KR20220142373A - Path generating system - Google Patents

Abstract

The present invention provides a path generating system which enables a generated target driving path to be easily efficient. The path generating system comprises a path generating unit generating a target driving path for an automatic driving of a working vehicle (1). The path generating system comprises: a first memory unit remembering a first virtual reference marker (51c) to which a relative position with respect to a body (10) of the working vehicle (1) is set; a second memory unit remembering a second virtual reference marker (52c) to which a relative position with respect to the body (10) is set; a third memory unit remembering the pavement's outer peripheral portion provided to surround the pavement and the first region set around the boundary of the pavement; and a fourth memory unit remembering a second region set around the boundary. The path generating unit generates the target driving path in such a way that, when the working vehicle (1) automatically drives along the target driving path, the first reference marker (51c) does not come out of the first region and the second reference marker (52c) does not come out of the second region.

Description

PATH GENERATING SYSTEM

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a path generating system including a path generating unit that generates a target driving path for automatic driving of a work vehicle.

As a system for generating a target travel route for automatic travel of a work vehicle, for example, the one described in Patent Document 1 is already known. In this system, the work vehicle (“autonomous traveling work vehicle” in Patent Document 1) automatically travels on a pavement along a preset target travel path (“set path” in Patent Document 1).

Japanese Patent Laid-Open No. 2021-27834

Patent Document 1 does not describe in detail the condition that the target travel route must satisfy. Here, a virtual marker on a frame surrounding the work vehicle in a planar view is set, a drivable area in the pavement is defined, and when the work vehicle automatically travels along the target travel route, the marker is displayed in the area. It is conceivable to generate a target travel route so as not to go outward.

However, in this configuration, it is assumed that a location through which the working vehicle can actually pass is determined as a location through which the work vehicle cannot pass. As a result, it is assumed that the target travel route is generated so as to detour the location, whereby the efficiency of automatic travel along the target travel route is reduced.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a route generating system in which a generated target travel route tends to be efficient.

A feature of the present invention is a path generating system including a path generating unit for generating a target travel path for automatic driving of a working vehicle, wherein a first reference marker having a relative position of the working vehicle with respect to the body of the working vehicle is set; A first storage unit, a second storage unit for storing a second virtual reference marker having a position relative to the body set, and a first area set around the boundary between the pavement outer edge and the pavement provided in a state of enclosing the pavement and a fourth storage unit for storing a second area set in the periphery of the boundary, wherein the path generating unit is configured to: The target travel route is generated so that the first reference marker does not come out of the first area and the second reference marker does not come out of the second area.

According to the present invention, two hypothetical markers are set: a first fiducial marker and a second fiducial marker. The path generating unit is configured to prevent the first reference marker from coming out of the first area and the second reference marker from coming out of the second area when the work vehicle automatically travels along the target travel path. Create a driving route.

Accordingly, when the target travel route is generated, the first fiducial marker is allowed to come out of the second region, and the second fiducial marker is allowed to come out of the first region. Accordingly, by appropriately setting the first reference marker and the second reference marker in accordance with the three-dimensional shape of the work vehicle, and setting two regions in correspondence with these markers, the generated target travel route is likely to be efficient.

For example, in general, the outer edge of the pavement is inclined to be higher toward the outside. Here, the first reference marker is set so as to correspond to the outer shape of the portion lower than the height X (X is an arbitrary value) in the work vehicle, and corresponds to the outer shape of the portion above the height X in the work vehicle. Set the second reference marker, set the first area to correspond to the boundary between the outer edge of the pavement and the pavement, and set the second area to correspond to the line connecting each point located at the height (X) of the outer edge of the pavement Then, in the target travel path, the portion lower than the height X in the work vehicle does not protrude outward from the boundary between the pavement outer edge and the pavement, and the portion above the height X in the work vehicle is the pavement outer edge. It is created so as not to go outward from the line connecting each point located at the middle height (X).

At this time, it is permissible for the part of the height (X) or more in the work vehicle to come out from the boundary between the outer edge of the pavement and the pavement. Accordingly, compared to a configuration in which the target travel path is generated so that a portion of the work vehicle with a height X or higher is avoided from coming out from the boundary between the pavement outer edge and the pavement, the condition that the target travel path must satisfy is relaxed. Therefore, the generated target travel route tends to be efficient.

