KR20210093240A - An automatic driving control system, an automatic driving control program, a recording medium recording an automatic driving control program, an automatic driving control method, a control device, a control program, a recording medium recording a control program, a control method - Google Patents

Abstract

The automatic driving control system 2 includes a path calculating unit 23 that calculates a target driving path passing through the unworked area, and a horizontal road, which is a distance between the target driving path and the work vehicle, so that the work vehicle automatically travels along the target driving path. A traveling control unit 24 for controlling the traveling of the work vehicle by calculating a turning output based on the deviation, and a detecting unit 25 for detecting a state of the work vehicle, the traveling control unit 24 is configured to control the work vehicle from the original work area. When entering the unworked area, a correspondence relationship between the lateral deviation and the turning output is determined based on the state detected by the detection unit 25 .

Description

An automatic driving control system, an automatic driving control program, a recording medium recording an automatic driving control program, an automatic driving control method, a control device, a control program, a recording medium recording a control program, a control method

The present invention relates to an automatic travel control system for controlling automatic travel of a work vehicle.

Further, the present invention relates to a control device for a work vehicle that automatically travels along a target travel path.

[1] Patent Document 1 discloses an invention of a work vehicle capable of running automatically ("Combine" in Patent Document 1). Harvesting operation using this work vehicle WHEREIN: An operator operates a combine manually at the beginning of a harvest operation, and mowing runs so that it may go round the outer periphery part in a pavement.

In traveling in this outer peripheral portion, the direction in which the work vehicle should travel is recorded. And by automatic running based on the recorded direction, mowing run in the non-removing area in a pavement is performed.

[2] Patent Document 2 discloses an agricultural work vehicle that automatically travels along a preset target travel route. In this agricultural work vehicle, the steering mechanism is controlled so that the host vehicle position calculated using the GPS points toward the target point set on the target travel route. At this time, the distance from the vehicle body front side portion to the target point is set to become smaller as the length (lateral deviation) of the perpendicular descending from the vehicle body front side portion to the target travel path increases.

In the work vehicle disclosed in Patent Document 3, a target steering value is calculated based on the lateral deviation with respect to the target travel path and the azimuth deviation with respect to the target travel path. And based on this target steering value, a steering drive signal is output. Specifically, a target steering value is calculated from the first steering value and the second steering value. The first steering value is calculated based on the lateral deviation. The second steering value is calculated based on a value obtained by adjusting the calculated value derived based on the azimuth deviation by the weighting factor. The larger the lateral deviation, the smaller this weighting factor becomes.

Japanese Utility Model Application Laid-Open No. 2-107911 Japanese Patent Laid-Open No. 2002-182741 Japanese Patent Laid-Open No. 2016-155491

[1] The subject corresponding to the background art [1] is as follows.

In Patent Document 1, the calculation of the turning output of the work vehicle is not described in detail. In addition, the turning output is an output value for determining the control amount of the traveling device for turning the work vehicle. Based on the turning output, the control amount of the traveling device is determined.

Here, in the work vehicle described in Patent Document 1, driving of the work vehicle is controlled by calculating a turning output based on a lateral deviation that is a distance between the target travel path and the work vehicle so that the work vehicle automatically travels along the target travel path. It is conceivable to provide a travel control unit. With this configuration, the turning output is calculated based on the lateral deviation.

However, depending on the condition of the working vehicle, the appropriate turning output is different. That is, in a configuration in which the correspondence relationship between the lateral deviation and the turning output is constant regardless of the state of the work vehicle, a situation in which the turning output does not become an appropriate value is assumed.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an automatic driving control system capable of calculating a turning output according to a state of a work vehicle.

[2] The subject corresponding to the background art [2] is as follows.

In the work vehicle according to Patent Document 2, when the vehicle body largely deviates from the target travel path in the lateral direction, the positional shift is eliminated by the large steering angle. Further, when the vehicle body deviates slightly in the lateral direction from the target travel path, the positional shift is eliminated by the small steering angle. By using a large steering angle, the position shift is quickly resolved. However, there arises a problem that the work site is degraded by the traveling device (wheels or crawler). In particular, this problem is serious when the work area is packaging or the like.

In the work vehicle according to Patent Document 3, when the lateral deviation is large, the target steering value calculated by ignoring the azimuth deviation to some extent and focusing on the resolution of the lateral deviation is output. For this reason, also in this work vehicle, when the lateral deviation is large, a large steering angle is used. As a result, the problem similar to the work vehicle by patent document 2 arises. That is, the work site is devastated by the traveling device (wheel or crawler).

From the above circumstances, an improved control device for restoring an automatic traveling work vehicle deviating from a target travel path to its original state is desired.

[1] Solutions corresponding to the problem [1] are as follows.

A feature of the present invention is a path calculation unit that calculates a target travel path passing through an unworked area, and a lateral deviation that is a distance between the target travel path and the work vehicle so that the work vehicle automatically travels along the target travel path. A traveling control unit configured to control traveling of the work vehicle by calculating a turning output based on a turning output, and a detection unit configured to detect a state of the work vehicle, wherein the traveling control unit is configured such that the work vehicle enters the unworked area from the existing work area. In this case, based on the state detected by the detection unit, a corresponding relation between the horizontal deviation and the turning output is determined.

According to the present invention, the correspondence relationship between the lateral deviation and the turning output is determined based on the state of the working vehicle. Accordingly, it is possible to realize an automatic driving control system capable of calculating the turning output according to the state of the work vehicle.

In addition, in the present invention, the detection unit detects the horizontal deviation, and the traveling control unit, when the work vehicle enters the unworked area from the pre-worked area, the horizontal deviation exceeds a first threshold In this case, it is determined that the correspondence relationship between the horizontal deviation and the turning output is a first correspondence relationship, and the traveling control unit is configured to include, when the work vehicle enters the non-work area from the pre-worked area, When it does not exceed 1 threshold, the correspondence relationship between the said lateral deviation and the said turning output is determined as a 2nd correspondence relationship, and the said turning output in the said 1st correspondence relationship is said in the said 2nd correspondence relationship. It is preferable to be smaller than the turning output.

According to this configuration, when the work vehicle advances while approaching the target travel path in the left-right direction of the aircraft so that the lateral deviation approaches 0 (zero), the turning output is reduced while the lateral deviation exceeds the first threshold. relatively small.

As a result, while the lateral deviation exceeds the first threshold, the work vehicle tends to approach the target travel path gently. Therefore, it becomes difficult to overshoot in which the target travel path is exceeded when the work vehicle rapidly approaches the target travel path.

In addition, in the present invention, when the working vehicle enters the unworked area from the pre-worked area while turning, the traveling control unit is configured to once reverse to the work vehicle when the lateral deviation exceeds a second threshold. It is preferable to perform a retry driving, which is a driving for attempting to enter the unworked area by moving forward again.

According to this configuration, when the work vehicle enters the unworked area from the pre-worked area while turning, if the lateral deviation exceeds the second threshold, the work vehicle automatically retry travels. Thereby, it is possible to avoid a situation in which the work vehicle enters the unworked area from the pre-worked area in a state where the lateral deviation is larger than the second threshold.

Furthermore, according to this configuration, it is possible to try to enter the unworked area after reducing the lateral deviation by retry running.

Further, in the present invention, when the retry travel is performed, the travel control unit determines a correspondence relationship between the lateral deviation and the turning output as a third correspondence relationship, and determines the correspondence relationship between the lateral deviation and the turning output as a third correspondence relationship. It is preferable that the turning output is larger than the turning output in the first correspondence relationship.

According to this configuration, when the retry driving is performed, the turning output tends to be relatively large. This makes it easier for the work vehicle to quickly approach the target travel path during retry travel.

Further, in the present invention, it is preferable that the travel control unit does not cause the work vehicle to perform the retry travel when the lateral deviation exceeds the second threshold value at the start of the automatic travel.

When the retry travel is performed at the start of the automatic travel, a situation is assumed in which the operator riding in the work vehicle feels uncomfortable because the work vehicle moves backwards.

Here, according to the above configuration, the retry driving is not performed when the automatic driving starts. Thereby, it is possible to avoid the situation where the operator feels a sense of incongruity as described above.

Another feature of the present invention is an automatic travel control program, a route calculation function for calculating a target travel path passing through an unworked area, and a target travel path and the target travel path so that the work vehicle automatically travels along the target travel path. A travel control function for controlling the traveling of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the work vehicles and a detection function for detecting the state of the work vehicle are realized in a computer, and the travel control function comprises: , to determine a correspondence relationship between the lateral deviation and the turning output based on a state detected by the detection function when the working vehicle enters the unworked area from the pre-worked area.

Another feature of the present invention is a recording medium in which an automatic driving control program is recorded, a path calculation function for calculating a target traveling path passing through an unworked area, and a target traveling path so that the work vehicle automatically travels along the target traveling path. Automatic driving in which a computer realizes a running control function for controlling the running of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the travel path and the work vehicle, and a detection function for detecting the state of the work vehicle a control program is recorded, and the travel control function is configured to determine the difference between the lateral deviation and the turning output based on a state detected by the detection function when the work vehicle enters the unworked area from the existing work area. It is in determining the correspondence relationship.

Another feature of the present invention is an automatic travel control method, comprising: a route calculation step of calculating a target travel path passing through an unworked area; and the target travel path and the target travel path so that the work vehicle automatically travels along the target travel path. a traveling control step of controlling travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the work vehicles, and a detection step of detecting a state of the work vehicle, in the travel control step, When the work vehicle enters the unworked area from the pre-worked area, the correspondence relationship between the lateral deviation and the turning output is determined based on a state detected by the detecting step.

[2] Solutions corresponding to the problem [2] are as follows.

In order to solve the above problem, a control device for a work vehicle that automatically travels along a target travel path includes a host vehicle position calculation unit that calculates a host vehicle position of the work vehicle, and an estimated target point on the target travel path after a predetermined time. a target point estimator that calculates a target point estimating unit, a corrected orientation calculation unit that calculates a corrected orientation for resolving a deviation between the estimated target point and the host vehicle position, and using the corrected orientation as an input parameter, driving the work vehicle so that the deviation is reduced and a control arithmetic unit for outputting a control amount for changing a direction.

In this configuration, when performing control to cause the work vehicle to travel along a target travel path, first, an estimated target point is calculated. The estimated target point is a point that is estimated when the control target point on the target travel path is reached after a predetermined time. Then, a control amount for reducing the deviation between the estimated target point and the host vehicle position is calculated and output. Steering devices, such as a wheel and a crawler, are controlled by the output control amount. When control is performed to cause the work vehicle to travel along the target travel path, the position of the work vehicle on the target travel path after a predetermined time becomes the estimated target point. In other words, a position located at a point spaced apart in the traveling direction of the work vehicle from the current state of the host vehicle position and located on the target travel path becomes the estimated target point. And the longer the predetermined time is, the smaller the deviation of the vehicle body orientation (vehicle body front-rear direction) with respect to the estimated target point is. Accordingly, the longer the predetermined time is, the smaller the control amount for controlling the steering device is. Steering control suitable for the work vehicle is realized by appropriately setting this predetermined time according to the work vehicle on which the control device is mounted.

