a headland.
6 is a schematic diagram showing a relationship between a separation distance (vertical separation distance), a vehicle speed limit command, and an automatic travel prohibition command.
Fig. 7 is a schematic diagram showing another embodiment of the relationship between a separation distance (vertical separation distance), a vehicle speed limit command, and an automatic travel prohibition command.
Fig. 8 is a schematic diagram showing a relationship between a separation distance (horizontal separation distance), a vehicle speed limit command, and an automatic travel prohibition command.
Fig. 9 is a view showing a second embodiment (hereinafter, the same applies to Fig. 15), and is a side view of a normal type combine as an example of a work vehicle.
10 is a schematic diagram showing a mesh path that is a travel path of the combine.
Fig. 11 is a schematic diagram showing work travel by a plurality of combines.
Fig. 12 is a schematic diagram showing work travel by a plurality of combines.
13 is a schematic diagram showing a relationship between a preceding combine and a following combine.
14 is a functional block diagram showing the control system of the combine.
15 is a functional block diagram showing a work vehicle collision boundary system in a centralized management system.

(First embodiment)

Next, as a harvester which is an example of the agricultural work vehicle according to the present invention, an ordinary type combine will be described as an example. In addition, in this specification, unless otherwise specified, "front" (direction of arrow F shown in FIG. 1) means front in the vehicle body front-rear direction (run direction), and "back" (shown in FIG. 1) The direction of arrow B) means the rear in the vehicle body front-rear direction (run direction). In addition, the horizontal direction or the horizontal direction means a vehicle body transverse direction (vehicle body width direction) orthogonal to the vehicle body front-rear direction. "Up" (direction of arrow U shown in FIG. 1) and "lower" (direction of arrow D shown in FIG. 1) are the positional relationship in the vertical direction (vertical direction) of the vehicle body, and Shows the relationship.

As shown in Fig. 1, this combine includes a vehicle body 10, a crawler-type traveling device 11, a driving unit 12, a threshing device 13, a grain tank 14, a harvesting unit H, and A conveyance device 16, a grain discharging device 18, and an own vehicle position detection module 80 are provided.

The traveling device 11 is provided in the lower part of the vehicle body 10. The combine is configured so that it is often possible by the traveling device 11. The driving unit 12, the threshing device 13, and the grain tank 14 are provided on the upper side of the traveling device 11, and constitute the upper part of the vehicle body 10. In the driving unit 12, a driver who drives the combine or a monitor who monitors the work of the combine can be boarded. Usually, the driver and the supervisor are combined. In addition, when the driver and the supervisor are separate persons, the supervisor may monitor the operation of the combine from outside the aircraft of the combine.

The grain discharging device 18 is connected to the rear lower part of the grain tank 14. In addition, the host vehicle position detection module 80 is installed in the front upper part of the driver 12.

The harvesting part H is provided in the front part in a combine. And the conveyance device 16 is connected to the rear side of the harvesting part H. Moreover, the harvesting part H has the cutting mechanism 15 and the reel 17. The cutting mechanism 15 mows the planting grain stem of a package. Further, the reel 17 scrapes the grain stem to be harvested while being driven to rotate. With this configuration, the harvesting unit H harvests grains (a kind of crop) in the field. In addition, the combine can work running by the traveling device 11 while harvesting the grain in the package by the harvesting unit H.

The harvested grain stems harvested by the cutting mechanism 15 are conveyed by the conveying device 16 to the threshing device 13. In the threshing apparatus 13, the harvested grain stem is threshed. The grain obtained by the threshing treatment is stored in the grain tank 14. The grains stored in the grain tank 14 are discharged to the outside by the grain discharge device 18.

In addition, a communication terminal 4 is disposed in the driver 12. In the present embodiment, the communication terminal 4 is fixed to the driver 12. However, the present invention is not limited to this, and the communication terminal 4 may be configured to be detachable from the driver 12, or may be located outside the vehicle of the combine.

As shown in Fig. 2, this combine automatically travels along the travel path set in the pavement. For this, the own vehicle position is required. The own vehicle position detection module 80 includes a satellite positioning module 81 and an inertial measurement module 82. The satellite positioning module 81 receives a global navigation satellite system (GNSS) signal (including a GPS signal) transmitted from the satellite GS, and outputs positioning data for calculating an own vehicle position. There are various systems for the satellite positioning module 81, but when the real-time kinematic system is employed, a base station (not shown) is installed around the pavement. The inertia measurement module 82 incorporates a gyro acceleration sensor and a self-direction sensor, and outputs a position vector indicating an instantaneous travel direction. The inertial measurement module 82 is also used to supplement the calculation of the own vehicle position by the satellite positioning module 81. The inertial measurement module 82 can also be omitted. That is, the host vehicle position detection module 80 acquires positioning data at least by using satellite navigation. In addition, since the combine is an agricultural vehicle that harvests crops in the field, if a laser radar or an ultrasonic sensor is used to detect the position of the own vehicle, the crop may be obstructed and the detection accuracy of the pavement boundary such as the headland may decrease. However, when the own vehicle position is detected using the own vehicle position detection module 80, it is hardly affected by crops or electric poles. Further, by calculating the map position of the boundary line such as the pavement boundary in advance, it is possible to calculate the distance between the boundary line with high accuracy.

The procedure in the case of carrying out the harvesting operation on the pavement by this combine is as described below.

First, the driver and monitor manually operate the combine, and, as shown in Fig. 2, in the outer circumferential portion of the pavement, the circumferential travel is performed so as to go around along the boundary line of the pavement. The combine performs a circumferential run and at the same time performs a harvesting operation. Thereby, the area|region which becomes the preliminary harvesting area (pre-work area) is set as the outer peripheral area|region SA. Then, an area left inside the outer circumferential area SA as an unreaped area (non-work area) is set as a work target area CA. In this round trip, the harvesting section H is brought close to the headland, so from the trajectory of the harvesting section H corresponding to the traveling trajectory at that time, it is possible to generate boundary data indicating the map position of the boundary line between the inside of the pavement and the headland. . In addition, it is possible to generate work boundary data indicating a work boundary line (an existing work area and an unworked area) between the outer circumferential area SA and the work target area CA.

In addition, in order to secure the width of the outer circumferential area SA to a certain extent, the driver drives the combine for 2 to 3 weeks. In this running, the width of the outer circumferential area SA is enlarged by the working width of the combine every time the combine is rounded. When the first two to three weeks of running are finished, the width of the outer circumferential area SA becomes about 2 to 3 times the working width of the combine.

The outer circumferential area SA is used as a space for the combine to change direction when harvesting travel is performed in the work target area CA. In addition, the outer circumferential area SA is also used as a space for movement, such as when the harvesting run is terminated once and when moving to a place for discharging grains or when moving to a place for replenishing fuel.

Further, the transport vehicle CV shown in Fig. 2 can collect and transport the grains discharged from the combine. When discharging the grain, the combine moves to the vicinity of the transport vehicle CV, and then discharges the grain to the transport vehicle CV by the grain discharging device 18.

When the outer circumferential area SA and the work target area CA are set, the travel route in the work target area CA is calculated as shown in FIG. 3. The calculated travel path is sequentially set based on the pattern of the work travel, and the combine is controlled to run automatically so as to travel along the set travel path. At that time, as described below, control is performed to avoid contact with the headland (the boundary line of the packaging). Further, control for avoiding entering the work target area CA during non-work travel such as grain discharge is also performed.

In Fig. 4, the control system of the combine is shown. The control system of the combine is a control unit 5 comprising a plurality of electronic control units called ECUs, and various input/outputs that perform signal communication (data communication) between the control unit 5 and the control unit 5 through a wiring network such as a vehicle-mounted LAN. It consists of devices.