In this way, with the present invention, the condition that the target travel path must satisfy is relatively relaxed. As a result, it is possible to realize a route generating system in which the generated target travel route tends to be efficient.

Further, in the present invention, the first reference marker corresponds to the outline of a first portion of the aircraft in a plan view, and the second reference marker corresponds to a planar view of a second portion of the aircraft. Corresponding to the outer shape of , it is suitable if the first part and the second part are located at different heights.

According to this configuration, when the planar appearance of the first part is different from the planar appearance of the second part, it is possible to automatically drive by using the difference in the respective external appearances and using a wide pavement. It becomes possible to generate a target travel route in which there is

For example, in general, the outer edge of the pavement is inclined to be higher toward the outside. Here, in a planar view, when the outer shape of the second part protrudes to the outside of the body more than the outer shape of the first part, and the second part is located at a position higher than the first part, at least the second part is the outer edge of the package It may come out of the boundary between wealth and packaging. With the above configuration, it becomes possible to create a target travel route capable of automatically traveling by using the pavement widely by using that at least the second portion can protrude outside the boundary between the pavement outer edge and the pavement.

Moreover, in this invention, if the said 1st part is a base frame, and the said 2nd part is a working device supported by the said base frame, it is suitable.

According to this configuration, the planar appearance of the first portion is different from the planar appearance of the second portion. Then, by using the difference in the respective external appearances, it becomes possible to generate a target travel route that can be automatically driven using a wide pavement.

For example, in general, the outer edge of the pavement is inclined to be higher toward the outside. Here, in a plan view, when the outer shape of the working device protrudes outside the body rather than the external shape of the body frame, and the working device is located at a position higher than the body frame, at least the working device is at least the boundary between the outer edge of the packaging and the packaging. can come out of With the above configuration, it becomes possible to generate a target travel route capable of automatically traveling using a wide pavement by using at least that the working device can come out of the boundary between the pavement periphery and the pavement.

In addition, in the present invention, the working device is configured to be able to move up and down with respect to the base frame, and the second reference marker is viewed from a plane of the working device when the working device is raised to a predetermined height or more. It is suitable if it corresponds to the appearance of the time.

According to this configuration, when the working device is raised to a predetermined height or more, the working device is easily positioned at a position higher than the base frame. Thereby, it becomes possible to generate a target travel route capable of automatically traveling by using a wide pavement by using the difference in the external shape and the difference in height when viewed in a plane view between the body frame and the working device.

For example, in general, the outer edge of the pavement is inclined to be higher toward the outside. Here, in a plan view, when the outer shape of the working device protrudes outside the body rather than the external shape of the body frame, and the working device is located at a position higher than the body frame, at least the working device is at least the boundary between the outer edge of the packaging and the packaging. can come out of With the above configuration, it becomes possible to generate a target travel route capable of automatically traveling using a wide pavement by using at least that the working device can come out of the boundary between the pavement periphery and the pavement.

Moreover, in this invention, it is suitable if the marker setting part which sets the said 2nd reference marker based on the shape of the said work apparatus is provided.

When there are a plurality of types of working devices that can be installed in the working vehicle, it is assumed that the shape of the working device differs depending on the type of the working device. When the shape of the working device differs depending on the type of the working device, the appropriate position and shape of the second reference marker also differs depending on the type of the working device.

Here, if it is the said structure, a 2nd reference marker is set based on the shape of a work device. Therefore, even when there are a plurality of types of working devices that can be installed on the working vehicle, the position, shape, and the like of the second reference marker are likely to be appropriate.

In addition, in the present invention, based on the acquisition unit for acquiring the outer edge information indicating the position and height of the packaging outer edge, the height position of the first part, the height position of the second part, and the outer edge information Accordingly, it is preferable to provide a region setting unit for setting the first region and the second region.

According to this structure, while a 1st area|region is set corresponding to the part located in the height position of the 1st part among pavement outer edges, a 2nd area|region corresponds to the part located in the height position of the 2nd part among pavement outer edges. Thus, the set configuration can be realized. Thereby, it is possible to realize a path generating system in which the first area and the second area are easily set appropriately.

Further, in the present invention, it is preferable if the path generating unit is capable of generating the target travel path including a portion for the work vehicle to reverse.