In the control of the present invention, an appropriate predetermined time varies depending on the type of the work vehicle. In addition, the appropriate predetermined time may vary depending on various conditions, such as the state of the running surface of the work vehicle at the work site, the running state of the work vehicle, and the like. The type, working state, pavement state, etc. of such a working vehicle are collectively referred to as a working vehicle state herein. The predetermined time is preferably changed according to the state of the work vehicle. Of course, the predetermined time may be automatically set based on the state of the operating device set by the driver for the work vehicle.

When the traveling direction is adjusted so that the host vehicle faces the estimated target point on the target traveling path, the positional deviation of the work vehicle from the target traveling path is reduced. From this point of view, in one preferred embodiment of the present invention, an estimated azimuth deviation calculating unit is provided for calculating an angle between a straight line passing through the estimated target point and the host position and the target travel path as an estimated azimuth deviation, and the corrected orientation is provided. The calculation unit includes a first controller that outputs a first corrected orientation using the estimated orientation deviation as an input parameter, and the corrected orientation is calculated based on the first corrected orientation. The corrected orientation calculation unit includes a first controller configured to output a first corrected orientation using, as an input parameter, an estimated orientation deviation formed between a straight line passing through the estimated target point and the host vehicle position and the target travel path, and The corrected orientation is calculated based on the orientation.

The greater the estimated azimuth deviation is, the greater the control amount for changing the traveling direction of the vehicle body. Therefore, in order to smoothly perform this control, it is preferable that the first controller is configured as a proportional controller.

Rather than calculating the corrected bearing for changing the traveling direction of the vehicle body as an input parameter using only the estimated azimuth deviation, the distance between the vehicle body and the target traveling path in the left and right directions of the target traveling path (referred to as lateral deviation) is also used as an input parameter. Then, calculating the correction direction for changing the traveling direction of the vehicle body can more appropriately return the vehicle body deviating from the target travel path. For this reason, in one preferred embodiment of the present invention, a lateral deviation calculating unit is provided that calculates, as a lateral deviation, the distance from the host vehicle position to the target travel path in a direction orthogonal to the path direction of the target travel path, The corrected orientation calculating unit includes a second controller configured to output a second corrected orientation using the lateral deviation as an input parameter, and the corrected orientation is calculated based on the first corrected orientation and the second corrected orientation.

In a configuration using a simple proportional calculation when obtaining a corrected orientation for changing the traveling direction of a vehicle body based on a lateral deviation, if the lateral deviation is large, the corrected orientation as a calculation result may become too large. In order to avoid this problem, in one preferred embodiment of the present invention, the second controller is configured as an integral controller.

When the traveling direction of the vehicle body is changed, the behavior of the vehicle body varies depending on the vehicle speed. Large changes in the direction of travel at high vehicle speeds need to be avoided. For this reason, it is preferable that the estimated target point moves away from the vehicle body as the vehicle speed increases. From this point, in one preferred embodiment of the present invention, a vehicle speed calculation unit for calculating a vehicle speed of the work vehicle is provided, and the target point estimating unit uses a projection point from the host vehicle position to the target travel path as a starting point, and the target The estimated target point is a position of a point that has moved the travel route at the speed of the vehicle for the predetermined time. As a result, the higher the vehicle speed, the more the estimated target point is spaced apart from the vehicle body in the traveling direction. Strictly speaking, the phrase "projection point" is an intersection point between the normal and the target travel path when the line is lowered to the target travel path from a certain point. However, here, it is assumed that the projection point also includes the intersection point of the target travel path and a line drawn with a slight inclination instead of perpendicular to the target travel path from a certain point.

When the traveling direction of the vehicle body is changed, if the vehicle body orientation, which is the direction of the vehicle body at that time, is also taken into consideration, the vehicle body deviated from the target travel path can more appropriately return to the target travel path. From this point of view, one preferred embodiment of the present invention is provided with a vehicle body orientation calculation unit for calculating a vehicle body orientation indicating the direction of the vehicle body, and the control calculation unit further uses the vehicle body orientation as an input parameter.

In the description of the present invention so far, the estimated target point is calculated in consideration of the position of the work vehicle after a predetermined time. By applying a predetermined time to the vehicle speed, the travel distance of the work vehicle in the predetermined time can be obtained. For example, the vehicle speed at the time of work of a work vehicle traveling on pavement, such as a combine and a rice transplanter, is not so large. If the approximate vehicle speed is determined in advance, the distance that the work vehicle travels in a predetermined time can be calculated in advance. In this case, the target point estimating unit can calculate the estimated target point only by adding a predetermined distance set in advance to the starting point. A control apparatus for a work vehicle that automatically travels along a target travel path according to the present invention using this advantage includes: a host vehicle position calculator configured to calculate a host vehicle position of the work vehicle; a target point estimator that calculates, as an estimated target point, a position separated by a predetermined distance in the traveling direction side of the work vehicle from a projection point on the target travel path, and a correction direction for calculating a correction direction for resolving a deviation between the estimated target point and the host vehicle position an arithmetic unit; and a control arithmetic unit for outputting a control amount for controlling the work vehicle so that the deviation is reduced, using the correction orientation as an input parameter. The control device of this configuration can also obtain substantially the same operational effects as the above-described operational effects.

Another feature of the present invention is a control program for a work vehicle that automatically travels along a target travel path, a host vehicle position calculation function that calculates the host vehicle position of the work vehicle, and a target point estimation function for calculating an estimated target point; a compensation orientation calculation function for calculating a compensation orientation for resolving a deviation between the estimated target point and the host vehicle position; and using the corrected orientation as an input parameter to reduce the deviation The purpose is to realize a control arithmetic function for outputting a control amount to control the computer.

Another feature of the present invention is a recording medium recording a control program for a work vehicle that automatically travels along a target travel path, and includes a host vehicle position calculation function for calculating the host vehicle position of the work vehicle, and the target travel after a predetermined time. A target point estimation function for calculating an estimated target point on a route, a correction bearing calculation function for calculating a correction bearing for resolving a deviation between the estimated target point and the host vehicle position, and using the correction direction as an input parameter, the deviation is reduced It is possible to record a control program for realizing a control arithmetic function of outputting a control amount for controlling the work vehicle in a computer.

Another feature of the present invention is a control method for a work vehicle that automatically travels along a target travel path, comprising: a host vehicle position calculation step of calculating the host vehicle position of the work vehicle; a target point estimation step of calculating an estimated target point; a corrected orientation calculation step of calculating a corrected orientation for resolving a deviation between the estimated target point and the host vehicle position; and using the corrected orientation as an input parameter, the work vehicle so as to reduce the deviation It is to provide a control calculation step for outputting a control amount for controlling the .

In addition, another feature of the present invention is a control program for a work vehicle that automatically travels along a target travel path, and includes a host vehicle position calculation function for calculating the own vehicle position of the work vehicle, and a path from the host vehicle position to the target travel path. A target point estimation function for calculating, as an estimated target point, a position separated by a predetermined distance in the traveling direction side of the work vehicle on the target travel path from a projection point, and a correction orientation for calculating a correction direction for resolving a deviation between the estimated target point and the host vehicle position The purpose is to realize in the computer a arithmetic function and a control arithmetic function for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter.

Another feature of the present invention is a recording medium recording a control program for a work vehicle that automatically travels along a target travel route, and includes a host vehicle position calculation function for calculating an own vehicle position of the work vehicle, and a target position from the host vehicle position. a target point estimating function for calculating, as an estimated target point, a position separated by a predetermined distance in the traveling direction of the work vehicle on the target travel path from a projection point of the travel path, and a correction direction for resolving a deviation between the estimated target point and the location of the host vehicle; The purpose is to record a control program for realizing in a computer a correction bearing calculation function for calculating and a control calculation function for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction bearing as an input parameter.

Another feature of the present invention is a control method for a work vehicle that automatically travels along a target travel path, comprising: an own vehicle position calculation step of calculating an own vehicle position of the work vehicle; A target point estimating step of calculating, as an estimated target point, a position separated by a predetermined distance in the direction of travel of the work vehicle from a projection point on the target travel path, and a correction direction calculation of calculating a correction direction for resolving a deviation between the estimated target point and the host vehicle position and a control calculation step of outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows 1st Embodiment (it is the same to FIG. 13 hereafter), and is a left side view of a combine.
It is a figure which shows the circumferential run in a pavement.
It is a figure which shows harvesting|reaping running along a harvesting|reaping running route.
4 is a block diagram showing the configuration of the control unit.
It is a figure which shows the correspondence relationship between a lateral deviation and a turning output.
6 is a view showing an example of the combine enters the work target area from the outer periphery area.
7 is a diagram showing an example of a case in which a retry driving is performed.
Fig. 8 is a diagram showing an example of a case in which retry running is not performed.
It is a figure which shows the correspondence between a turning output and an output level.
It is a figure which shows transition of the on-off state of the side clutch inside a turning in the case where an output level is A1.
It is a figure which shows the transition of the on-off state of the side clutch inside a turning in the case where an output level is B3.
It is a figure which shows transition of the on-off state of the side clutch inside a turning in the case where an output level is B2.
It is a figure which shows the transition of the on-off state of the side clutch inside a turning in the case where an output level is B1.
Fig. 14 is a view showing a second embodiment (hereinafter, the same applies to Fig. 22), and is a side view of a normal type combine as an example of a paving work vehicle.
It is explanatory drawing which shows harvesting run around a combine.
16 is an explanatory diagram illustrating a U-turn traveling pattern in which reciprocating travel connected by U-turns is repeated.
17 is an explanatory diagram showing a traveling pattern for eddy traveling using alpha-turn traveling.
It is a functional block diagram which shows the structure of a combine control system.
Fig. 19 is a functional block diagram for explaining the configuration of a corrected azimuth calculating unit and a control arithmetic unit, and data input to the corrected azimuth calculating unit.
Fig. 20 is an explanatory diagram schematically showing the principle of canceling the deviation in the corrected orientation calculation unit.
It is a graph which shows the relationship between a steering input and a steering output.
22 is a graph showing the relationship between the steering input and the steering output improved to improve the steering control characteristics.

[First embodiment]

EMBODIMENT OF THE INVENTION Hereinafter, 1st Embodiment is demonstrated, referring FIGS. 1-13. In the description of the direction, unless otherwise specified, the direction of the arrow F shown in FIG. 1 is "front" and the direction of the arrow B is "rear". In addition, let the direction of the arrow U shown in FIG. 1 be "upper", and let the direction of the arrow D be "down".