The notification device 62 is a device for notifying a driver or the like of a work running state or various warnings, and is a buzzer, a lamp, a speaker, a display, or the like. The communication unit 66 is used for the control system of this combine to exchange data between a management computer installed in a remote location and an external communication terminal. These external communication terminals include a tablet computer operated by a monitor standing on a pavement or a monitor (including a driver) on a combine, a computer installed in a home or a management office, and a communication terminal 4 taken out of the car. Is included. The control unit 5 is a key element of this control system, and is shown as an aggregate of a plurality of ECUs. The signal from the host vehicle position detection module 80 is input to the control unit 5 via a vehicle-mounted LAN.

The control unit 5 is provided with an output processing unit 503 and an input processing unit 502 as input/output interfaces. The output processing unit 503 is connected to various operating devices 70 through a device driver 65. As the operating device 70, there are a traveling device group 71 that is a traveling-related device and a working device group 72 that is a working-related device. The traveling device group 71 includes, for example, an engine control device, a shift control device, a brake control device, and a steering control device. The work equipment group 72 includes a harvesting unit H, a threshing device 13, a conveying device 16, a power control device in the grain discharging device 18, and the like.

To the input processing unit 502, a travel state sensor group 63, a work state sensor group 64, a travel operation unit 90, and the like are connected. The driving state sensor group 63 includes a vehicle speed sensor, an engine speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a parking brake detection sensor, a shift position detection sensor, a steering position detection sensor, and the like. In the work state sensor group 64, a sensor that detects the driving state of the harvesting work device (harvesting unit H, threshing device 13, conveying device 16, grain discharging device 18, see Fig. 1), and It includes a sensor that detects the condition of the grain or grain.

The travel operation unit 90 is a generic term for an operation tool that is manually operated by a driver and the operation signal is input to the control unit 5. The travel operation unit 90 includes a peripheral speed operation instrument, a steering operation instrument, a mode operation instrument, an automatic start operation instrument, and the like. The mode operation tool has a function of sending to the control unit 5 a command for switching between automatic operation and manual operation. The automatic start operation tool has a function of sending a final automatic start command for starting automatic travel to the control unit 5.

The control unit 5 includes an own vehicle position calculation unit 50, a travel control unit 51, a work control unit 52, a travel mode management unit 53, a boundary line data management unit 54, a separation distance calculation unit 55, and travel. A trajectory calculation unit 56, a travel direction calculation unit 57, a work area determination unit 58, and a travel path generation unit 59 are provided. The own vehicle position calculation unit 50 calculates the own vehicle position in the form of map coordinates (or pavement coordinates) based on positioning data successively transmitted from the own vehicle position detection module 80. At that time, as the own vehicle position, a position of a specific location of the vehicle body 10 (for example, the center of the vehicle body or the end of the harvesting portion H, see FIG. 1) can be set. The notification unit 501 generates notification data based on an instruction or the like from each functional unit of the control unit 5 and gives it to the notification device 62.

The travel control unit 51 has an engine control function, a steering control function, a vehicle speed control function, and the like, and provides a travel control signal to the travel device group 71. The work control unit 52 is a work device in order to control the movement of the harvesting work device (harvesting unit H, threshing device 13, conveying device 16, grain discharging device 18, etc., see Fig. 1). The group 72 is given a job control signal.

This combine can run in both automatic driving in which harvesting work is performed by automatic running and manual driving in which harvesting work is performed by manual running. For this reason, the travel control unit 51 includes a manual travel control unit 511, an automatic travel control unit 512, a vehicle speed management unit 513, and a travel route setting unit 514. In addition, in order to perform automatic driving, an automatic driving mode is set, and in order to perform manual driving, a manual driving mode is set. This traveling mode is managed by the traveling mode management unit 53.

When the automatic driving mode is set, the automatic driving control unit 512 generates a control signal for changing the vehicle speed including automatic steering and stopping, and controls the driving device group 71. The control signal related to automatic steering is generated so that the orientation shift and position shift between the target traveling path set by the traveling path setting unit 514 and the host vehicle position calculated by the own vehicle position calculating unit 50 are eliminated. . A control signal related to a vehicle speed change is generated based on a preset vehicle speed value. The travel route set by the travel route setting unit 514 is generated by a route calculation algorithm registered in the travel route generation unit 59.

When the manual driving mode is selected, the manual driving control unit 511 generates a control signal based on an operation by the driver and controls the travel device group 71 to realize manual driving. In addition, the travel path calculated by the travel path generation unit 59 can be used for guidance for the combine to travel along the travel path, even when driving manually.

The work area determination unit 58 determines a previously harvested area (outer circumferential area SA), a non-reaped area (work target area CA), and the like from the harvesting work performed at a predetermined working width.

The boundary line data management unit 54, the separation distance calculation unit 55, the travel trajectory calculation unit 56, the travel direction calculation unit 57, and the vehicle speed management unit 513 are controlled to avoid contact with the headland, which is the boundary line of the pavement. Functions to do.

The traveling trajectory calculating unit 56 calculates the traveling trajectory by plotting the own vehicle position calculated by the own vehicle position calculating unit 50 over time. The traveling orientation calculating unit 57 calculates the traveling orientation of the vehicle body 10 from the traveling locus (instantaneous traveling locus) at a minute time in the traveling locus calculating section 56. Further, the travel orientation calculation unit 57 can also calculate the travel orientation based on orientation data included in the output data from the inertia measurement module 82.

The boundary line data management unit 54 is obtained when the combine travels around the boundary line between the pavement surface and the headland (the boundary line of the pavement), and the travel of the member on the headland side of the vehicle body 10 (the outer end of the harvesting unit H). Based on the trajectory, boundary line data indicating the map position of the boundary line of the pavement is generated and managed. The boundary line data management unit 54 determines, from the travel trajectory of the vehicle body 10 on which the work has been traveled, the work boundary lines between the previously harvested area (outer circumferential area SA; previously worked area) and the unreappointed area (work target area CA; unworked area). It also generates data for the indicated work boundary. In this way, the boundary line data generated through the actual circumference of the combine is referred to as actual boundary line data. The boundary line data management unit 54 can also download and manage the boundary line data of the packaging included in the packaging information from the management computer and the external communication terminal. The boundary data provided in advance in this way is referred to as reference boundary data.

The separation distance calculation unit 55 calculates the separation distance to the boundary line of the pavement or the work boundary line from the vehicle position calculated by the own vehicle position calculation unit 50 and the driving direction calculated by the driving direction calculation unit 57 do. This separation distance is used to prevent the combine from contacting the headland and entering the uncut area (non-working area) on the side, so calculate the distance between the boundary line and the working boundary line and a specific part of the combine in the driving direction. Needs to be. That is, the separation distance calculation unit 55 records the external shape of the vehicle body 10 (including devices and devices installed on the vehicle body 10), and taking this external shape into account, the boundary line or work boundary line, and the vehicle body ( 10) Calculate the distance between them as the separation distance.

The separation distance calculation unit 55 uses the actual boundary line data as boundary line data in preference to the reference boundary line data. Until the actual boundary line data is generated, that is, during the circumferential driving, the separation distance is calculated using the reference boundary line data, and when the actual boundary line data is generated by the circumferential driving, the separation distance is calculated using the actual boundary line data.

The vehicle speed management unit 513 manages the vehicle speed according to the separation distance calculated by the separation distance calculation unit 55. The vehicle speed management unit 513 has a look-up table for deriving the limited vehicle speed from the separation distance. As the separation distance is shortened, the resulting speed limit decreases. When the current vehicle speed calculated based on the detection signal from the traveling state sensor group 63 exceeds the limit vehicle speed, a deceleration command is output from the vehicle speed management unit 513 so that the current vehicle speed becomes the limit vehicle speed. In addition, if the separation distance is less than the preset limit distance, the limit vehicle speed is zero, and a stop command is output from the vehicle speed management unit 513. In other words, the vehicle speed management unit 513 determines the limit vehicle speed when traveling by approaching the boundary line.

Next, using the control information flow chart shown in Fig. 5, a flow of control for avoiding contact with the headland or entry into an unknown unworked area (contact with crops) will be described.