According to this configuration, the target travel path can be created so that the first reference marker does not come out of the first area and the second reference marker does not come out of the second area, regardless of whether it is moving forward or backward. do. Therefore, it is possible to realize a route generating system capable of generating a target travel route in which the work vehicle can travel efficiently without interfering with the pavement periphery, regardless of whether the vehicle is moving forward or backward.

1 is a left side view of a combine.
2 is a plan view of the combine.
3 is a diagram illustrating a first working run.
Fig. 4 is a view showing a second working run;
Fig. 5 is a block diagram showing the configuration of the control unit.
It is a figure which shows an example of an outer edge part map.
7 is a diagram illustrating an example of a first area, a second area, and a third area.
8 is a diagram illustrating a first marker, a second marker, and a third marker.
9 is a diagram illustrating positions of a first region, a second region, and a third region.
10 is a flowchart of a control routine.
11 is a plan view showing an example of a case in which the combine driving the pavement approaches the pavement outer edge.
12 is a plan view showing an example of a case in which the combine driving the pavement approaches the pavement outer edge.
13 is a plan view illustrating an example of a case in which a target travel route is generated by the second route generating unit when the combine changes direction during the harvesting travel.
14 is a plan view illustrating an example of a case in which a target travel route is generated by the second route generating unit when the combine changes direction during the harvesting travel.
15 is a plan view illustrating an example of a case in which a target travel route is generated by the second route generating unit when the combine changes direction during the harvesting travel.
16 is a plan view showing an example of a case in which a target travel route is generated by the second route generating unit when the combine changes direction during the harvesting travel.
17 is a plan view illustrating an example of a case in which a target travel path is generated by the second path generating unit when the combine moves to a discharge point.
18 is a plan view illustrating an example of a case in which a target travel path is generated by the second path generating unit when the combine moves to a discharge point.

EMBODIMENT OF THE INVENTION The form for implementing this invention is demonstrated based on drawing. In the following description, unless otherwise specified, the direction of the arrow F shown in FIGS. 1 and 2 is "front" and the direction of the arrow B is "back", and the direction of the arrow L shown in FIG. 2 is Let 'left' and the direction of arrow R be 'right'. In addition, let the direction of the arrow U shown in FIG. 1 be "upward", and let the direction of the arrow D be "down".

[Overall composition of the combine]

The ordinary combine 1 (corresponding to the "work car" which concerns on this invention) in this embodiment is demonstrated. 1 and 2, the base 10 of the combine 1 includes a base frame 9, a harvesting unit H (corresponding to the "working device" according to the present invention), and a crawler-type traveling device. (11), the operation part 12, the threshing apparatus 13, the grain tank 14, the conveyance part 16, the grain discharge apparatus 18, and the satellite positioning module 80 are provided.

The traveling device 11 is provided in the lower part of the base body 10 of the combine 1 . In addition, the traveling device 11 is driven by power from an engine (not shown). And the combine 1 is voluntary by the traveling apparatus 11. As shown in FIG.

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. Moreover, the operation part 12, the threshing apparatus 13, and the grain tank 14 are supported by the base frame 9. 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 exterior of the combine 1.

The base frame 9 (refer FIG. 8) is comprised by connecting several metal elongate members in grid|lattice form.

As shown in FIG. 1 and FIG. 2, the grain discharge apparatus 18 is provided in the upper side of the grain tank 14. As shown in FIG. In addition, the satellite positioning module 80 is provided on the upper surface of the driving unit 12 .

The harvesting part H is provided in the front part in the base body 10. As shown in FIG. And the conveyance part 16 is provided in the rear side of the harvesting part H. Moreover, the harvesting part H contains the mowing apparatus 15 and the reel 17. As shown in FIG.

The mowing apparatus 15 mows the planting grain stem of the pavement 5 (refer FIG. 3). Moreover, the reel 17 rakes up the planting grain stem which is a harvest object, rotationally driving around the reel axis|shaft 17b along the body left-right direction. The harvesting grain stem mowed by the harvesting apparatus 15 is sent to the conveyance part 16. As shown in FIG.

With this configuration, the harvesting unit H harvests the crops in the field 5 . And the harvesting run which the combine 1 travel|works with the traveling apparatus 11 is possible, mowing the planting grain stem of the pavement 5 with the reaping apparatus 15.