[Overall composition of the combine]

As shown in Fig. 1, a normal-type combine 1 (corresponding to a "working vehicle" according to the present invention) is a crawler-type traveling device 11, a driving unit 12, a threshing device 13, and grain. The tank 14, the harvesting apparatus H, the conveying apparatus 16, the grain discharging apparatus 18, the satellite positioning module 80, and the engine E are provided.

The traveling device 11 is provided in the lower part in the combine 1 . Further, the traveling device 11 is driven by power from the engine E. And, the combine (1) is often possible by the traveling device (11).

In addition, the driving part 12, the threshing apparatus 13, and the grain tank 14 are provided in the upper side of the traveling apparatus 11. As shown in FIG. An operator who monitors the operation of the combine 1 can be boarded in the driving unit 12 . In addition, the operator may monitor the operation|work of the combine 1 from the outside of the aircraft of the combine 1.

The grain discharge apparatus 18 is provided in the upper side of the grain tank 14. In addition, the satellite positioning module 80 is installed on the upper surface of the driver 12 .

The harvesting device H is provided in the front part in the combine 1 . And the conveying apparatus 16 is provided in the rear side of the harvesting apparatus H. Moreover, the harvesting apparatus H has the mowing apparatus 15 and the reel 17. As shown in FIG.

The mowing apparatus 15 mowers the planting grain stem of the pavement. In addition, the reel 17 scrapes the planted grain stem of the harvesting object while rotationally driven. With this structure, the harvesting apparatus H harvests the grain of a field. And the harvesting run which the combine 1 travel|works with the traveling apparatus 11 is possible, mowing the planting grain stem of a pavement with the reaping apparatus 15.

The harvesting grain stem mowed by the harvesting apparatus 15 is conveyed by the conveying apparatus 16 to the threshing apparatus 13. As shown in FIG. In the threshing apparatus 13, a harvesting grain stem is threshed. The grain obtained by the threshing process is stored in the grain tank 14. The grain stored in the grain tank 14 is discharged|emitted to the outside with the grain discharge apparatus 18 as needed.

In addition, as shown in FIG. 1, the communication terminal 4 is arrange|positioned in the operation part 12. As shown in FIG. The communication terminal 4 is comprised so that various information can be displayed. In the present embodiment, the communication terminal 4 is fixed to the driving unit 12 . However, the present invention is not limited thereto, and the communication terminal 4 may be configured to be detachably attached to the driving unit 12 , and the communication terminal 4 may be located outside the aircraft of the combine 1 .

Here, as shown in Fig. 2, the combine 1 runs around while harvesting grains in the area on the outer periphery of the pavement, and then, as shown in Fig. 3, mowing travel in the inner region in the pavement. By doing, it is configured to harvest the grain of the field.

In the present embodiment, the circumferential travel shown in FIG. 2 is performed by manual travel. In addition, the mowing run in the inner area|region shown in FIG. 3 is performed by automatic running.

In addition, this invention is not limited to this, The circling running shown in FIG. 2 may be performed by automatic running.

In addition, the operator can change the rotation speed of the engine E by operating the communication terminal 4 .

Depending on the type of crop, growth characteristics such as ease of detachment and ease of removal are different. Therefore, depending on the type of crop, the appropriate working speed is different. If an operator operates the communication terminal 4 and sets the rotation speed of the engine E to an appropriate rotation speed, work can be performed at the operation speed suitable for the kind of crop.

In harvesting operations in the field, the combine 1 is controlled by an automatic driving control system 2 . Hereinafter, the configuration of the automatic travel control system 2 will be described.

[Configuration of automatic driving control system]

As shown in FIG. 4 , the automatic driving control system 2 includes a control unit 20 and a satellite positioning module 80 . In addition, the control unit 20 is provided in the combine (1). In addition, as described above, the satellite positioning module 80 is also provided in the combine 1 .

In addition, the power output from the engine E is input to the traveling device 11 . As a result, as described above, the traveling device 11 is driven by the power from the engine E.

In addition, the control unit 20 includes a host vehicle position calculation unit 21 , an area calculation unit 22 , a route calculation unit 23 , and a travel control unit 24 .

As shown in Fig. 1, the satellite positioning module 80 receives a GPS signal from an artificial satellite GS used in GPS (Global Positioning System). And, as shown in FIG. 4 , the satellite positioning module 80 transmits positioning data indicating the location of the own vehicle of the combine 1 to the own vehicle position calculating unit 21 based on the received GPS signal.

The own vehicle position calculation unit 21 calculates the positional coordinates of the combine 1 over time based on the positioning data output by the satellite positioning module 80 . The calculated temporal position coordinates of the combine 1 are sent to the area calculation unit 22 and the travel control unit 24 .

Based on the temporal position coordinates of the combine 1 received from the host vehicle position calculation unit 21, the area calculation unit 22, as shown in FIG. work area") and work target area CA (corresponding to the "unworked area" according to the present invention) are calculated.

More specifically, the area calculation unit 22 is based on the temporal position coordinates of the combine 1 received from the host vehicle position calculation unit 21, the combine 1 in the circumferential run on the outer periphery of the pavement. Calculate the running trajectory of And the area|region calculation part 22 calculates the area|region on the outer periphery of the pavement in which the combine 1 travels around while harvesting grain as outer periphery area SA based on the calculated traveling trajectory of the combine 1 . Moreover, the area|region calculation part 22 calculates the area|region inside the pavement rather than the calculated outer peripheral area|region SA as work target area|region CA.

For example, in FIG. 2, the travel path|route of the combine 1 for the circumferential travel in the outer peripheral side of a pavement is shown by the arrow. In the example shown in FIG. 2, the combine 1 performs the circling run of 3 weeks. And when the mowing run along this travel route is completed, the pavement will be in the state shown in FIG. 3 .

As shown in FIG. 3, the area|region calculation part 22 calculates the area|region on the outer periphery of the pavement in which the combine 1 went around while harvesting grain as outer periphery area SA. Moreover, the area|region calculation part 22 calculates the area|region inside the pavement rather than the calculated outer peripheral area|region SA as work target area|region CA. Then, as shown in FIG. 4 , the calculation result by the area calculation unit 22 is sent to the route calculation unit 23 and the travel control unit 24 .

The route calculation unit 23 is based on the calculation result received from the area calculation unit 22, as shown in FIG. 3 , a harvesting travel route (which is a travel route for harvesting travel in the work target area CA). LI) (corresponding to the "target travel path" according to the present invention) is calculated. In addition, as shown in FIG. 3, in this embodiment, the harvesting travel path|route LI is a mutually parallel some parallel line. In addition, a some parallel line may not be a straight line, and may be curved.

Thus, the route calculation part 23 calculates the harvesting|reaping travel route LI which passes the work target area|region CA.

As shown in FIG. 4 , the harvesting travel path LI calculated by the path calculation unit 23 is sent to the travel control unit 24 .

The traveling control unit 24 is configured to be able to control the traveling device 11 . Then, the travel control unit 24 includes the position coordinates of the combine 1 received from the host vehicle position calculation unit 21 , the calculation result received from the area calculation unit 22 , and the harvest received from the route calculation unit 23 . Based on the travel route LI, the automatic travel of the combine 1 is controlled. More specifically, as shown in FIG. 3 , the travel control unit 24 controls the travel of the combine 1 so that the harvesting travel is performed by the automatic travel along the harvesting travel route LI.

In addition, the route calculation part 23 is based on the calculation result received from the area calculation part 22, and, as shown in FIG. 3, the departure return which is a travel route for non-mowing running in the outer peripheral area SA. Calculate the path LW. In addition, as shown in FIG. 3, in this embodiment, the departure return path LW is a line of the shape which follows the outer shape of a pavement.

As shown in FIG. 4 , the departure return path LW calculated by the path calculation unit 23 is sent to the travel control unit 24 .

The travel control unit 24 automatically controls the combine 1 based on the position coordinates of the combine 1 received from the own vehicle position calculation unit 21 and the departure return path LW received from the path calculation unit 23 . control driving. More specifically, when the combine 1 departs from the harvesting travel path LI, the travel control unit 24 controls the combine 1 so that non-mowing travel is performed by automatic travel along the departure return path LW. ) to control the driving.

[Flow of harvesting work using automatic driving control system]

Below, as an example of the harvesting operation using the automatic travel control system 2, the flow in the case of the combine 1 performing a harvesting operation|work in the field shown in FIG. 2 is demonstrated.

First, an operator operates the combine 1 manually, and, as shown in FIG. 2, in the outer periphery part in a pavement, it rakes so that it may go around along the boundary line of a pavement. In the example shown in FIG. 2, the combine 1 performs the circling run of 3 weeks. When this circling run is completed, the pavement will be in the state shown in FIG. 3 .

The area calculation unit 22 calculates the traveling trajectory of the combine 1 in the circumferential run shown in FIG. 2 based on the temporal position coordinates of the combine 1 received from the host vehicle position calculation unit 21 . And, as shown in FIG. 3, the area calculation part 22 is based on the calculated traveling trajectory of the combine 1, and the area on the outer periphery side of the pavement in which the combine 1 travels around while mowing the planting grain stem. It is calculated as outer peripheral area SA. Moreover, the area|region calculation part 22 calculates the area|region inside the pavement rather than the calculated outer peripheral area|region SA as work target area|region CA.

Next, the route calculation unit 23 sets the harvesting travel route LI in the work target area CA, as shown in FIG. 3 , based on the calculation result received from the area calculation unit 22 . do. Moreover, at this time, the path|route calculation part 23 calculates the departure return path|route LW in the outer peripheral area|region SA based on the calculation result received from the area|region calculation part 22. As shown in FIG.

And when an operator pushes the automatic travel start button (not shown), as shown in FIG. 3, the automatic travel along the harvesting travel route LI is started. At this time, the traveling control part 24 controls the traveling of the combine 1 so that a harvesting|reaping travel may be performed by the automatic traveling along the harvesting|reaping travel route LI.

When automatic driving is started, as shown in FIG. 3 , the combine 1 repeats driving along the mowing travel path LI and turning by a U-turn to cover the entire work target area CA. I perform a mowing run.

Here, while mowing run is performed with the combine 1, as mentioned above, the harvesting grain stem mowed by the harvesting apparatus 15 is conveyed by the conveying apparatus 16 to the threshing apparatus 13. And in the threshing apparatus 13, a harvesting grain stem is threshed.

In addition, in this embodiment, as shown in FIG.2 and FIG.3, the truck CV is parked outside the pavement. And in the outer peripheral area SA, the stop position PP is set at the position in the vicinity of the truck CV. As shown in FIG. 3 , the stop position PP is set to a position overlapping the departure return path LW.

The truck CV collects the grain which the combine 1 discharged|emitted from the grain discharge apparatus 18, and can convey it. At the time of discharging the grain, the combine 1 stops at the stop position PP, and discharges the grain to the carrier CV by the grain discharging device 18.

When the combine 1 continues mowing run, and the grain quantity in the grain tank 14 reaches a predetermined amount, the run control part 24 controls running of the combine 1 so that it may deviate from the mowing run path LI. .