As shown in Fig. 5, the combine runs around the pavement by manual operation. In this circumferential run, the own vehicle position calculation unit 50 calculates the own vehicle position based on positioning data output from the own vehicle position detection module 80. The traveling trajectory calculation unit 56 calculates a traveling trajectory and an instantaneous traveling trajectory from the own vehicle position. The travel orientation calculation unit 57 calculates the travel orientation based on the instantaneous travel path from the travel path calculation unit 56. The border line data management unit 54 calculates border line data from the running trajectory when the circumferential running around the outermost circumference is finished. The boundary line data management unit 54 also calculates work boundary line data.

The work area determination unit 58 determines the outer circumferential area SA and the work target area CA based on the travel trajectory in the circumferential travel received from the travel trajectory calculation unit 56 when the circumferential travel is completed. The outermost line of the outer circumferential area SA is the outline of the pavement surface, that is, the boundary line of the pavement, and the inner area defined by the innermost line of the outer circumferential area SA is a work target area CA that automatically runs. The travel route generation unit 59 generates a travel route for performing automatic travel, as shown in FIG. 3, based on the outer circumferential area SA and the work target area CA determined by the work area determination unit 58. . The generated travel path is managed by the travel path setting unit 514. Further, each time a work travel is performed, the boundary line data management unit 54 updates the work boundary line data.

The own vehicle position calculated by the own vehicle position calculation unit 50, the driving direction calculated by the driving direction calculation unit 57, the boundary line data and the work boundary line data managed by the boundary line data management unit 54 are the separation distance calculation unit 55 ). The separation distance calculation unit 55 separates the vertical separation distance from the vehicle body 10 in the running direction to the boundary line of the pavement based on the position of the host vehicle, the driving direction, the boundary line data, and the external shape of the vehicle body 10 It is calculated as distance. More specifically, the separation distance calculation unit 55 calculates the distance between the front end of the vehicle body 10 and the boundary line during forward driving as a separation distance (vertical separation distance), and when driving backward, the distance of the vehicle body 10 The distance between the rear end and the boundary line is calculated as the separation distance (vertical separation distance). In addition, the separation distance calculation unit 55 includes the vehicle body 10 in the vehicle body transverse direction orthogonal to the traveling orientation based on the own vehicle position, the traveling orientation, the boundary line data, the work boundary line data, and the external shape of the vehicle body 10. ) To the boundary line or work boundary line is calculated as the separation distance. The separation distance calculated by the separation distance calculation unit 55 is sent to the vehicle speed management unit 513. Further, this separation distance may be notified to the driver or the supervisor through the notification unit 501 and the notification device 62.

The vehicle speed management unit 513, based on the received separation distance and the current vehicle speed, if the separation distance falls within the deceleration start distance range, the stopping distance range, and the automatic driving prohibition distance range, according to a suitable range, a deceleration command or a stop The vehicle speed limit command including the command and further, an automatic driving prohibition command are output. When the vehicle body 10 is too close to the headland, the travel control unit 51 decelerates or stops the vehicle body 10, and further forcibly prohibits the automatic driving, so that the contact with the headland, that is, the vehicle body 10 Avoid crossing the boundaries of the pavement.

Using Fig. 6, the relationship between the separation distance, the vehicle speed limit command, and the automatic travel prohibition command in this embodiment will be described in detail. In addition, here, the separation distance is a vertical separation distance. In the example of FIG. 6, a first boundary distance L1 for defining a stop distance range and a second boundary distance L2 for defining a deceleration start distance range are set in the forward area in the travel direction of the combine. In addition, a special boundary distance L0 is set that defines an automatic travel prohibition distance range for prohibiting automatic travel. The separation distance is indicated by D. Between the first boundary distance L1 and the second boundary distance L2, a vehicle speed that decreases as the distance decreases is set as the limit vehicle speed. As an example, if the calculated separation distance is the second boundary distance L2, a deceleration command in which the vehicle speed is limited to 1.0 m/s is output.

If the calculated separation distance is the first boundary distance L1, a deceleration command for limiting the vehicle speed to 0.5 m/s (limited vehicle speed) is output. If the calculated separation distance is less than the second boundary distance L2 and larger than the first boundary distance L1, the vehicle speed is determined according to the reduction function that decreases from 1.0m/s to 0.5m/s (limit vehicle speed) as the distance decreases. The limiting deceleration command is output. Further, when the separation distance reaches less than the first boundary distance L1, a stop command is output as the vehicle speed limit command. When the separation distance is greater than the second boundary distance L2, the vehicle speed limit command is not output. Further, when the separation distance is shorter than the special boundary distance L0, an automatic driving prohibition command is output, and if the driving mode is the automatic driving mode, the automatic driving mode is canceled, and automatic driving is forcibly prohibited. Therefore, when the separation distance becomes shorter than the special boundary distance L0, the combine is operated manually. In addition, although description is made here in the form in which it is traveling forward, even if it is traveling backward, it is possible to set the relationship between the same separation distance, a vehicle speed limit instruction, and an automatic traveling prohibition instruction.

The above-described special boundary distance L0, first boundary distance L1, and second boundary distance L2 may be constant values or variable values. For example, an example of a case where the special boundary distance L0, the first boundary distance L1, and the second boundary distance L2 is configured to be changed depending on the vehicle speed is shown below.

(1) When the vehicle speed is running at 2.0 m/s, the special boundary distance L0 becomes 1.0 m, the first boundary distance L1 becomes 2.0 m, and the second boundary distance L2 becomes 4.0 m, (2) When the vehicle speed is running at 1.5 m/s, the special boundary distance L0 becomes 0.7 m, the first boundary distance L1 becomes 1.5 m, and the second boundary distance L2 becomes 2.5 m.

That is, the larger the vehicle speed, the larger the special boundary distance L0, the first boundary distance L1, and the second boundary distance L2, and the smaller the vehicle speed, the smaller the special boundary distance L0, the first boundary distance L1, and the second boundary distance L2. Further, you may configure so that only at least one of the special boundary distance L0, the first boundary distance L1, and the second boundary distance L2 is changed depending on the vehicle speed. In addition, changes of the special boundary distance L0, the first boundary distance L1, and the second boundary distance L2 according to the vehicle speed may be changed stepwise or steplessly according to the vehicle speed.

In addition, with respect to the separation distance between the first boundary distance L1 and the second boundary distance L2, the smaller the separation distance, the larger the limit (deceleration) of the vehicle speed gradually (steplessly) increases, so that the deceleration is performed by the separation distance. You can do it.

When the automatic driving is inhibited by decelerating or stopping by the vehicle speed limit command, and further by the automatic driving prohibition command, the fact is notified to the driver or the monitor through the notification unit 501 and the notification device 62. In addition, this avoidance control can be executed not only in automatic driving but also in manual driving.

A separate form of the relationship between the separation distance shown in FIG. 6 and the vehicle speed limit command and the automatic driving prohibition command is shown in FIG. 7. In this separate embodiment, a special boundary distance L0, a first boundary distance L1, a second boundary distance L2, and a third boundary distance L3 are set in the forward region in the travel direction of the combine. The separation distance is indicated by D. When the separation distance is larger than the third boundary distance L3, the vehicle speed limit command is not output. As an example, when the separation distance is less than the third boundary distance L3 and larger than the second boundary distance L2 (this area is referred to as the first deceleration start distance range), as a vehicle speed limit command, a deceleration command in which the vehicle speed is limited to 1 m/s. Is output. When the separation distance is less than the second boundary distance L2 and larger than the first boundary distance L1 (this area is referred to as the second deceleration distance range), a deceleration command in which the vehicle speed is limited to 0.5m/s is output as the vehicle speed limit command. . Further, when the separation distance reaches the first boundary distance L1 or less, a stop command is output as the vehicle speed limit command. When the separation distance becomes shorter than the special boundary distance L0, an automatic driving prohibition command is output. That is, in this separate embodiment, 0.5 m/s of the vehicle speed as a fixed value is assigned to the distance range between the first boundary distance L1 and the second boundary distance L2, and the second boundary distance L2 and the third boundary distance L3 It differs from the embodiment of FIG. 6 in that 1 m/s of vehicle speed as a fixed value is assigned to the distance range between. In addition, in this separate embodiment, the third boundary distance L3 corresponds to the second boundary distance L2 in the embodiment of FIG. 6, and the second boundary distance L2 is the second boundary distance in the embodiment of FIG. 6. It is a distance between L2 and the first boundary distance L1. The first boundary distance L1 and the special boundary distance L0 are the same as those in the embodiment of FIG. 6. Also in this form, at least one or all of the above-described special boundary distance L0, first boundary distance L1, second boundary distance L2, and third boundary distance L3 may be a constant value or a variable value that changes depending on the vehicle speed. .