The harvesting grain stem harvested by the harvesting part H is conveyed by the conveyance part 16 to the back of the body. Thereby, a harvesting grain stem is conveyed to the threshing apparatus 13.

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.

Here, the combine 1 is comprised so that a crop may be harvested in the field|field 5 located inside the field|field outer edge part 6, as shown in FIG.3 and FIG.4. Moreover, the packaging outer edge part 6 is provided in the state which surrounds the packaging 5. As shown in FIG. The pavement outer edge portion 6 includes, for example, a headgear 61 and a water supply/discharge pump 62 (refer to FIG. 6 ).

As shown in FIG. 3, the combine 1 is comprised so that a 1st work run is executable. The first work travel is a work travel performed in the outer peripheral area SA of the pavement 5 . In addition, outer peripheral area|region SA is an area|region located in the outer peripheral part in the pavement 5, as shown in FIG.

In the present embodiment, the number of laps in the first work run is one. However, the present invention is not limited to this, and the number of laps in the first work run may be any number of two or more times.

And after performing a 1st work run, the combine 1 can perform work run in the pavement 5 by performing a 2nd work run as shown in FIG. The second work travel is a work travel performed in the work target area CA inside the outer circumferential area SA after the first work travel.

In addition, the "work run" in this embodiment is a mowing run which drive|works, specifically mowing a planting grain culm. However, this invention is not limited to this, As "work traveling" mentioned above, the operation|work other than mowing of a planted grain culm may be performed, driving|running|working.

In this embodiment, the 1st work travel shown in FIG. 3 is performed by manual travel. In addition, the 2nd work travel shown in FIG. 4 is performed by automatic travel. However, the present invention is not limited to this, and the first working travel may be performed by automatic travel. In addition, the 2nd work travel may be performed by manual travel.

[Configuration of control unit]

As shown in FIG. 5, the combine 1 is equipped with the control part 20. The control unit 20 includes a host vehicle position calculation unit 21 , a work area calculation unit 22 , a first route generation unit 23 , and an automatic travel control unit 24 . The automatic travel control unit 24 controls automatic travel of the combine 1 . In addition, the automatic travel control unit 24 includes a route selection unit 27 and a travel control unit 29 .

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). Then, as shown in FIG. 5 , the satellite positioning module 80 transmits positioning data indicating the own vehicle position of the combine 1 to the own vehicle position calculation unit 21 based on the received GPS signal.

In addition, this invention is not limited to this. The satellite positioning module 80 does not need to use GPS. For example, the satellite positioning module 80 may use GNSS (GLONASS, Galileo, Michibiki, BeiDou, etc.) other than GPS.

The host 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 work area calculation unit 22 and the automatic travel control unit 24 .

Based on the temporal position coordinates of the combine 1 received from the host vehicle position calculation unit 21, the work area calculation unit 22, as shown in FIG. 4 , the outer peripheral area SA and the work target area ( CA) is calculated.

More specifically, the work area calculation unit 22 performs the combine in the first working run on the pavement 5 based on the temporal position coordinates of the combine 1 received from the host vehicle position calculation unit 21 . The running trajectory of (1) is calculated. And the work area calculation part 22 calculates the area|region where the combine 1 performed the 1st work travel as outer peripheral area SA based on the calculated travel trajectory of the combine 1 . In addition, the work area calculation unit 22 calculates the area surrounded by the calculated outer circumferential area SA as the work target area CA.

For example, in FIG. 3 , the travel route of the combine 1 in the first working travel in the pavement 5 is indicated by an arrow. When the mowing travel along this travel route is completed, the pavement 5 will be in the state shown in FIG. 4 .

As shown in FIG. 4, the work area calculation part 22 calculates the area|region where the combine 1 performed 1st work travel as outer peripheral area|region SA. In addition, the work area calculation unit 22 calculates the area surrounded by the calculated outer circumferential area SA as the work target area CA.

Then, as shown in FIG. 5 , the calculation result by the work area calculation unit 22 is sent to the first path generation unit 23 .

Based on the calculation result received from the work area calculation part 22, the 1st path|route creation part 23 is a cutting which is a travel route for a mowing run in the work target area CA, as shown in FIG. Create a travel route LI. In addition, as shown in FIG. 4, in this embodiment, the harvesting travel path|route LI is a some mesh line extended in a vertical and horizontal direction. In addition, a some mesh line may not be a straight line, and may be curved.