After the combine 1 departs from the harvesting travel path LI, the travel control part 24 controls the combine 1 so that it may drive toward the departure return path LW. And, when the combine 1 arrives in the vicinity of the departure return path LW, the travel control unit 24 travels the combine 1 so that non-mowing driving is performed by automatic travel along the departure return path LW. to control

And the combine 1 stops at the stop position PP, and discharges a grain to the truck CV by the grain discharge apparatus 18.

[Configuration related to calculation of turning output]

As shown in Fig. 4, the travel control unit 24 includes a lateral deviation detection unit 25 (equivalent to a "detection unit" according to the present invention), a turning output calculation unit 26, an output conversion unit 27, and a retry plate. It has a government (28), an entry determination unit (29), and a start time determination unit (30).

The horizontal deviation detection part 25 is comprised so that the state of the combine 1 may be detected. More specifically, the lateral deviation detection unit 25 is based on the position coordinates of the combine 1 received from the host vehicle position calculation unit 21 and the mowing travel path LI received from the path calculation unit 23, Detect horizontal deviation. In addition, lateral deviation is the distance between harvesting|reaping travel route LI and the combine 1 .

The lateral deviation detected by the lateral deviation detection unit 25 is sent to the turning output calculation unit 26 . The turning output calculation unit 26 calculates a turning output based on the lateral deviation received from the lateral deviation detection unit 25 . The larger the lateral deviation, the larger the turning output calculated by the turning output calculating unit 26 is.

In addition, a turning output is an output value for determining an output level. In addition, an output level is the control amount of the traveling apparatus 11 for making the combine 1 turn.

The turning output calculated by the turning output calculating section 26 is sent to the output converting section 27 . The output converting unit 27 determines the output level based on the turning output received from the turning output calculating unit 26 .

And the traveling control part 24 controls the traveling of the combine 1 by controlling the traveling apparatus 11 according to the output level determined by the output conversion part 27. As shown in FIG. At this time, the traveling control part 24 controls the traveling of the combine 1 so that the combine 1 may drive automatically along the harvesting travel route LI.

That is, the travel control part 24 controls the traveling of the combine 1 by calculating a turning output based on a lateral deviation so that the combine 1 may travel automatically along the harvesting travel route LI.

Further, the larger the turning output, the higher the output level determined by the output converting unit 27 . And the traveling control part 24 controls the traveling apparatus 11 so that the turning radius of the combine 1 may become small, so that an output level may be high.

In addition, the entrance determination unit 29 determines that the combine 1 is located in the outer periphery area based on the position coordinates of the combine 1 received from the host vehicle position calculation unit 21 and the calculation result received from the area calculation unit 22 . It is determined whether or not the state is about to enter the work target area CA from SA. The determination result by the approach determination unit 29 is sent to the turning output calculation unit 26 .

And when it is determined by the approach determination part 29 that the combine 1 is in the state which is going to enter from the outer periphery area|region SA to the work target area|region CA, the turning output calculation part 26 is a lateral deviation detection part Based on the lateral deviation received from (25), a correspondence relationship between the lateral deviation and the turning output is determined.

In this way, when the combine 1 enters the work target area CA from the outer periphery area SA, the traveling control part 24 is based on the state detected by the horizontal deviation detection part 25, and turns with a horizontal deviation. Determine the correspondence with the output.

More specifically, as shown in FIG. 6 , when it is determined by the entry determination unit 29 that the combine 1 is in the state of going into the work target area CA from the outer periphery area SA , when the lateral deviation exceeds the first threshold value d1 , the turning output calculating unit 26 determines the correspondence relationship between the lateral deviation and the turning output as the first correspondence relationship M1 .

Moreover, when it is determined by the entrance determination part 29 that it is the state which the combine 1 is going to enter from the outer periphery area|region SA to the work target area|region CA, a horizontal deviation is 1st threshold value d1 When it does not exceed, the turning output calculating part 26 determines the correspondence relationship between a lateral deviation and turning output as the 2nd correspondence relationship M2.

And, as shown in FIG. 5 , the inclination of the first correspondence relationship M1 when the horizontal deviation is on the horizontal axis of the graph and the turning output is taken on the vertical axis is smaller than the inclination of the second correspondence relationship M2. That is, the turning output in the first correspondence relationship M1 is smaller than the turning output in the second correspondence relationship M2.

In this way, when the combine 1 enters the work target area CA from the outer peripheral area SA, the traveling control unit 24 determines that the horizontal deviation exceeds the first threshold value d1, the horizontal deviation and the turning output A correspondence relationship with and is determined as a first correspondence relationship M1.

In addition, when the combine 1 enters the work target area CA from the outer circumferential area SA, the traveling control unit 24 determines that when the horizontal deviation does not exceed the first threshold value d1, the horizontal deviation and turning output A correspondence relationship with the second correspondence relationship M2 is determined.

Further, as shown in FIG. 4 , the horizontal deviation detected by the horizontal deviation detecting unit 25 is sent to the retry determining unit 28 . The determination result by the entry determination unit 29 is also sent to the retry determination unit 28 .

In addition, the start time determination unit 30 determines whether or not automatic travel is started based on information such as the operation of the automatic travel start button described above. The determination result by the start determination unit 30 is also sent to the retry determination unit 28 .

The retry determination unit 28 includes the position coordinates of the combine 1 received from the host vehicle position calculation unit 21 , the harvesting travel path LI received from the path calculation unit 23 , and the entry determination unit 29 . Based on the determination result received from, it is determined whether it is the state which is going to enter from outer periphery area SA to work target area CA, while the combine 1 turns.

Further, the retry determination unit 28 determines whether the horizontal deviation exceeds a second threshold value d2 based on the horizontal deviation received from the horizontal deviation detection unit 25 .

Then, the retry determination unit 28 determines whether or not the retry condition is satisfied based on the above determination result by the retry determination unit 28 and the determination result received from the determination unit 30 at the start. judge In addition, a retry condition is a condition for making the combine 1 perform a retry run. In the present embodiment, the retry condition is "a state that is not at the time of automatic running start and is about to enter the work target area CA from the outer peripheral area SA while the combine 1 is turning, and the lateral deviation is zero. 2 exceeds the threshold value d2". In addition, the retry driving|running|working is a driving|running which attempts to enter into the work target area CA by moving forward again after once backward.

In addition, as shown in FIG. 6, the aircraft direction of the combine 1 is the same as or substantially the same as the direction in which the target mowing travel path LI extends, while advancing toward the mowing travel path LI, In the case of bringing the aircraft closer to the position of the mowing travel path LI in the aircraft left and right direction, "the state in which the combine 1 is turning and is going to enter the work target area CA from the outer peripheral area SA" does not apply

In addition, as shown in Fig. 7, the case in which the combine 1 starts U-turn travel from the terminal end of the mowing travel path LI and travels toward the beginning end of the other mowing travel path LI is " It corresponds to the state which is going to enter into work target area|region CA from outer periphery area|region SA while the combine 1 turns."

And when it is determined by the retry determination unit 28 that the retry condition is satisfied, the travel control unit 24 controls the travel of the combine 1 so that the combine 1 performs retry travel.

In this way, when the travel control unit 24 enters the work target area CA from the outer periphery area SA while the combine 1 turns while the lateral deviation exceeds the second threshold value d2, the combine 1 ) to perform a retry driving, which is a driving that attempts to enter the work target area CA by moving forward again after reversing once.

Here, in the case of the automatic driving start recognition, the above-mentioned retry condition is not satisfied. That is, even when the combine 1 is turning and entering from the outer peripheral area SA to the work target area CA, even when the lateral deviation exceeds the second threshold value d2, at the time of automatic running start In this case, the retry determination unit 28 determines that the retry condition is not satisfied. Accordingly, in this case, the travel control unit 24 does not cause the combine 1 to perform retry travel.

In this way, the travel control unit 24 does not cause the combine 1 to retry travel when the lateral deviation exceeds the second threshold value d2 at the time of automatic travel start.

Further, as shown in FIG. 4 , the determination result by the retry determination unit 28 is sent to the turning output calculation unit 26 . The turning output calculation unit 26 determines a correspondence relationship between the lateral deviation and the turning output based on the determination result by the retry determination unit 28 .

More specifically, when it is determined by the retry determination unit 28 that the retry condition is satisfied, the turning output calculating unit 26 sets the correspondence relationship between the horizontal deviation and the turning output to the third correspondence relationship ( M3) is determined.

That is, when the retry driving is being performed, the travel control unit 24 determines the correspondence relationship between the lateral deviation and the turning output as the third correspondence relationship M3.

And, as shown in FIG. 5 , the slope of the third correspondence relationship M3 when the horizontal deviation on the horizontal axis and the turning output on the vertical axis of the graph are taken is larger than the slope of the first correspondence relationship M1, and the second It is smaller than the slope of the correspondence relationship M2. That is, the turning output in the 3rd correspondence relationship M3 is larger than the turning output in the 1st correspondence relationship M1, and is smaller than the turning output in the 2nd correspondence relationship M2.

Moreover, in this embodiment, the turning output calculating part 26 determines the correspondence relationship between a horizontal deviation and a turning output by determining the gain (coefficient) in control based on a horizontal deviation. That is, determining this gain corresponds to "determining the correspondence relationship between lateral deviation and turning output" according to the present invention. In addition, in the graph shown in FIG. 5, the inclination becomes large, so that this gain is large.

[Drive control by automatic driving control system]

Hereinafter, as an example of the travel control by the automatic travel control system 2, a case in which the combine 1 travels as shown in FIGS. 6 to 8 will be described.

In the example shown in FIG. 6, the combine 1 drive|works toward the position P3 which is the starting point of the mowing travel route LI from the position P1 in outer peripheral area|region SA. That is, in the example shown in FIG. 6, the combine 1 enters into the work target area CA from the outer periphery area SA. At this time, the entrance determination part 29 determines with the state which the combine 1 is going to enter from outer periphery area|region SA to work object area|region CA. The determination result by the approach determination unit 29 is sent to the turning output calculation unit 26 and the retry determination unit 28 .

Here, the horizontal deviation in the position P1 is larger than the first threshold value d1. The lateral deviation at this time is detected by the lateral deviation detecting unit 25 , and sent to the turning output calculating unit 26 and the retry determining unit 28 .

In addition, as above-mentioned, while the body direction of the combine 1 is the same as the direction in which the target harvesting travel path LI extends, or substantially the same, advancing toward the harvesting travel path LI, the body left and right A case in which the aircraft is brought closer to the position of the mowing travel route LI in the direction does not correspond to "a state in which the combine 1 is turning and is about to enter the work target area CA from the outer peripheral area SA". does not

Therefore, in the example shown in Fig. 6, the retry determination unit 28 determines that the retry condition is not satisfied. The determination result by the retry determination unit 28 is sent to the turning output calculation unit 26 .