Next, the relationship between the lateral separation distance, which is the separation distance from the side of the vehicle body 10 in the lateral direction, and the vehicle speed limit command and the automatic travel prohibition command will be described in detail using FIG. 8. In addition, the lateral separation distance, which is the distance from the vehicle body 10 to the boundary line or work boundary line in the vehicle body transverse direction, is represented by E here. As shown in FIG. 8, in the region from the vehicle body 10 in the vehicle body transverse direction, a first horizontal boundary distance M1, a second horizontal boundary distance M2, and a special horizontal boundary distance M0 are set. Actually, the boundary distance is set on both left and right sides of the vehicle body 10, but in Fig. 8, only the boundary distance on the left is shown. Also here, between the first horizontal boundary distance M1 and the second horizontal boundary distance M2, a vehicle speed that decreases as the distance decreases is set as the limit vehicle speed. As an example, if the calculated separation distance is the second horizontal boundary distance M2, a deceleration command that is limited to the limited vehicle speed having a vehicle speed of about 1.0 m/s to 2.0 m/s is output. If the calculated separation distance is the first horizontal boundary distance M1, a deceleration command that is limited to the limited vehicle speed having a vehicle speed of about 0.5 m/s to 0.9 m/s is output. And, if the calculated separation distance is between the second horizontal boundary distance M2 and the first horizontal boundary distance M1, as the distance decreases, the restriction at the first horizontal boundary distance M1 from the limited vehicle speed at the second horizontal boundary distance M2 A deceleration command that limits the vehicle speed is output to the limit vehicle speed according to the reduction function that decreases to the vehicle speed.

Further, when the separation distance reaches less than the first horizontal boundary distance M1, a stop command is output as the vehicle speed limit command. When the separation distance is greater than the second horizontal boundary distance M2, the vehicle speed limit command is not output. Further, when the separation distance becomes shorter than the special horizontal boundary distance M0, an automatic driving prohibition command is output, and the automatic driving mode is forcibly canceled. Therefore, when the separation distance becomes shorter than the special horizontal boundary distance M0, the combine is operated manually. In addition, although description is made here in the form of forward traveling, even if it is traveling backward, the relationship between the same separation distance, a vehicle speed limit instruction, and an automatic traveling prohibition instruction is set. Also in this form, at least one or all of the above-described special horizontal boundary distance M0, first horizontal boundary distance M1, and second horizontal boundary distance M2 may be a constant value or a variable value that changes depending on the vehicle speed.

Further, the limiting control using the above-described lateral separation distance and vehicle speed can be divided into a control in a working travel state and a control in a non-work travel state. In the working driving state, the vehicle body 10 is traveling while mowing grains in the unworked area, and the vehicle body 10 U-turns the existing work area to shift from the unworked area where the mowing has been performed to the next unworked area. Includes the driving condition. The non-work travel state includes the state in which the above-described departure travel or return travel is performed. In non-work travel, the vehicle body 10 usually travels at a higher speed than the work travel. For this reason, in the non-work travel, compared to the work travel, the special boundary distance L0, the first boundary distance L1, the second boundary distance L2, the third boundary distance L3 and the special horizontal boundary distance M0, and the first horizontal boundary distance M1 , At least one or all of the second horizontal boundary distance M2 may be configured to increase.

[Another embodiment of the first embodiment]

(1) Each functional unit shown in FIG. 4 is divided mainly for explanatory purposes. In practice, each functional unit may be integrated with other functional units or may be divided into a plurality of functional units. In addition, among the functional units constructed in the control unit 5, the vehicle speed management unit 513, the driving mode management unit 53, the boundary line data management unit 54, the separation distance calculation unit 55, and the travel trajectory calculation unit 56 , Any of the travel direction calculation unit 57, the work area determination unit 58, and the travel path generation unit 59 are constructed in a portable portable communication terminal 4 (tablet computer, etc.), which can be transported, and transported by a combine. Alternatively, a configuration in which data is exchanged with the control unit 5 via wireless or in-vehicle LAN may be adopted.

(2) In the above-described embodiment, the monitor manually operates the combine, and, as shown in Fig. 2, in the outer circumferential portion of the pavement, harvesting travel is performed so as to go around the boundary of the pavement, and then travel. Calculate the route and switch to automatic driving. However, the present invention is not limited to this, and may be a driving method in which the combine is automatically operated from the beginning, and the operation is switched to manual operation when a special situation occurs. In addition, a straight or almost straight traveling route is automatically driven, and a traveling route accompanied by sudden turns such as direction change may be a driving method that is manually driven.

(3) The present invention can be used not only for a normal type combine but also for a self-removing type combine. In addition, it can be used in various harvesters, such as a corn harvester, a potato harvester, a carrot harvester, and a sugarcane harvester.

(2nd embodiment)

Next, as a harvester which is an example of a work vehicle employing the work vehicle collision boundary system of the present invention, a normal type combine will be described as an example. In addition, in this specification, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 9) means the front in the vehicle body front-rear direction (run direction), and "back" (arrow B shown in FIG. 9) Direction) means the rear in the vehicle body front-rear direction (run direction). In addition, the horizontal direction or the horizontal direction means a vehicle body transverse direction (vehicle body width direction) orthogonal to the vehicle body front-rear direction. "Up" (direction of arrow U shown in FIG. 9) and "lower" (direction of arrow D shown in FIG. 9) are the positional relationship in the vertical direction (vertical direction) of the vehicle body, and the relationship in the ground height Show.

As shown in Fig. 9, the combine is a vehicle body 210, a crawler-type traveling device 211, a driving unit 212, a threshing device 213, a grain tank 214, a harvesting unit (H), A conveyance device 216, a grain discharging device 218, and an own vehicle position detection module 280 are provided.

The traveling device 211 is provided under the vehicle body 210. The combine is configured so as to be possible frequently by the traveling device 211. The driving unit 212, the threshing device 213, and the grain tank 214 are provided on the upper side of the traveling device 211, and constitute the upper part of the vehicle body 210. The driver 212 is capable of boarding a driver who drives the combine or a monitor who monitors the operation of the combine. Usually, the driver and the supervisor are combined. In addition, when the driver and the supervisor are different persons, the supervisor can monitor the operation of the combine from outside the aircraft of the combine.

The grain discharging device 218 is connected to the rear lower part of the grain tank 214. In addition, the own vehicle position detection module 280 is installed in the upper front of the driver 212.

The harvesting part H is provided in the front part in a combine. And the conveyance device 216 is connected to the rear side of the harvesting part H. In addition, the harvesting portion H has a cutting mechanism 215 and a reel 217. The cutting mechanism 215 mows the planting grain stem of a package. Further, the reel 217 scrapes the grain stem to be harvested while being rotated. With this configuration, the harvesting unit H harvests grains (a kind of crop) in the field. In addition, the combine can work running by the traveling device 211 while harvesting the grain in the package by the harvesting unit H.

The harvested grain stem harvested by the cutting mechanism 215 is conveyed by the conveying device 216 to the threshing device 213. In the threshing apparatus 213, the harvested grain stem is threshed. The grain obtained by the threshing treatment is stored in the grain tank 214. The grain stored in the grain tank 214 is discharged to the outside by the grain discharge device 218.