As shown in FIG. 5 , the plurality of harvesting travel routes LI generated by the first route generation unit 23 are sent to the automatic travel control unit 24 .

The route selection unit 27 in the automatic travel control unit 24 includes the positional coordinates of the combine 1 received from the host vehicle position calculation unit 21 and a plurality of mowing travel received from the first path generation unit 23 . Based on the path LI, the combine 1 selects the mowing traveling path LI to be driven next. Information indicating the harvesting travel route LI selected by the route selection unit 27 is sent to the travel control unit 29 .

The traveling control unit 29 is configured to be able to control the traveling device 11 . Then, the travel control unit 29, based on the position coordinates of the combine 1 received from the host vehicle position calculation unit 21, and information indicating the harvesting travel path LI selected by the path selection unit 27, Controls the automatic running of the combine (1). More specifically, as shown in FIG. 4 , the travel control unit 29 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 this automatic running, the travel control part 29 combines so that the mowing run along the mowing run path LI selected by the path selection part 27 may be performed next to the mowing run path LI currently running. (1) control the running.

As shown in FIG.1 and FIG.5, the combine 1 is equipped with 15 A of harvesting cylinders. The harvesting cylinder 15A is connected to the base frame 9 . The conveyance part 16 and the harvesting part H are supported by 15 A of harvesting cylinders. That is, the conveyance part 16 and the harvesting part H are supported by the base frame 9 via 15 A of harvesting cylinders.

Moreover, the rear end of the conveyance part 16 is connected to the threshing apparatus 13. As shown in FIG. By this structure, the conveyance part 16 and the harvesting part H are supported by the base frame 9 via the threshing apparatus 13. As shown in FIG.

The travel control part 29 is comprised so that 15 A of harvesting cylinders are controllable. When the travel control part 29 controls 15 A of harvesting cylinders to an extension direction, the conveyance part 16 and the harvesting part H will rock|fluctuate in the direction in which the harvesting part H rises integrally. Thereby, the harvesting part H rises with respect to the body frame 9. As shown in FIG.

Moreover, when the traveling control part 29 controls 15 A of harvesting cylinders in a contraction direction, the conveyance part 16 and the harvesting part H will rock|fluctuate in the direction in which the harvesting part H descends integrally. Thereby, the harvesting part H descends with respect to the body frame 9. As shown in FIG.

With this configuration, the travel control unit 29 can control the raising/lowering of the harvesting unit H. Moreover, the harvesting part H is comprised so that raising/lowering with respect to the body frame 9 is possible.

In addition, each element, such as the control part 20 and the host vehicle position calculation part 21 included in the control part 20, may be a physical device, such as a microcomputer, or may be a functional part in software.

[Configuration regarding the outer edge map]

As shown in FIG. 1, FIG. 2, FIG. 5, the combine 1 is equipped with the detection device 31. As shown in FIG. The detection apparatus 31 makes a detection object the part located in the advancing direction front of the base|substrate 10 among the pavement outer edge parts 6, and the state of the pavement outer edge part 6 during pavement running of the combine 1 to detect

In detail, the detection apparatus 31 in this embodiment is a two-dimensional scanning LiDAR which is a measurement apparatus of a Time of flight (ToF) measurement system. In addition, this invention is not limited to this, The detection apparatus 31 may be three-dimensional scanning LiDAR. In addition, the measurement method of the detection apparatus 31 is not limited to the ToF measurement method, A stereo matching measurement method etc. may be sufficient.

As shown in FIG. 5 , the positional coordinates of the combine 1 calculated by the host vehicle position calculation unit 21 are sent to the detection device 31 . And the detection device 31 exists in the front area FA (refer FIG. 1) based on the measurement result of the ToF measurement method, and the positional coordinate of the combine 1 received from the host vehicle position calculation part 21. Outputs point cloud data indicating the position and height of an object. With this structure, the detection device 31 detects the position and height of the object which exists in the front area|region FA which is an area|region located in the advancing direction front of the base|substrate 10 during pavement running. Thereby, the detection apparatus 31 detects the three-dimensional shape of the package outer edge part 6 .

In addition, this invention is not limited to this, As long as the detection apparatus 31 can detect the position and height of the package outer edge part 6, what kind of apparatus may be sufficient.