From the above, when the combine 1 is located in the position P1, the turning output calculation part 26 determines the correspondence relationship of a horizontal deviation and turning output to the 1st correspondence relationship M1.

Then, with traveling of the combine 1, a lateral deviation decreases. And when the combine 1 reaches the position P2, a horizontal deviation becomes equal to the 1st threshold value d1. At this time, the turning output calculation unit 26 determines the correspondence relationship between the horizontal deviation and the turning output as the second correspondence relationship M2.

That is, until just before the combine 1 reaches|attains the position P2, the correspondence relationship between a lateral deviation and a turning output is the 1st correspondence relationship M1. And when the combine 1 reaches|attains the position P2, the correspondence relationship of a lateral deviation and a turning output changes into the 2nd correspondence relationship M2.

Then, until the combine 1 reaches|attains the position P3, the correspondence of a lateral deviation and a turning output is maintained in the state of the 2nd correspondence relationship M2.

In addition, in the example shown in FIG. 7, the combine 1 starts U-turn travel from the terminal end of the 1st route LI1 which is one of the mowing travel routes LI, and the second harvesting travel route LI is another harvesting travel route LI. 2 It travels toward the starting end of path|route LI2.

Here, the position P4 in FIG. 7 is the terminal part of the 1st path|route LI1. In addition, the position P7 is the starting end part of the 2nd path|route LI2. That is, the combine 1 performs a U-turn traveling from the position P4 toward the position P7.

In Fig. 7, the target turning line at this time is shown by a broken line connecting the positions P4 and P7. However, in the example shown in FIG. 7, the combine 1 deviates from this target turning line, and arrives at the position P5. Here, the horizontal deviation in the position P5 is larger than the second threshold value d2. At this time, the lateral deviation is detected by the lateral deviation detection unit 25 , and is sent to the turning output calculating unit 26 and the retry determination unit 28 .

Moreover, this U-turn running WHEREIN: The entrance determination part 29 determines with the state which the combine 1 is going to enter from the outer periphery area|region SA to the work target area|region CA. The determination result by the approach determination unit 29 is sent to the turning output calculation unit 26 and the retry determination unit 28 .

In addition, in this U-turn travel, the start determination unit 30 determines that the automatic travel is not started. The determination result by the start determination unit 30 is sent to the retry determination unit 28 .

In addition, as mentioned above, the case where the combine 1 starts U-turn travel from the terminal end of the mowing travel path LI, and travels toward the beginning end of the other harvesting travel path LI is "the combine 1 ) corresponds to the state in which it is trying to enter the work target area CA from the outer circumferential area SA' while turning.

Accordingly, when the combine 1 reaches the position P5, the retry determination unit 28 determines that the retry condition is satisfied. Thereby, the traveling control part 24 controls the traveling of the combine 1 so that the combine 1 may retry traveling. Therefore, the combine 1 performs a retry run from the position P5.

In addition, the determination result by the retry determination unit 28 is sent to the turning output calculation unit 26 . Since it is determined by the retry determination unit 28 that the retry condition is satisfied, the turning output calculating unit 26 determines the correspondence between the horizontal deviation and the turning output as the third correspondence relationship M3. .

In this retry run, the combine 1 moves backward once from the position P5, and arrives at the position P6. Then, it advances again from the position P6 and attempts to enter the work target area CA. As a result, the combine 1 enters the work target area CA while reaching the position P7.

In addition, when the combine 1 starts moving backward from the position P5, until the combine 1 reaches the position P7, the correspondence relationship between the lateral deviation and the turning output is the state of the 3rd correspondence relationship M3. maintain.

In addition, in the example shown in FIG. 8, the combine 1 starts automatic running from the position P8 in outer peripheral area|region SA. At this time, the start time determination unit 30 determines that the automatic driving is started. The determination result by the start determination unit 30 is sent to the retry determination unit 28 .

In the position P8, the body direction of the combine 1 is a direction perpendicular|vertical with respect to the direction in which the target harvesting travel path|route LI extends. Therefore, the combine 1 travels toward the starting point of the harvesting travel path LI, turning from the position P8.

And the combine 1 reaches the position P9. The horizontal deviation at the position P9 is larger than the second threshold value d2. At this time, the lateral deviation is detected by the lateral deviation detection unit 25 , and is sent to the turning output calculating unit 26 and the retry determination unit 28 .

That is, when the combine 1 reached|attained the position P9, the horizontal deviation is exceeding the 2nd threshold value d2. However, as described above, the start determination unit 30 determines that the automatic running is started.

Therefore, the retry determination unit 28 determines that the retry condition is not satisfied. Therefore, in the example shown in FIG. 8, the retry running is not performed.

Further, in the present embodiment, the travel control unit 24 is determined by the start time determination unit 30 to be the start of the automatic travel, and the lateral deviation detected by the lateral deviation detection unit 25 is the second threshold value d2 ) is exceeded, the traveling of the combine (1) is stopped.

Therefore, in the example shown in FIG. 8, the combine 1 stops in the position P9.

[About the output level]

As described above, the output converting unit 27 determines the output level based on the turning output received from the turning output calculating unit 26 . And the traveling control part 24 controls the traveling of the combine 1 by controlling the traveling apparatus 11 according to the output level determined by the output conversion part 27. As shown in FIG.

In FIG. 9, the correspondence relationship between the turning output and the output level determined by the output conversion part 27 is shown.

As shown in Fig. 9, when the turning output is greater than or equal to 0 (zero) and less than Y1, the output level becomes 0 (zero).

In addition, when the turning output is Y1 or more and less than Y2, the output level becomes B1.

In addition, when the turning output is Y2 or more and less than Y3, the output level becomes B2.

Further, when the turning output is Y3 or more and less than X1, the output level becomes B3.

Further, when the turning output is greater than or equal to X1 and less than X2, the output level becomes A1.

Further, when the turning output is greater than or equal to X2 and less than X3, the output level becomes A2.

Thereafter, similarly, the larger the turning output, the higher the output level is A3, A4, A5... … rises to In addition, in FIG. 9, the output level is shown only up to A3.

When the output level is A2 or higher, the traveling control unit 24 controls the turning inner side brake (not shown) of the traveling device 11 to a braking state. At this time, the driving control unit 24 controls the side brake so that the higher the output level, the greater the braking force of the side brake.

In addition, when the output level is A1 or less, the travel control unit 24 controls the turning inner side clutch (not shown) of the traveling device 11 to an OFF state. Also, at this time, the side brake is not controlled to the braking state.

Hereinafter, the case where the output level is A1 or less will be described in detail.

When the output level is A1 or less, as shown in FIGS. 10 to 13 , the travel control unit 24 periodically controls the turning inner side clutch of the traveling device 11 . Also, the length of each period is T.

When the output level is A1, as shown in Fig. 10, in each cycle, the side clutch inside the turning is always controlled to the OFF state. That is, while the output level is A1, the side clutch inside the turning is maintained in the OFF state.

When the output level is B3, as shown in Fig. 11, in each cycle, first, over time t1, the side clutch inside the turning is controlled to the OFF state. After that, over time s1, the side clutch inside the turning is controlled in the ON state. Also, time t1 is longer than time s1.

Thereby, when an output level is B3, compared with the case where an output level is A1, the combine 1 turns gently.

When the output level is B2, as shown in Fig. 12, in each cycle, first, over time t2, the side clutch inside the turning is controlled to the OFF state. After that, over time s2, the side clutch inside the turning is controlled in the ON state. Further, time t2 is longer than time s2 and shorter than time t1.

Thereby, when an output level is B2, compared with the case where an output level is B3, the combine 1 turns gently.

When the output level is B1, as shown in Fig. 13, in each cycle, first, over time t3, the side clutch inside the turning is controlled to the OFF state. After that, over time s3, the side clutch inside the turning is controlled in the ON state. Further, time t3 is shorter than time s3 and shorter than time t2.

Thereby, when an output level is B1, compared with the case where an output level is B2, the combine 1 turns gently.

In addition, in this embodiment, as shown in FIGS. 11-13, time t1 is three times the length of time t3. Also, time t2 is twice as long as time t3.

In addition, when the output level is 0 (zero), both the left and right side clutches are maintained in the ON state. That is, when an output level is 0 (zero), the combine 1 goes straight, without turning.

If it is the structure demonstrated above, based on the state of the combine 1, the correspondence relationship of a lateral deviation and turning output is determined. Therefore, the automatic travel control system 2 which can calculate the turning output according to the state of the combine 1 is realizable.

[Another embodiment of the first embodiment]

Hereinafter, another embodiment which changed the above-mentioned embodiment is demonstrated. Except for the matters described in each of the other embodiments below, it is the same as the matters described in the above-described embodiments. The above-mentioned embodiment and each other embodiment below may be combined suitably in the range which does not produce a contradiction. In addition, the scope of the present invention is not limited to the above-described embodiment and each other embodiment below.

(1) The traveling device 11 may be of a wheel type or a semi-crawler type.

(2) In the said embodiment, the harvesting travel path|route LI computed by the path|route calculation part 23 is a mutually parallel some parallel line. However, this invention is not limited to this, The reaping travel path|route LI computed by the path|route calculation part 23 does not need to be the some parallel line which is mutually parallel. For example, the reaping travel path LI computed by the path|route calculation part 23 may be the some mesh line extended in a vertical and horizontal direction, and the spiral travel path|route may be sufficient as it.

(3) In the said embodiment, an operator operates the combine 1 manually, and, as shown in FIG. 2, it is an outer periphery part in a pavement. WHEREIN: It mowing run so that it may go around along the boundary line of pavement. However, this invention is not limited to this, The combine 1 drive|works automatically, and it is an outer periphery part in a pavement. WHEREIN: You may be comprised so that mowing may be performed so that it may go around along the boundary line of pavement. In addition, the number of rounds other than three weeks may be sufficient as the number of rounds at this time. For example, at this time, the number of weeks may be two weeks.

(4) Some or all of the host vehicle position calculation unit 21, the area calculation unit 22, the route calculation unit 23, and the travel control unit 24 may be provided outside the combine 1, for example For example, the management server provided outside the combine 1 may be provided.

(5) In the example shown in Fig. 7, from the time when the combine 1 starts moving backward from the position P5, until the combine 1 reaches the position P7, the correspondence relationship between the lateral deviation and the turning output is 3 The state of the correspondence relationship M3 is maintained. However, the present invention is not limited thereto, and from the time when the combine 1 starts moving backward from the position P5 until the combine 1 reaches the position P6, the correspondence relationship between the lateral deviation and the turning output is Correspondence other than 3 correspondence relationship M3 may be sufficient. In this case, when the combine 1 starts advancing from the position P6, the correspondence relationship of a lateral deviation and a turning output may change into 3rd correspondence relationship M3.

(6) The travel control unit 24 may be configured to cause the combine 1 to retry travel when the lateral deviation exceeds the second threshold value d2 at the time of automatic travel start.