In addition, a communication terminal 202 is disposed in the driver 212. In this embodiment, the communication terminal 202 is fixed to the driving unit 212. However, the present invention is not limited to this, and the communication terminal 202 may be configured to be detachable from the driving unit 212 or may be located outside the device of the combine.

This combine has a function of automatically traveling along a set travel route, and includes an own vehicle position detection module 280 in order to calculate the own vehicle position on a map. The host vehicle position detection module 280 includes a satellite navigation module 281 and an inertial navigation module 282 (see Fig. 14). The satellite navigation module 281 receives a global navigation satellite system (GNSS) signal (including a GPS signal) transmitted from the satellite GS, and outputs positioning data for calculating an own vehicle position. The inertial navigation module 282 incorporates a gyro acceleration sensor and a self-direction sensor, and outputs a position vector indicating an instantaneous travel direction. The inertial navigation module 282 is used to supplement the calculation of an own vehicle position by the satellite navigation module 281. The inertial navigation module 282 may be omitted. That is, the host vehicle position detection module 280 acquires positioning data using at least satellite navigation. In addition, since the combine is an agricultural vehicle that harvests crops in the field, if a laser radar or an ultrasonic sensor is used to detect the position of the own vehicle, the crop may be obstructed and the detection accuracy of the pavement boundary such as the headland may decrease. However, in the present invention, since it is hardly affected by crops or poles that exist between the working vehicle and the boundary line (headline, etc.), the host vehicle position detection module 280 acquires positioning data using satellite navigation, The position of the own vehicle can be detected reliably.

In the harvesting operation by the combine, first, the driver and the monitor manually operate the combine, and in the outer circumferential portion of the pavement, the harvesting run is performed so as to move around along the boundary of the pavement.

As a result, the area that has become the preliminary work place (pre-work place) is set as the outer circumferential area SA as shown in FIG. The area left as an unforeseen (unworked) area inside the outer circumferential area SA is set as the work target area CA. 10 shows an example of the outer circumferential area SA and the work target area CA.

The outer circumferential area SA is used as a space for the combine to change direction when harvesting travel is performed in the work target area CA. In addition, the outer circumferential area SA is also used as a space for movement, such as when the harvesting run is terminated once and when moving to a place for discharging grains or when moving to a place for replenishing fuel. Therefore, in order to secure the width of the outer circumferential area SA to a certain extent, the driver drives the combine for 3 to 4 weeks. This circumferential running may also be performed by automatic running.

When harvesting is performed at least in part by automatic travel, a travel path is set in the work target area CA. In Fig. 10, a mesh ship group which is an example of such a traveling route is shown. The mesh line group is generated so as to fill the work target area CA with a mesh line (mesh travel path) with the working width of the combine as a mesh interval.

Further, although not shown, a travel route is also set in the outer circumferential region SA, and is used when the combine travels through the outer circumferential region SA. The travel route set in the outer circumferential area SA includes a departure route, a return route, a direction change route, and the like. The departure path is used for the combine to leave the work target area CA and enter the outer peripheral area SA. The return path is used for the combine to return from the outer circumferential area SA to the work travel in the work target area CA. The direction change path is used when exiting from the mesh travel path in the work target area CA to the outer peripheral area SA and enters the next mesh travel path. Since the outer circumferential area SA and the work target area CA change along with the progress of the harvesting operation, the direction change path is also moved accordingly. Further, the shape of the work target area CA may be a polygon other than a square. In addition, the mesh line is generated, for example, as a line parallel to the outer peripheral line of the packaging. In addition, the mesh line is not limited to a straight line, and may be curved, bent, or meandering.

Fig. 11 shows a state in which a plurality of combines are automatically working and traveling on a pavement as the same work site. Here, for ease of understanding, two combines are taken as an example and are referred to as a first working vehicle and a second working vehicle, respectively. Each work vehicle has a function of calculating an own vehicle position (absolute coordinate value in map coordinates or relative coordinate value in pavement coordinates) based on satellite positioning by the own vehicle position detection module 280. In addition, the first and second work vehicles each have a function of exchanging their own vehicle positions through wireless communication.

Further, the transport vehicle CV shown in Fig. 11 collects grains discharged from the combine and transports them to a drying facility or the like. During grain discharging, the combine moves to the vicinity of the transport vehicle CV, and then discharges the grain to the transport vehicle CV by the grain discharging device 218.

FIG. 12 shows an example of a driving pattern in which the first working vehicle and the second working vehicle cooperate to automatically travel in the work target area CA in which the mesh ship group is set. There are various forms in which a plurality of working vehicles drive in cooperation. For example, there is a form in which a driving vehicle is driven while freely selecting a preset driving route, a work vehicle driving by selecting a predetermined driving route in a predetermined order, and a working vehicle driving by selecting a travel path freely are combined. Even when traveling along a preset travel route, a form in which a work vehicle that is manually driven and a work vehicle that automatically travels is combined, or a form in which all the work vehicles are manually driven is possible. The driving route is not set in advance, and it is also possible to manually drive all work vehicles. In all of these forms, the work vehicle collision boundary system according to the present invention is applicable. As long as all the working vehicles do not travel on a preset travel path at a predetermined turn and time, there is a possibility of a work vehicle collision, so the work vehicle collision boundary system according to the present invention is advantageous.

In the example shown in FIG. 12, the first working vehicle enters the mesh path L11 from the vicinity of the lower right vertex of the deformed rectangle representing the work target area CA, and turns left at the intersection of the mesh path L11 and the mesh path L21, and the mesh path L21 Enters. Further, it enters the mesh path L32 by turning left at the intersection of the mesh path L21 and the mesh path L32. In this way, the first work vehicle performs whirlpool running of the left turn. In contrast, the second working vehicle enters the mesh path L31 from the vicinity of the upper left vertex of the work target area CA, and turns left at the intersection of the mesh path L31 and the mesh path L41 to enter the mesh path L41. Further, it enters the mesh path L12 by turning left at the intersection of the mesh path L41 and the mesh path L12. In this way, the second work vehicle performs whirlpool running of the left turn. As is clear from FIG. 12, since cooperative control is performed in which the traveling trajectory of the second working vehicle enters between the traveling trajectories of the first working vehicle, the first working vehicle determines its own working width and the working width of the second working vehicle. The vortex run is spaced apart by the summed width, and the second work vehicle is vortex run spaced apart by the sum of its own working width and the work width of the first work car. The traveling trajectory of the first working vehicle and the traveling trajectory of the second working vehicle create a double eddy.

In Fig. 12, the second work vehicle deviates from the mesh path in the work target area CA in the middle of the work run, travels around the outer circumferential area SA, discharges the harvested product to the transport vehicle CV, and discharges the outer circumferential area SA again. It is also shown a state of running around and returning to the mesh path in the work target area CA. At that time, the second work vehicle deviates from the intersection of the mesh path L41 and the mesh path L12, and the second work vehicle proceeding to the outer circumferential area SA travels to the parking position along the departure path of the outer circumferential area SA, and the transport vehicle ( CV).

The first work vehicle continues the work travel in the work target area CA even while the second work vehicle deviates from the work travel in the work target area CA and discharges the crop. However, while the first working vehicle is traveling in the mesh path L42, the mesh path L12 is unforeseen (not running) due to the departure of the second working vehicle. For this reason, the 1st working vehicle stops running of the mesh path L13, runs to the intersection of the mesh path L42 and the mesh path L12, turns left there, and travels the mesh path L12. When the second working vehicle finishes discharging the harvest, the second working vehicle travels from the parking position to the outer circumferential area SA along the return path in a left turn, and enters the mesh path L43 from the left end of the mesh path L43. At that time, the first working vehicle and the second working vehicle approach the intersection of the mesh path L33 and the mesh path L44 on which the first working vehicle is traveling. In order to avoid a collision between the work cars due to the approach of the first work car and the second work car, either work car is forcibly stopped. This forced stop is performed by the work vehicle collision boundary system according to the present invention.