As shown in FIG. 5 , the control unit 20 includes a map generation unit 25 (corresponding to the “acquisition unit” according to the present invention). The detection result by the detection device 31 is sent to the map generation unit 25 .

The map generation unit 25 generates an outer edge map (corresponding to "external edge information" according to the present invention) based on the detection result by the detection device 31 . Thereby, the map generation part 25 acquires an outer edge part map. An outer edge part map is a map which shows distribution of the state of the pavement outer edge part 6 . The outer edge part map in this embodiment shows distribution of the three-dimensional shape of the pavement outer edge part 6 . That is, an outer edge part map shows the position and height of the pavement outer edge part 6 .

6 shows an example of an edge map generated by the map generation unit 25 . In the outer edge map shown in FIG. 6 , the position and three-dimensional shape of the side part 61a of the headgear 61, the position and three-dimensional shape of the upper surface part 61b of the headgear 61, and the water supply/discharge pump 62 Position and three-dimensional shape are included.

In addition, the outer edge part map shown in FIG. 6 respond|corresponds to the whole perimeter of the pavement outer edge part 6 . That is, this outer edge map has shown distribution of the state over the whole perimeter of the pavement outer edge part 6 . However, the present invention is not limited to this.

For example, when the state of only a part of the pavement outer edge part 6 is detection completion by the detection apparatus 31, the map which shows distribution of the state of only that part may be produced|generated as an outer edge part map. In addition, in this case, you may be comprised so that the outer edge part map may be updated as the combine 1 travels the pavement 5, and the area|region in which the state was detected by the detection apparatus 31 expands. In this case, as the combine 1 advances the mowing run in the pavement 5, the area|region shown by the outer edge part map will expand.

Here, the work travel by the combine 1 is managed by the work system SY (corresponding to the "route generating system" which concerns on this invention) shown in FIG. The operation system SY includes a control unit 20 , a detection device 31 , and a satellite positioning module 80 . That is, the work system SY is equipped with the map generation|generation part 25 which acquires the outer edge part map which shows the position and height of the pavement outer edge part 6 .

In addition, the present invention is not limited to this, and the operation system SY does not need to include the detection device 31 and does not need to include the satellite positioning module 80 . In addition, the work system SY may include the combine 1 .

As shown in FIG. 5, the work system SY is equipped with the travel control part 29 which controls the travel of the combine 1. In addition, although mentioned later in detail, the 1st area|region 41, the 2nd area|region 42, and the 3rd area|region 43 are the 1st area|region 41, the 2nd area|region 42, and the 3rd area|region 43 as shown in FIG. is configured to set.

In addition, although mentioned later in detail, as shown in FIG. 8, the working system SY is the some virtual 1st marker 51, the virtual some 2nd marker 52, and the virtual some th 3 markers 53 are stored. The travel control unit 29 includes a first area 41 , a second area 42 , a third area 43 , a plurality of first markers 51 , a plurality of second markers 52 , and a plurality of Based on the 3rd marker 53, it is comprised so that traveling of the combine 1 may be controlled.

Below, the traveling control of the combine 1 by the traveling control part 29 is demonstrated in detail.

[About the first marker, the second marker, and the third marker]

As shown in FIG. 5 , the control unit 20 includes a marker management unit 70 . The marker management unit 70 includes a marker storage unit 71 (corresponding to the “first storage unit” and the “second storage unit” according to the present invention). The marker memory|storage part 71 memorize|stores the some 1st marker 51, the some 2nd marker 52, and the some 3rd marker 53 shown in FIG.

Each of the first markers 51 , each of the second markers 52 , and each of the third markers 53 is a virtual thing in which a relative position with respect to the body 10 is set.

Thus, the work system SY is equipped with the marker memory|storage part 71 which memorize|stores the virtual 1st marker 51 in which the relative position with respect to the base|substrate 10 of the combine 1 was set. Moreover, the marker memory|storage part 71 memorize|stores the some 1st marker 51. As shown in FIG. Moreover, the work system SY is equipped with the marker memory|storage part 71 which memorize|stores the virtual 2nd marker 52 in which the relative position with respect to the base|substrate 10 was set. Moreover, the marker memory|storage part 71 memorize|stores the some 2nd marker 52. As shown in FIG.