(7) The turning output in the third correspondence relationship M3 may be smaller than the turning output in the first correspondence relationship M1.

(8) The travel control unit 24 may determine the correspondence relationship between the lateral deviation and the turning output as a correspondence relationship other than the third correspondence relationship M3 when the retry travel is performed. For example, the travel control unit 24 may determine the correspondence relationship between the lateral deviation and the turning output as the first correspondence relationship M1 when the retry travel is performed.

(9) When the travel control unit 24 enters the work target area CA from the outer periphery area SA while the combine 1 turns while the lateral deviation exceeds the second threshold value d2, the combine 1 ), you may be comprised so that the combine 1 may be made to stop, without retry running.

(10) The turning output in the first correspondence relationship M1 may be greater than the turning output in the second correspondence relationship M2.

(11) The "detection part" which concerns on this invention is not limited to the horizontal deviation detection part 25 in the said embodiment. For example, as a member corresponding to the "detection part" which concerns on this invention, the vehicle speed detection part which detects the vehicle speed of the combine 1 may be provided. In this case, when the combine 1 enters the work target area CA from the outer peripheral area SA, the travel control unit 24 corresponds to the lateral deviation and the turning output based on the vehicle speed detected by the vehicle speed detecting unit. It may be configured to determine the relationship.

Moreover, the work content detection part which detects the work content of the combine 1 may be provided, for example as a member corresponded to the "detection part" which concerns on this invention. The work content is, for example, the kind of crop to be harvested. In this case, when the combine 1 enters the work target area CA from the outer periphery area SA, the traveling control unit 24 controls the lateral deviation and turning output and may be configured to determine the corresponding relationship of .

(12) The first threshold value d1 may be greater than the second threshold value d2, may be smaller than the second threshold value d2, or may be the same as the second threshold value d2.

(13) The output conversion unit 27 does not need to be provided.

(14) The retry determination unit 28 does not need to be provided.

(15) The determination unit 30 at the time of start does not need to be provided.

(16) The computer may be configured as an automatic travel control program for realizing the function of each member in the above embodiment. Moreover, it may be comprised as a recording medium in which the automatic running control program which makes a computer implement|achieve the function of each member in the said embodiment is recorded. Moreover, in the said embodiment, it may be comprised as an automatic running control method which performs what is performed by each member by one or a plurality of steps.

[Second embodiment]

Hereinafter, with reference to FIGS. 14-22, as an example of the work vehicle which can run automatically equipped with the control device which concerns on this invention, the combine of a normal type is given and it demonstrates as 2nd Embodiment of this invention. In the following, unless otherwise specified, "front" (direction of arrow F shown in FIG. 14) means forward with respect to the vehicle body front-back direction (travel direction), and "rear" (direction of arrow B shown in FIG. 14) ) means the rear with respect to the vehicle body front-rear direction (travel direction). In addition, the left-right direction or the transverse direction means the vehicle body transverse direction (the vehicle body width direction) orthogonal to the vehicle body front-back direction. "Up" (direction of arrow U in FIG. 14) and "down" (direction of arrow D in FIG. 14) are positional relationships in the vertical direction (vertical direction) of the vehicle body 110, and represents a relationship.

As shown in FIG. 14 , this combine has a vehicle body 110 , a crawler-type traveling device 111 , a driving unit 112 , a threshing device 113 , a grain tank 114 as a crop tank, and a harvesting unit 115 . ), a conveying device 116 , a grain discharging device 118 , and an own vehicle position detection unit 180 .

The traveling device 111 is provided under the vehicle body 110 . The combine is configured to be possible by the traveling device 111 . The driving part 112, the threshing apparatus 113, and the grain tank 114 are provided above the traveling apparatus 111. A driver who drives the combine and a supervisor who monitors the operation of the combine can ride in the driving unit 112 . Moreover, a supervisor may monitor the operation|work of a combine from the outside of a combine.

The grain discharge device 118 is connected to the rear lower part of the grain tank 114. In addition, the host vehicle position detecting unit 180 is installed on the upper surface of the driving unit 112 .

The harvesting part 115 is provided in the front part in a combine. And the conveying apparatus 116 is provided behind the harvesting part 115. The combine is capable of running by the traveling device 111 while harvesting the grain of the pavement by the harvesting unit 115 .

The harvesting grain stem mowed by the harvesting part 115 is conveyed by the conveying apparatus 116 to the threshing apparatus 113. As shown in FIG. In the threshing apparatus 113, a harvesting grain stem is threshed. The grain obtained by the threshing process is stored in the grain tank 114. The grains stored in the grain tank 114 are discharged|emitted to the outside by the grain discharge apparatus 118 as needed (full|full full etc.).

In addition, the general-purpose terminal 104 is disposed in the operation unit 112 . In the present embodiment, the general purpose terminal 104 is fixed to the operation unit 112 . However, the present invention is not limited thereto, and the general-purpose terminal 104 may be configured to be detachably attached to the operation unit 112 . In addition, the general-purpose terminal 104 may be carried out to the outside of a combine.

As shown in FIG. 15, this combine runs automatically along the travel route set in the pavement. For this, information on the location of the host vehicle is required. The host vehicle position detection unit 180 includes a satellite positioning module 181 and an inertial measurement module 182 . The satellite positioning module 181 receives a global navigation satellite system (GNSS) signal (including a GPS signal) that is position information transmitted from the artificial satellite GS, and outputs positioning data for calculating the own vehicle position. The inertial measurement module 182 has a built-in gyro acceleration sensor and a magnetic orientation sensor. Then, the inertia measurement module 182 outputs a signal indicating the instantaneous traveling direction. The inertial measurement module 182 is used to supplement the calculation of the own vehicle position by the satellite positioning module 181 . The inertial measurement module 182 may be disposed at a location different from that of the satellite positioning module 181 .

The procedure in the case of performing the harvest operation|work in a field with this combine is as demonstrated below. First, a driver/monitor operates a combine, and, as shown in FIG. 15, in the outer periphery part in a pavement, it harvests while carrying out periphery mowing along the boundary line of pavement. The area|region where harvesting work was finished is set as outer periphery area|region SA by surrounding mowing run. And the inner area|region left inside the outer peripheral area|region SA is un-mowed area|region CA1. Non-mowing area CA1 is set as the area|region of a future work object. In this embodiment, peripheral mowing run is performed so that non-removing area|region CA1 may become a rectangle. Of course, triangular or pentagonal non-removing area CA1 may be employ|adopted.

When outer periphery area SA performs a harvest run in non-mowing area CA1 which is an area|region of a work object, it is used as a space for a combine to change direction. In addition, outer periphery area|region SA is used also as a space for movement, when a harvest run is once complete|finished, and when moving to the discharge place of a grain, when moving to a replenishment place of fuel, etc. For this reason, in order to ensure the width|variety of outer periphery area|region SA widely to some extent, the periphery mowing run of 2-3 rounds is performed automatically or manually.

In addition, the conveyance vehicle CV shown in FIG. 15 collects the grain which the combine discharged|emitted from the grain discharging apparatus 118, and conveys it to a drying facility etc. When discharging grain, the combine moves to the vicinity of the truck CV through the outer peripheral area SA, and then discharges the grain to the truck CV by the grain discharging device 118 . Then, the combine returns to the work starting point which is the position where the work was stopped through the outer periphery area SA.

The non-work map data which shows the shape of non-removing area|region CA1 is created based on the inner periphery shape of the outer periphery area|region SA which is a pre-work area. Based on this unworked map data, in order to work with automatic operation of unswept area CA1, the path of a linear shape (straight line, curved line, or curved line) is set as the travel route for work and set in unswept area CA1 do. In addition, a turning travel route for shifting from one travel route for work to the next travel route for work is set in the outer peripheral area SA. Non-work map data is updated with advancing of the work with respect to non-harvesting area|region CA1.

As a travel pattern used when carrying out the work travel (harvest travel) in the non-harvesting area CA1, there exist a reciprocating travel pattern shown in FIG. 16, and the whirlpool traveling pattern shown in FIG. The route along which the combine travels in the reciprocating travel pattern includes the travel route for work parallel to one side of the polygon representing the outer shape of the uncultivated area CA1. In addition, the path along which the combine travels in a reciprocating travel pattern includes a U-turn turning path. The path along which the combine travels in the vortex traveling pattern includes the traveling path for work parallel to one side of the polygon representing the outer shape of the uncultivated area CA1. also. The path along which the combine travels in the vortex traveling pattern includes an alpha turn path. The alpha-turn path is a turning path which consists of a straight forward path, a reverse turn path, and a forward turn path, and connects the traveling paths for work adjacent in the circumferential direction.

In Fig. 18, the control system of the combine is shown. This control system is composed of a control device 105 and various input/output devices. The control device 105 consists of one or more electronic control units. The electronic control unit is called the ECU. Further, signal communication (data communication) is performed between the various input/output devices and the control device 105 via a wiring network such as an in-vehicle LAN.

The control device 105 is a key element of this control system. Also, the control device 105 is shown as an aggregate of a plurality of ECUs. The signal from the host vehicle position detection unit 180 is input to the control device 105 via the on-vehicle LAN.

The control apparatus 105 is provided with the notification part 501, the input processing part 502, and the output processing part 503 as an input/output interface.

The notification unit 501 generates notification data based on a command or the like from each functional unit of the control apparatus 105 , and provides the notification data to the notification device 162 . The notification device 162 is a device for notifying a driver or the like of a work driving state or various warnings. The notification device 162 is, for example, a buzzer, a lamp, a speaker, a display, or the like.

A traveling state sensor group 163 , a working state sensor group 164 , an artificial manipulation tool 165 , and the like are connected to the input processing unit 502 . The sensor which detects the amount of grain storage in the grain tank 114 is included in the working state sensor group 164. The artificial manipulation tool 165 is a generic term for a lever, a switch, a button, and the like. The artificial manipulation tool 165 is manually operated by a driver. Then, the manipulation signal of the artificial manipulation tool 165 is input to the control device 105 .

The output processing unit 503 is connected to various operating devices 170 through the device driver 173 . As the operating device 170 , there are a traveling device group 171 that is a driving device and a working device group 172 that is a working device. The driving device group 171 includes a steering device for steering the vehicle body 110 . This steering apparatus is an apparatus which changes the crawler speed on either side when the crawler type traveling apparatus 111 is employ|adopted like this embodiment. When the driving device 111 of the steering wheel system is employed, the steering device is a device for changing the steering angle of the steering wheel.

The control device 105 includes an own vehicle position calculator 140 , a vehicle body orientation calculator 141 , a vehicle speed calculator 142 , a travel controller 151 , a task controller 152 , a driving mode manager 153 , and a task. A region determination unit 154 , a travel path calculation unit 155 , a lateral deviation calculation unit 156 , a target point estimation unit 157 , a corrected orientation calculation unit 109A, and a control calculation unit 109B are provided.