Fig. 13 shows a first working vehicle running on the mesh path La and a second working vehicle running on the mesh path Lb. Here, the mesh path La and the mesh path Lb extend at an intersection angle, but this is only an example of a travel path on which the first and second work vehicles travel. The travel paths each work vehicle travels may be the same or may not cross each other. In Fig. 13, the first work vehicle and the second work vehicle run in the same direction, and the second work vehicle precedes the first work vehicle. In this case, when the second work vehicle is stopped, or when the vehicle speed of the first work vehicle is higher than the vehicle speed of the second work vehicle, there is a possibility of a collision, so that the distance between the first and second work vehicles is When it is shortened, the first working vehicle is forcibly stopped. This forced stop is also performed by the work vehicle collision boundary system.

In Fig. 14, the control system of the first working vehicle is shown. The control system of the second work vehicle is basically the same. The control system of a work vehicle such as a combine is a control unit 205 comprising an electronic control unit called a plurality of ECUs, and signal communication (data communication) between the control unit 205 through a wiring network such as a vehicle-mounted LAN. It is comprised of various input/output devices that perform.

The notification device 262 is a device for notifying a driver or the like of a work running state or various warnings, and is a buzzer, a lamp, a speaker, a display, or the like. The communication unit 266 is used to exchange data with other working vehicles (other vehicles). Further, the communication unit 266 is also used for exchanging data between a management computer installed in a remote location and an external communication terminal. In this external communication terminal, a monitor standing on a pavement, a tablet computer operated by a monitor (including a driver) on a combine, a computer installed in a home or a management office, and a communication terminal 202 taken out of the vehicle ) Is included. The control unit 205 is a key element of this control system, and is shown as an aggregate of a plurality of ECUs. The signal from the host vehicle position detection module 280 is input to the control unit 205 via a vehicle-mounted LAN.

The control unit 205 includes an output processing unit 2503 and an input processing unit 2502 as input/output interfaces. The output processing unit 2503 is connected to various operating devices 270 through a device driver 265. As the operating device 270, there are a traveling device group 271 that is a traveling-related device and a working device group 272 that is a working-related device. The traveling device group 271 includes, for example, an engine control device, a shift control device, a brake control device, and a steering control device. The working equipment group 272 includes a harvesting unit H, a threshing device 213, a conveying device 216, a power control device in the grain discharging device 218, and the like.

The input processing unit 2502 is connected to a travel state sensor group 263, a work state sensor group 264, a travel operation unit 290, and the like. The driving state sensor group 263 includes a vehicle speed sensor, an engine speed sensor, an overheat detection sensor, a brake pedal position detection sensor, a parking brake detection sensor, a shift position detection sensor, a steering position detection sensor, and the like. In the work state sensor group 264, a sensor for detecting the driving state of the harvesting work device (harvesting unit H, threshing device 213, conveying device 216, grain discharging device 218), and It includes a sensor to detect the condition.

The travel operation unit 290 is a generic term for an operation tool that is manually operated by a driver and the operation signal is input to the control unit 205. The travel operation unit 290 includes a peripheral speed operation instrument, a steering operation instrument, a mode operation instrument, an automatic start operation instrument, and the like. The mode operation tool has a function of sending a command for switching between automatic operation and manual operation to the control unit 205. The automatic start operation tool has a function of sending a final automatic start command for starting automatic travel to the control unit 205.

The control unit 205 includes an own vehicle position calculation unit 250, a travel control unit 251, a work control unit 252, a travel mode management unit 253, a travel route generation unit 254, a travel trajectory calculation unit 255, and A working area determination unit 256 and a collision boundary module 204 are provided. The own vehicle position calculation unit 250 calculates the own vehicle position in the form of map coordinates (or pavement coordinates) based on positioning data sequentially sent from the own vehicle position detection module 280. At that time, as the own vehicle position, a position of a specific location of the vehicle body 210 (for example, a vehicle body reference point such as a vehicle body center) can be set. The notification unit 2501 generates notification data based on an instruction or the like from each functional unit of the control unit 205 and gives it to the notification device 262.

The travel control unit 251 has an engine control function, a steering control function, a vehicle speed control function, and the like, and provides a travel control signal to the travel device group 271. The work control unit 252 controls the motion of the harvesting work device (harvesting unit H, threshing device 213, conveying device 216, grain discharging device 218, etc.), a work device group 272 To give the job control signal.

This combine can run in both automatic driving in which harvesting work is performed by automatic running and manual driving in which harvesting work is performed by manual running. For this reason, the travel control unit 251 includes a manual travel control unit 2511, an automatic travel control unit 2512, and a travel route setting unit 2513. In addition, in order to perform automatic driving, an automatic driving mode is set, and in order to perform manual driving, a manual driving mode is set. This traveling mode is managed by the traveling mode management unit 253.

When the automatic traveling mode is set, the automatic traveling control unit 2512 generates a control signal for changing the vehicle speed including automatic steering and stopping, and controls the traveling device group 271. The control signal relating to automatic steering is generated to eliminate an orientation shift and a position shift between the target travel path set by the travel path setting unit 2513 and the host vehicle position calculated by the host vehicle position calculation unit 250. A control signal related to a vehicle speed change is generated based on a preset vehicle speed value. The travel path set by the travel path setting unit 2513 is read from the travel path group (eg, mesh path group) stored in the travel path generation unit 254. The travel route generation unit 254 may generate the travel route group by itself by the route calculation algorithm, but it is also possible to download and use the one generated by the management computer and an external communication terminal.

When the manual driving mode is selected, the manual driving control unit 2511 generates a control signal and controls the travel device group 271 based on an operation by the driver, thereby realizing manual driving. In addition, the travel path calculated by the travel path generation unit 254 can be used for guidance for the combine to travel along the travel path, even when driving manually.

The traveling trajectory calculating unit 255 calculates the traveling trajectory by plotting the own vehicle position calculated by the own vehicle position calculating unit 250 over time. The work area determination unit 256 determines a previously harvested area (outer circumferential area SA), a non-reaped area (work target area CA), and the like from the harvesting work performed with a predetermined working width.

The collision boundary module 204 is a component that plays a central role in the work vehicle collision boundary system according to the present invention. The collision boundary module 204 includes another vehicle position acquisition unit 241, a travel direction determination unit 242, a vehicle shape management unit 243, a separation distance calculation unit 244, and a collision boundary unit 245.

The other vehicle position acquisition unit 241 acquires, through the communication unit 266, the other vehicle position, which is the own vehicle position calculated by the own vehicle position calculation unit 250 of the other vehicle sent from the second working vehicle (other vehicle). The traveling orientation determining unit 242 has a function of determining the traveling orientation of the host vehicle and a function of acquiring the traveling orientation of another vehicle. The traveling orientation of the host vehicle determines the traveling orientation of the vehicle body 210 from the traveling trajectory (instantaneous traveling trajectory) at a minute time calculated by the traveling trajectory calculating unit 255. Further, the traveling orientation determining unit 242 may determine the traveling orientation based on orientation data included in the output data from the inertial navigation module 282. The travel direction determination unit 242 receives the travel direction determined by the travel direction determination unit 242 of the other vehicle by wireless communication, and manages it as the travel direction of the other vehicle.

The vehicle shape management unit 243 manages vehicle shape data indicating the shapes of the own vehicle and the other vehicle. This vehicle shape data is converted into data so that the positional relationship with a specific location of the vehicle body 210 calculated by the own vehicle position calculation unit 250 can be known. Therefore, by combining it with the traveling direction, it becomes possible to calculate the external contours of the own vehicle and the other vehicle based on the traveling direction. That is, the point where the host vehicle and the other vehicle collide can be calculated. In addition, the vehicle shape management unit 243 is an additional function for improving the reliability of collision avoidance between the working vehicles, and the virtual shape expanded at least in the driving direction side rather than the shape prescribed by the vehicle shape data is modified. It also has a function of generating as car shape data.