The own vehicle position calculating unit 140 calculates the own vehicle position in the form of map coordinates (or pavement coordinates) based on the positioning data sequentially transmitted from the own vehicle position detecting unit 180 . In this case, as the location of the own vehicle, the position of a specific location (eg, the center of the vehicle body or the end of the harvesting unit 115 , etc.) serving as a reference point of the vehicle body 110 may be set.

The vehicle body orientation calculating unit 141 calculates the vehicle body orientation based on the plurality of host vehicle positions calculated over time by the host vehicle position calculating unit 140 . The vehicle body orientation indicates the direction of the vehicle body 110 . It is also possible to calculate the vehicle body orientation based on the orientation data included in the output data from the inertial measurement module 182 . The vehicle speed calculator 142 calculates the vehicle speed from the shift state of the vehicle speed sensor or the transmission.

The work area determination unit 154 has a travel trajectory calculation function and a non-harvesting area determination function. The traveling trajectory calculation function is a function of calculating traveling trajectory data by plotting the host vehicle position calculated by the host vehicle position calculation unit 140 over time. The uncultivated area determination function is a function of creating unworked map data based on the travel trace data calculated by the travel trace calculation function. Non-work map data is data which shows the shape of non-removing area|region CA1 used as the area|region of a work object.

The travel route calculation unit 155 uses a registered route calculation algorithm, and a travel route (work travel route, U-turn travel route, alpha turn route) that becomes a target travel route for automatic driving covering the unforeseen area CA1. etc) is calculated.

The traveling control unit 151 has an engine control function and a control function of the traveling device (including steering control and vehicle speed control of the vehicle body 110 ), and the like. The traveling control unit 151 applies a traveling control signal to the traveling device group 171 . The operation control unit 152 is to the working equipment group 172 in order to control the movement of the harvesting operation device (the harvesting unit 115, the threshing device 113, the conveying device 116, the grain discharging device 118, etc.) Gives a job control signal.

The travel control unit 151 includes a manual travel control unit 511 , an automatic travel control unit 512 , and a target travel path setting unit 513 . When the automatic driving mode is set, the driving of the combine becomes automatic driving. In addition, when the manual driving mode is set, the driving of the combine becomes manual driving. The switching of the driving mode is managed by the driving mode management unit 153 . When the automatic travel mode is set, the target travel path setting unit 513 sets the target travel path by using the working travel path and the turning travel path calculated by the travel path calculating unit 155 .

The lateral deviation calculating unit 156 calculates the distance from the host vehicle position to the target travel path in a direction orthogonal to the path direction (the extension direction of the path) of the target travel path set by the target travel path setting unit 513 as the lateral deviation. Calculate.

When the manual driving mode is selected, the manual driving control unit 511 applies a control signal to the corresponding driving device group 171 based on an operation by the driver. In this case, the control signal is provided through the device driver 173 . Thereby, manual running is implement|achieved.

When the automatic travel mode is set, the automatic travel control unit 512 provides a vehicle speed change control signal including automatic steering and stopping to the corresponding traveling device group 171 . In this case, the control signal is provided through the device driver 173 . Thereby, automatic running is implement|achieved. The automatic driving control unit 512 outputs a control signal for automatic steering based on the control amount output from the control calculation unit 109B, as described below.

Next, the flow of data at the time of calculation in the corrected orientation calculation unit 109A and the control calculation unit 109B is demonstrated using FIG.19 and FIG.20. In addition, the code|symbol shown in FIG. 20 is defined as follows. RP indicates a reference point of the vehicle body 110 (such as a vehicle body center or a working device center). Reference point:RP is calculated based on the own vehicle position calculated by the own vehicle position calculating unit 140 . TL is a target travel path for automatic travel set by the target travel path setting unit 513 . RL is an imaginary line passing through the reference point:RP of the vehicle body 110 and parallel to the target travel path:TL. DL is a vehicle body orientation line indicating a vehicle body orientation in the front-rear direction of the vehicle body 110 . In Fig. 20, the vehicle body orientation line:DL is inclined with respect to the virtual line:RL, and the inclination angle thereof is indicated by γ. The vehicle body 110 of the combine is spaced apart to the right of the ground with respect to the target travel path: TL. The vehicle body orientation line:DL of the vehicle body 110 is a direction away from the target travel path:TL as it progresses in the vehicle body travel direction. d is the lateral deviation of the vehicle body 110 calculated by the lateral deviation calculating unit 156 . VP is the estimated target point calculated by the target point estimating unit 157 . AP is an auxiliary point. The auxiliary point: AP is a projection point from the reference point: RP of the vehicle body 110 to the target travel path: TL in the host vehicle position. AL1 is the first auxiliary line. This first auxiliary line is a straight line passing through the estimated target point: VP and the reference point: RP of the vehicle body 110 . AL2 is the second auxiliary line. This second auxiliary line is a straight line extending radially from the reference point:RP at an angle with respect to the first auxiliary line: AL1 by a correction angle (indicated by α) corresponding to a second correction direction to be described later.

The target point estimating unit 157 calculates the estimated target point:VP, which is a position on the target traveling path:TL, corresponding to the position after the vehicle body 110 travels (the future host vehicle position) from the present point of time. This estimated target point: VP can be calculated, for example, by the following method.

(1) Auxiliary point: AP is a starting point, and a position after moving target travel route: TL for a predetermined time is assumed target point: VP. When the moving speed at that time is the current vehicle speed, the vehicle speed calculated by the vehicle speed calculating unit 142 is used. The predetermined time may be set in advance, or may be selected automatically or artificially (driver or manager) according to the state of the harvest or the state of the field. In the case of a combine, the predetermined time is preferably about 0.5 to 5 seconds.

(2) Auxiliary point: AP is a starting point, and a position spaced apart by a predetermined distance on the target travel route: TL is assumed target point: VP. The predetermined distance may be set in advance, or may be selected automatically or artificially (a driver or manager) according to the state of the crop or the state of the field. In the case of a combine, the predetermined distance is preferably about 1 m to several m.

The corrected orientation calculation unit 109A calculates a corrected orientation for resolving the deviation between the estimated target point:VP and the host vehicle position. This corrected orientation is a steering orientation (steering amount in steering control) that becomes a target for the vehicle body 110 to climb on the target travel path:TL. In this embodiment, as shown in FIG. 19 , the corrected orientation calculation unit 109A includes the estimated orientation deviation calculating unit 190 , the first controller 191 , and the second controller ( ) to calculate the corrected orientation. 192) and an operator 193 are provided.

The estimated azimuth deviation calculating unit 190 calculates an angle (indicated by β in FIG. 20 ) formed between the first auxiliary line:AL1 and the virtual line:RL as the estimated azimuth deviation. The first controller 191 outputs a first corrected azimuth to be a virtual steering target of the vehicle body 110 using the estimated azimuth deviation as an input parameter. The first corrected orientation is a steering orientation in steering control that is calculated to resolve the estimated orientation deviation. Since the estimated azimuth deviation corresponds to the angle at which the vehicle body 110 faces the estimated target point:VP:β, the output from the first controller 191 is preferably proportional to the estimated azimuth deviation as an input. From this point, in this embodiment, the first controller 191 is configured as a proportional controller.

The second controller 192 outputs a second corrected orientation with lateral deviation:d as an input parameter. The second controller 192 calculates a correction angle (indicated by α in FIG. 20) based on the lateral deviation: d, and this second correction direction is determined in the steering control corresponding to the correction angle: α. is the steering defense of The second controller 192 calculates the steering direction for changing the direction of the vehicle body 110 so as to reduce the lateral deviation: d, and is configured as an integral controller in this embodiment. Of course, the second controller 192 may be configured as a proportional controller.

The calculator 193 performs an addition operation of the first corrected orientation and the second corrected orientation, and outputs the corrected orientation as a result of the calculation. This addition operation corresponds to α+β when expressed as an angle with reference to FIG. 20 . This corrected orientation is an output value of the corrected orientation calculation unit 109A, and is provided to the control calculation unit 109B. As the addition operation in the calculator 193, a weight calculation or the like other than simple addition may be used. Also, the second controller 192 may be omitted. In that case, the calculator 193 becomes unnecessary.

The control calculation unit 109B includes a calculator 195 and a steering controller 196 for outputting a control amount for the vehicle body 110 to travel along the target travel path:TL. The steering controller 196 is configured as a PI controller or a P controller. In this embodiment, the control arithmetic unit 109B uses not only the corrected azimuth from the corrected azimuth arithmetic unit 109A but also the current vehicle body orientation calculated by the body orientation calculating unit 141 as input parameters. The vehicle body orientation at this time corresponds to an angle (indicated by γ in FIG. 20) between the imaginary line:RL and the vehicle body orientation line:DL. The calculator 195 performs an addition operation between the corrected orientation and the vehicle body orientation. This addition operation corresponds to θ (=α+β+γ) when expressed as an angle with reference to FIG. 20 . The arithmetic output of the calculator 195 is given to the steering controller 196 as a control target value of the steering controller 196 . Further, an output value from the steering controller 196 is given to the automatic travel control unit 512 as a control amount for steering.

Next, the calculation performed by the automatic travel control unit 512 to derive the steering output by using the control amount given from the control calculation unit 109B as the input control amount will be described with reference to FIGS. 21 and 22 .

The automatic travel control unit 512 converts the control amount (referred to as a steering input) given from the control calculation unit 109B into 16 bits, and outputs it as a steering output. In general, as in the graph shown in FIG. 21 , the steering input is equally assigned to each bit, and the steering output is derived. In order to improve this operation and realize precise steering for a small input control amount close to zero, an operation in which a bit extension function is introduced is shown in FIG. Here, one bit, corresponding to the minimum area of the steering input, is also divided into four. Thereby, even if a small control amount close to zero is input from the control calculation unit 109B, a small control output corresponding thereto is derived. As a result, a fine control signal can be output, and precise steering is realized.

[Another embodiment of the second embodiment]

Hereinafter, another embodiment which changed the above-mentioned embodiment is demonstrated. Except for the matters described in each of the other embodiments below, it is the same as the matters described in the above-described embodiments. The above-mentioned embodiment and each other embodiment below may be combined suitably in the range which a contradiction does not arise. In addition, the scope of the present invention is not limited to the above-described embodiment and each other embodiment below.

(1) In the embodiment described with reference to FIG. 20 , the estimated target point: the auxiliary point (starting point): AP used for estimating the VP is a perpendicular from the reference point: RP of the vehicle body 110 to the target travel path: TL; Target travel path: It was an intersection (projection point) with TL. Alternatively, an intersection (projection point) between a line drawn from the reference point:RP by a predetermined angle plus or minus an angle of 90° with respect to the target travel path:TL and the target travel path:TL may be the auxiliary point:AP. In that case, the predetermined angle is an angle greater than 0 and up to several tens of degrees, and may be a fixed value, or may be manually or automatically changed according to the vehicle speed or the pavement state. Further, when the intersection of the vehicle body bearing line:DL and the target travel path:TL is located on the downstream side in the traveling direction of the vehicle body 110 from the auxiliary point:AP, the intersection of the vehicle body bearing line:DL and the target travel path:TL is Auxiliary Point: You can do it with AP.