In this embodiment, the separation distance calculation unit 244 corresponds to the own vehicle position (corresponding to the first position, which is the coordinate position of the first working vehicle) and the other vehicle position (corresponding to the second position, which is the coordinate position of the second working vehicle). And), the traveling orientation of the own vehicle, the traveling orientation of the other vehicle, the vehicle shape data of the own vehicle, and the vehicle shape data of the other vehicle, the separation distance is calculated. Here, since the driving direction and the vehicle shape data are taken into account, a separation distance between the exact parts that the host vehicle and the other vehicle initially contact when driving is continued is calculated.

The collision boundary unit 245 outputs an emergency stop signal for stopping the vehicle body 210 when the separation distance calculated by the separation distance calculation unit 244 enters the collision boundary distance range. In addition, the collision boundary unit 245 also has an adjustment function of varying the collision boundary distance range according to the driving state of the work vehicle in which there is a possibility of collision, particularly the vehicle speed. For example, when the host vehicle and the other vehicle travel in the same direction and the other vehicle is leading the host vehicle, the collision boundary distance range is adjusted so as to increase as the vehicle speed of the host vehicle increases.

In addition, when the host vehicle and the other vehicle travel in the same direction and the other vehicle is leading the host vehicle, it is possible to adjust the collision boundary distance range to become longer as the vehicle speed of the host vehicle is higher than that of the other vehicle. The vehicle speed of the other vehicle can be easily calculated from the timetable other vehicle position.

When an emergency stop signal is output from the collision boundary unit 245, the travel control unit 251 stops the vehicle body 210. At the same time that the emergency stop signal is output, the notification unit 2501 notifies the inside and outside the vehicle of the emergency stop via the notification device 262. In addition, the collision boundary unit 245 may output an emergency deceleration signal instead of the emergency stop signal, and decelerate the vehicle body 210, when there is a margin until the collision between the working vehicles. Further, as the emergency stop signal, a first emergency stop signal and a second emergency stop signal are prepared, the vehicle body 210 is decelerated by the first emergency stop signal that is first output, and the second emergency stop signal is then outputted to the vehicle body ( 210) may be stopped.

In the above-described embodiment, the collision boundary module 204 is provided in each work vehicle (combin). Instead of this, the management computer 2100 capable of exchanging data with each work vehicle (first work car, second work car, ...) through a wireless data communication network has the same function as the collision boundary module 204, You may adopt a method of centrally managing each work vehicle. In this centralized management system, for example, as shown in Fig. 15, the management computer 2100 includes a work vehicle position acquisition unit 2410, a travel orientation determination unit 242, a separation distance calculation unit 244, and a collision. A boundary portion 245 is provided. The work vehicle position acquisition unit 2410 is the own vehicle position calculation unit 250 (a first position calculation unit, a second position calculation unit, ...) of all work vehicles traveling on the same work site through a wireless data communication network. Receive the location. In addition, the management computer 2100 is provided with a work vehicle management unit 2101 as a database, and manages work vehicle information about all work vehicles employing this work vehicle collision boundary system. Since the work vehicle information also includes vehicle shape data, the work vehicle management unit 2101 also functions as the vehicle shape management unit 243. Therefore, on the working vehicle side, the collision boundary module 204 shown in Fig. 14 is omitted.

When the work is started, the location of the own vehicle including the work vehicle ID is sent from each work vehicle to the management computer 2100. For example, as shown in FIG. 15, the first position, which is the coordinate position of the first work vehicle, is sent from the first work vehicle together with the work vehicle ID of the first work vehicle, and the second work is sent from the second work vehicle. The second position, which is the coordinate position of the vehicle, is sent together with the work vehicle ID of the second work vehicle.

The separation distance calculation unit 244 is based on vehicle shape data read from the work vehicle management unit 2101 using the position of the own vehicle sequentially sent from each work vehicle, the travel direction calculated from the position of the own vehicle, and the work vehicle ID. , Calculate the separation distance of all work vehicles. The collision boundary unit 245 compares the respective separation distances and the collision boundary distance ranges, and specifies a combination of the work vehicles whose separation distances fall within the collision boundary distance range. In this specified combination, an emergency stop signal for stopping the vehicle body 210 is transmitted to the work vehicle on the side traveling in the collision direction. Upon receiving the emergency stop signal from the management computer 2100, the work vehicle travel control unit 251 immediately stops the vehicle body 210. The notification unit 2501 outputs an emergency stop signal and, through the notification device 262, notifies the inside and outside of the vehicle of the emergency stop. In addition, this work vehicle collision boundary control can be executed not only in automatic driving but also in manual driving.

[Another embodiment of the second embodiment]

(1) In the above-described embodiment, among the combinations of the work vehicles whose separation distance falls within the collision boundary distance range, the vehicle body 210 is stopped with respect to the work vehicle (following work vehicle) traveling in the collision direction. A stop signal was transmitted. Instead of this, an emergency stop signal may be transmitted to both of the combinations of the work vehicles whose separation distance falls within the collision boundary distance range. In addition, when the possibility of collision decreases or disappears by stopping either of the work vehicles, the emergency stop signal may be transmitted only to the work vehicle.

(2) Each functional unit shown in FIG. 14 is divided mainly for explanatory purposes. In practice, each functional unit may be integrated with other functional units or may be divided into a plurality of functional units.

(3) In the embodiment of the centralized management system shown in FIG. 15, all functions of the collision boundary module 204 in FIG. 14 are built into the management computer 2100. Instead of this, the traveling orientation determining unit 242 may be left on the work vehicle side and transmit the traveling orientation determined by the traveling orientation on the work vehicle side to the management computer 2100 together with the own vehicle position. Further, the vehicle shape management unit 243 may also be left on the work vehicle side, and the vehicle shape data may be transmitted from the work vehicle side to the management computer 2100. This form is particularly effective in the case of a work vehicle whose external contour changes during work running.

(4) Even in the case of adopting the centralized management system, the collision boundary module 204 is not constructed in the management computer 2100 such as a WEB server, but a portable communication terminal ( 202) (a tablet computer, etc.), and a configuration for exchanging data with each control unit 205 using wireless communication may be employed.

(5) In the above-described embodiment, when the collision boundary unit 245 outputs an emergency stop signal, the travel control unit 251 automatically stops the vehicle body 210. The work vehicle collision boundary system of the present invention is advantageous because it can automatically stop when there is a possibility of a collision even when at least one work vehicle is manually traveling or all the work vehicles are manually traveling. However, in manual driving, when respecting the intention of the driver, only the notification of the emergency stop may be performed, and the actual stopping may be performed by the driver. In addition, even in the case of automatic driving, if the monitor is seated in the driver's seat and can be manipulated, the emergency stop signal is forcibly switched from the automatic driving mode to the manual driving mode, and only an emergency stop is notified, and the actual vehicle stops. May be performed by the driver.

(6) The present invention is applicable not only to a normal type combine but also to a self-removing type combine. In addition, it can be applied to various harvesters such as corn harvesters, potato harvesters, carrot harvesters, sugar cane harvesters, rice transplanters, and packaging vehicles such as tractors. Further, it can be applied to a lawn mower or a construction machine.

In addition, the configuration disclosed in the above-described embodiment (including separate embodiments and the same hereinafter) can be applied in combination with the configuration disclosed in the other embodiments, unless contradictions arise, and the present specification The embodiment disclosed in the above is an example, and the embodiment of the present invention is not limited to this, and it is possible to appropriately modify it within a range not departing from the object of the present invention.

5: control unit
50: Own vehicle position calculation unit
51: driving control unit
511: manual driving control unit
512: automatic driving control
513: vehicle speed management department
514: driving route setting unit
52: task control section
53: driving mode management unit
54: borderline data management unit
55: separation distance calculation unit
56: driving trajectory calculation unit
57: driving direction calculation unit
58: work area determination unit
59: driving route generation unit
501: notification unit
62: notification device
80: Own vehicle position detection module
81: satellite positioning module
82: inertial measurement module
CA: Target area
SA: Outsourcing area
210: body
204: collision boundary module
241: other vehicle position acquisition unit
242: driving direction determining unit
243: car configuration management unit
244: separation distance calculation unit
245: collision boundary
205: control unit
250: Own vehicle position calculation unit (first position calculation unit, second position calculation unit)
2501: notification unit
2502: input processing unit
2503: output processing unit
251: driving control unit
2511: manual drive control
2512: automatic drive control
2513: driving route setting unit
252: task control unit
253: driving mode management unit
254: driving route generation unit
255: driving trajectory calculation unit
256: work area determination unit
280: own vehicle position detection module
281: satellite navigation module
282: inertial navigation module
290: drive operation unit
2100: management computer
2101: Work vehicle management department
2410: work vehicle position acquisition unit

Claims (26)

A boundary line data management unit that manages boundary line data indicating the map position of the boundary line of the pavement;
An own vehicle position detection module that acquires positioning data using satellite navigation,
An own vehicle position calculator that calculates an own vehicle position based on the positioning data,
A traveling orientation calculating unit that calculates a traveling orientation of the vehicle body from the host vehicle position;
A separation distance calculating unit that calculates a vertical separation distance from the vehicle body to the boundary line in the travel direction as a separation distance based on the travel direction and the outer shape of the vehicle body;
With a vehicle speed management unit for managing the vehicle speed according to the separation distance, agricultural work vehicle. The agricultural work vehicle according to claim 1, wherein the boundary line data management unit generates the boundary line data based on a travel trajectory obtained from the host vehicle position calculation unit during a round trip along the boundary line. The farm according to claim 2, wherein the circumferential driving is a work driving, and a travel path generator is provided for generating a travel path for automatically driving a work target area left inside the previously working area by the work driving. Work car. 4.
The separation distance calculation unit, based on the travel direction and the outer shape of the vehicle body, the horizontal separation distance from the vehicle body to at least one of the boundary line and the work boundary line in a vehicle body transverse direction orthogonal to the travel direction as the separation distance Calculating, agricultural work car. The method of claim 2 or 3, wherein the boundary line data management unit manages data indicating the boundary line of the pavement previously assigned as reference boundary line data, and the boundary line data calculated through the round trip is an actual boundary line. Managed as data,
The separation distance is calculated based on the reference boundary line data during the circumferential driving, and the separation distance is calculated based on the actual boundary line data during automatic driving. The agricultural work vehicle according to any one of claims 1 to 5, wherein the vehicle speed management unit outputs a vehicle speed limit command for limiting the vehicle speed according to the separation distance. The agricultural work vehicle according to claim 6, wherein the vehicle speed management unit performs deceleration of the vehicle body when the separation distance falls within a preset deceleration start distance range. The agricultural work vehicle according to claim 7, wherein the deceleration start distance range is changed according to the current vehicle speed. The agricultural work vehicle according to any one of claims 6 to 8, wherein the vehicle speed management unit stops the vehicle body when the separation distance falls within a preset stopping distance range. The agricultural work vehicle according to claim 9, wherein the stopping distance range is changed according to the current vehicle speed. The automatic travel control unit according to any one of claims 6 to 10 is provided,
During automatic driving, the vehicle speed management unit prohibits automatic driving when the separation distance falls within a preset automatic driving prohibition distance range. The agricultural work vehicle according to claim 11, wherein the automatic driving prohibition distance range is changed according to the current vehicle speed. The vehicle according to claim 11 or 12, wherein the vehicle speed management unit stops the vehicle body when the separation distance falls within a preset stopping distance range,
The automatic driving prohibition distance range is shorter than the stopping distance range. The vehicle body according to any one of claims 9 to 13, wherein the vehicle speed management unit performs deceleration of the vehicle body when the separation distance falls within a preset deceleration start distance range,
An agricultural work vehicle in which the separation distance is shorter than the deceleration start distance range. The method according to any one of claims 1 to 14, wherein the separation distance calculation unit calculates a distance between a front end of the vehicle body and the boundary line as the separation distance when driving forward, and a rear end of the vehicle body when driving backward. And a distance to the boundary line is calculated as the separation distance. The vehicle according to any one of claims 1 to 15, wherein the vehicle speed managed by the vehicle speed management unit according to the separation distance is at least in the separation distance within a predetermined range, while the vehicle body travels while performing work. A farm work vehicle that is different between a working driving and a non-work driving. It is a work vehicle collision boundary system for a plurality of work vehicles running on the same work site,
A first position calculating unit that calculates a first position, which is a coordinate position of the first working vehicle, by satellite positioning,
A second position calculating unit for calculating a second position, which is a coordinate position of the second working vehicle, by the satellite positioning,
A separation distance calculator configured to calculate a separation distance between the first working vehicle and the second working vehicle based on the first position and the second position,
A collision boundary system comprising a collision boundary unit for outputting an emergency stop signal for stopping the first working vehicle, the second working vehicle, or both when the separation distance falls within a collision boundary distance range. The method of claim 17, wherein when the first and second work vehicles travel in the same direction and the second work vehicle is leading the first work vehicle, the collision boundary distance range is the first operation The collision boundary system for a work vehicle, which varies according to the vehicle vehicle speed, and the collision boundary distance range becomes longer as the vehicle speed increases. The collision boundary distance range according to claim 17 or 18, wherein when the first working vehicle and the second working vehicle travel in the same direction and the second working vehicle is leading the first working vehicle, the collision boundary distance range is, The collision boundary system of the work vehicle, wherein the collision boundary distance range becomes longer as the vehicle speed of the first work vehicle is higher than the vehicle speed of the second work vehicle. The vehicle shape management unit according to any one of claims 17 to 19, wherein a vehicle shape management unit for managing vehicle shape data representing shapes of the first and second work vehicles is provided,
The separation distance calculation unit calculates a separation distance between the first work vehicle and the second work vehicle based on the first position, the second position, and the vehicle shape data. The work vehicle collision boundary system according to claim 20, wherein the separation distance calculation unit calculates the separation distance on the basis of a virtual shape set at least larger on the driving direction side than a shape defined by the vehicle shape data. The method according to any one of claims 17 to 21, wherein the separation distance calculation unit and the collision boundary unit are constructed in a management computer capable of exchanging data through a wireless data communication network with the first and second work vehicles. There,
The collision boundary unit transmits the emergency stop signal to a traveling control unit of the corresponding work vehicle. It is a work car that works and runs on the same work site with other cars,
A travel control unit that controls driving,
An own vehicle position calculation unit that calculates an own vehicle position, which is a coordinate position of the own vehicle, by satellite positioning,
Another vehicle position acquisition unit that acquires another vehicle position, which is the coordinate position of the other vehicle calculated by the satellite positioning;
A separation distance calculator configured to calculate a separation distance between the host vehicle and the other vehicle based on the host vehicle location and the other vehicle location,
A work vehicle comprising a collision boundary unit for outputting an emergency stop signal for stopping the host vehicle, the other vehicle, or both when the separation distance falls within a collision boundary distance range. The method of claim 23, wherein, when the host vehicle and the other vehicle travel in the same direction, and the other vehicle is leading the host vehicle, the collision boundary distance range is varied according to the vehicle speed of the host vehicle, and the higher the vehicle speed, The collision boundary distance range becomes longer. The method according to claim 23 or 24, wherein when the host vehicle and the other vehicle travel in the same direction, and the other vehicle is leading the host vehicle, the collision boundary distance range is, wherein the vehicle speed of the host vehicle corresponds to the vehicle speed of the other vehicle. Compared to the higher the collision boundary distance range becomes longer, the work vehicle. The vehicle shape management unit according to any one of claims 23 to 25, wherein a vehicle shape management unit for managing vehicle shape data representing shapes of the own vehicle and the other vehicle is provided,
The separation distance calculating unit calculates a separation distance between the host vehicle and the other vehicle based on the host vehicle location, the other vehicle location, and the vehicle shape data.

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