(2) In the above-mentioned embodiment, a substantial harvest operation|work is performed by traveling along the linear traveling path|route of a combine. This linear travel path is not limited to one straight line. A bent path may be sufficient, the path|route curved by the large radius of curvature may be sufficient, and the meander-shaped path|route may be sufficient.

(3) In embodiment mentioned above, although the shape of non-removing area|region CA1 was a quadrangle, other polygons, such as a triangle and a pentagon, may be sufficient as this.

(4) The functional block group of the control device 105 shown in Figs. 18 and 19 is for the purpose of easy-to-understand explanation, and each functional block may be further divided, integrated, or omitted. In addition, all or a part of the functional block may be built in the general purpose terminal 104. As shown in FIG.

(5) You may be comprised as a control program which makes a computer implement|achieve the function of each member in the said embodiment. Moreover, you may be comprised as the recording medium in which the control program which makes a computer implement|achieve the function of each member in the said embodiment is recorded. Moreover, in the said embodiment, you may be comprised as a control method which performs what is performed by each member by one or several steps.

The present invention can be used for a variety of work vehicles, such as a normal-type combine, a self-tapping-type combine, a rice transplanter, a tractor, and a construction work machine.

In addition, the control device according to the present invention can be used not only for a normal-type combine but also for a self-extracting-type combine, and can be applied to a pavement work vehicle such as a rice transplanter or a tractor, and furthermore, a work vehicle such as a lawn mower or a front loader. can

(First embodiment)
1 Combine (work vehicle)
2 Automatic driving control system
23 route calculator
24 drive control
25 Horizontal deviation detection unit (detection unit)
CA work area (unwork area)
LI mowing route (target travel route)
M1 first correspondence
M2 second correspondence
M3 third counterpart
SA outer perimeter area (pre-work area)
d1 first threshold
d2 second threshold
(Second embodiment)
105 control unit
109A Corrected Orientation Calculation Unit
109B control arithmetic unit
110 car body
111 travel gear
140 Own vehicle position calculator
141 body bearing calculation unit
142 vehicle speed calculator
151 drive control
511 Manual drive control
512 automatic driving control
513 target driving route setting unit
156 Horizontal Deviation Calculator
157 Target Point Estimator
165 artificial manipulator
180 own vehicle position detection unit
181 satellite positioning module
182 Inertial Measurement Module
190 Estimated bearing deviation calculator
191 first controller
192 second controller
193 calculator
195 calculator
196 Steering Controller

Claims (23)

a path calculation unit for calculating a target driving path passing through the unworked area;
a traveling control unit controlling the travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the target travel path and the work vehicle so that the work vehicle automatically travels along the target travel path;
a detection unit for detecting the state of the work vehicle;
The travel control unit is an automatic travel control system configured to determine a correspondence relationship between the lateral deviation and the turning output based on a state detected by the detection unit when the work vehicle enters the unworked area from the existing work area. . According to claim 1,
The detection unit detects the horizontal deviation,
When the work vehicle enters the unworked area from the pre-worked area and the horizontal deviation exceeds a first threshold, the traveling control unit may include: a first correspondence relation between the horizontal deviation and the turning output to decide,
The traveling control unit may be configured to, when the work vehicle enters the unworked area from the pre-worked area, and if the horizontal deviation does not exceed the first threshold, establishes a second correspondence relationship between the horizontal deviation and the turning output. Decide on a correspondence relationship,
The turning output in the first correspondence relationship is smaller than the turning output in the second correspondence relationship. 3. The method of claim 2,
The traveling control unit may be configured to, when the work vehicle enters the unworked area from the pre-worked area while turning, if the lateral deviation exceeds a second threshold, the work vehicle retracts once and then moves forward again, An automatic driving control system that causes retry driving, which is a driving that attempts to enter the work area. 4. The method of claim 3,
the travel control unit determines, when the retry travel is performed, a correspondence relationship between the lateral deviation and the turning output as a third correspondence relationship;
The turning output in the third correspondence relationship is greater than the turning output in the first correspondence relationship. 5. The method of claim 3 or 4,
and the travel control unit does not cause the work vehicle to perform the retry travel when the lateral deviation exceeds the second threshold value at the start of the automatic travel. a path calculation function for calculating a target driving path passing through the unworked area;
a travel control function for controlling the travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the target travel path and the work vehicle so that the work vehicle automatically travels along the target travel path;
Realizing a detection function for detecting the state of the work vehicle in a computer;
The travel control function is configured to automatically travel when the work vehicle enters the unworked area from the existing work area, and determines a correspondence relationship between the lateral deviation and the turning output based on a state detected by the detection function. control program. a path calculation function for calculating a target driving path passing through the unworked area;
a travel control function for controlling the travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the target travel path and the work vehicle so that the work vehicle automatically travels along the target travel path;
an automatic driving control program for realizing a detection function for detecting the state of the work vehicle in a computer;
The travel control function is configured to automatically travel when the work vehicle enters the unworked area from the existing work area, and determines a correspondence relationship between the lateral deviation and the turning output based on a state detected by the detection function. A recording medium on which a control program is recorded. a route calculation step of calculating a target travel route passing through the unworked area;
a travel control step of controlling the travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the target travel path and the work vehicle so that the work vehicle automatically travels along the target travel path;
a detection step for detecting the state of the work vehicle;
In the travel control step, when the work vehicle enters the unworked area from the pre-worked area, the corresponding relationship between the lateral deviation and the turning output is determined based on the state detected by the detecting step. Driving control method. It is a control device for a work vehicle that automatically travels along a target driving route,
an own vehicle position calculating unit for calculating the own vehicle position of the work vehicle;
a target point estimator for calculating an estimated target point on the target travel route after a predetermined time;
a corrected orientation calculation unit for calculating a corrected orientation for resolving a deviation between the estimated target point and the host vehicle position;
a control arithmetic unit for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
equipped control device. 10. The method of claim 9,
and an estimated azimuth deviation calculator configured to calculate an angle between the target driving path and a straight line passing through the estimated target point and the host vehicle position as an estimated azimuth deviation;
The corrected orientation calculation unit includes a first controller configured to output a first corrected orientation using the estimated orientation deviation as an input parameter, wherein the corrected orientation is calculated based on the first corrected orientation. 11. The method of claim 10,
wherein the first controller is a proportional controller. 12. The method of claim 10 or 11,
a lateral deviation calculating unit for calculating a distance from the host vehicle position to the target travel path in a direction orthogonal to the path direction of the target travel path as a lateral deviation;
wherein the corrected orientation calculating unit includes a second controller configured to output a second corrected orientation using the lateral deviation as an input parameter, and the corrected orientation is calculated based on the first corrected orientation and the second corrected orientation. Device. 13. The method of claim 12,
The second controller is an integral controller. 14. The method according to any one of claims 9 to 13,
a vehicle speed calculation unit for calculating a vehicle speed of the work vehicle is provided;
The target point estimating unit is configured to use a projection point from the host vehicle position to the target travel path as a starting point, and a position of a point moved by the target travel path at the vehicle speed for the predetermined time as the estimated target point. 15. The method according to any one of claims 9 to 14,
A vehicle body orientation calculation unit for calculating a vehicle body orientation indicating a direction of the vehicle body is provided;
The control calculation unit further uses the vehicle body orientation as an input parameter. 16. The method according to any one of claims 9 to 15,
The predetermined time period is changed according to the state of the work vehicle. It is a control device for a work vehicle that automatically travels along a target driving route,
an own vehicle position calculating unit for calculating the own vehicle position of the work vehicle;
a target point estimator configured to calculate, as an estimated target point, a location separated by a predetermined distance from the projection point on the target travel path from the host vehicle position in the traveling direction of the work vehicle on the target travel path;
a corrected orientation calculation unit for calculating a corrected orientation for resolving a deviation between the estimated target point and the host vehicle position;
a control arithmetic unit for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
equipped control device. It is a control program for a work vehicle that automatically drives along a target driving route.
an own vehicle position calculation function for calculating the own vehicle position of the work vehicle;
a target point estimation function for calculating an estimated target point on the target travel route after a predetermined time;
a correction azimuth calculation function for calculating a correction azimuth for resolving a deviation between the estimated target point and the location of the host vehicle;
a control calculation function for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
A control program that is realized on a computer. It is a recording medium recording a control program for a work vehicle that automatically travels along a target driving route,
an own vehicle position calculation function for calculating the own vehicle position of the work vehicle;
a target point estimation function for calculating an estimated target point on the target travel route after a predetermined time;
a correction azimuth calculation function for calculating a correction azimuth for resolving a deviation between the estimated target point and the location of the host vehicle;
a control calculation function for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
A recording medium on which a control program to be realized by a computer is recorded. It is a control method for a work vehicle that automatically travels along a target driving path,
a host vehicle position calculation step of calculating the own vehicle position of the work vehicle;
a target point estimation step of calculating an estimated target point on the target travel route after a predetermined time;
a corrected orientation calculation step of calculating a corrected orientation for resolving a deviation between the estimated target point and the host vehicle position;
a control calculation step of outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
A control method provided. It is a control program for a work vehicle that automatically drives along a target driving route.
an own vehicle position calculation function for calculating the own vehicle position of the work vehicle;
a target point estimating function for calculating, as an estimated target point, a position separated by a predetermined distance in the traveling direction of the work vehicle on the target travel path from a projection point on the target travel path from the host vehicle position;
a correction azimuth calculation function for calculating a correction azimuth for resolving a deviation between the estimated target point and the location of the host vehicle;
a control calculation function for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
A control program that is realized on a computer. It is a recording medium recording a control program for a work vehicle that automatically travels along a target driving route,
an own vehicle position calculation function for calculating the own vehicle position of the work vehicle;
a target point estimating function for calculating, as an estimated target point, a position separated by a predetermined distance in the traveling direction of the work vehicle on the target travel path from a projection point on the target travel path from the host vehicle position;
a correction azimuth calculation function for calculating a correction azimuth for resolving a deviation between the estimated target point and the location of the host vehicle;
a control calculation function for outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
A recording medium on which a control program to be realized by a computer is recorded. It is a control method for a work vehicle that automatically travels along a target driving path,
a host vehicle position calculation step of calculating the own vehicle position of the work vehicle;
a target point estimation step of calculating, as an estimated target point, a position separated by a predetermined distance from the projection point on the target travel path from the host vehicle position in the traveling direction of the work vehicle on the target travel path;
a corrected orientation calculation step of calculating a corrected orientation for resolving a deviation between the estimated target point and the host vehicle position;
a control calculation step of outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction direction as an input parameter;
A control method provided.

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