As shown in FIG. 8, each 1st marker 51, each 2nd marker 52, and each 3rd marker 53 are all frame shape. That is, both the 1st marker 51 and the 2nd marker 52 are frame-like.

The plurality of first markers 51 includes a first outer marker 51a, a first intermediate marker 51b, and a first inner marker 51c (corresponding to the “first reference marker” according to the present invention), have. In addition, the first outer marker 51a, the first intermediate marker 51b, and the first inner marker 51c are all first markers 51 .

The first outside marker 51a is located outside the first inside marker 51c. The 1st intermediate marker 51b is located outside the 1st inside marker 51c, and is located inside the 1st outside marker 51a.

That is, the plurality of first markers 51 include a first inner marker 51c and a first outer marker 51a positioned outside the first inner marker 51c. In addition, the plurality of first markers 51 include a first intermediate marker 51b located outside the first inside marker 51c and inside the first outside marker 51a. Moreover, the work system SY is equipped with the marker memory|storage part 71 which memorize|stores the virtual 1st inner marker 51c in which the relative position with respect to the base|substrate 10 of the combine 1 was set.

The plurality of second markers 52 includes a second outer marker 52a, a second intermediate marker 52b, and a second inner marker 52c (corresponding to a “second reference marker” according to the present invention), have. In addition, the second outer marker 52a, the second middle marker 52b, and the second inner marker 52c are all the second markers 52 .

The second outer marker 52a is located outside the second inner marker 52c. The 2nd intermediate marker 52b is located outside the 2nd inside marker 52c, and is located inside the 2nd outside marker 52a.

That is, the plurality of second markers 52 includes a second inner marker 52c and a second outer marker 52a positioned outside the second inner marker 52c. Moreover, the some 2nd marker 52 contains the 2nd intermediate|middle marker 52b which is located outside the 2nd inside marker 52c, and is located inside the 2nd outside marker 52a. Moreover, the work system SY is equipped with the marker memory|storage part 71 which memorize|stores the virtual 2nd inner marker 52c in which the relative position with respect to the base|substrate 10 was set.

The plurality of third markers 53 include a third outer marker 53a, a third intermediate marker 53b, and a third inner marker 53c. In addition, the third outer marker 53a, the third intermediate marker 53b, and the third inner marker 53c are all third markers 53 .

The third outer marker 53a is located outside the third inner marker 53c. The 3rd intermediate marker 53b is located outside the 3rd inside marker 53c, and is located inside the 3rd outside marker 53a.

In this embodiment, as shown in FIG. 8, corresponding to each part when the base 10 is divided into three in the height direction, the 1st marker 51, the 2nd marker 52, the 3rd marker ( 53) is set. More specifically, each of the first markers 51 corresponds to the outline of the first portion 10a of the base 10 in a plan view. In addition, each 2nd marker 52 respond|corresponds to the external shape at the time of planar view of the 2nd part 10b of the base|substrate 10. As shown in FIG. Moreover, each 3rd marker 53 respond|corresponds to the external shape at the time of planar view of the 3rd part 10c of the base|substrate 10. As shown in FIG.

That is, the 1st inner side marker 51c respond|corresponds to the outer shape of the 1st part 10a of the base|substrate 10 at the time of planar view. In addition, the 2nd inner side marker 52c respond|corresponds to the planar outer shape of the 2nd part 10b of the base|substrate 10. As shown in FIG.

As shown in FIG. 8, the 3rd part 10c is located at the bottom when the base|substrate 10 is divided into three in the height direction. The 1st part 10a is located in the center when the base|substrate 10 is divided into three in the height direction. The second part 10b is located at the top when the base 10 is divided into three in the height direction.

That is, the first portion 10a and the second portion 10b are located at different heights.

In the present embodiment, the first portion 10a is the body frame 9 . Also, the second part 10b is a harvesting part H. That is, the 2nd part 10b is the harvesting part H supported by the base frame 9. As shown in FIG. Also, the third part 10c is the traveling device 11 .

Here, as shown in FIG. 8 , each second marker 52 is harvested in a state in which the harvesting part H has risen to more than the reference height HA (corresponding to the "predetermined height" according to the present invention). It corresponds to the external shape of the part (H) in a planar view. That is, the 2nd inner marker 52c respond|corresponds to the planar outer shape of the harvesting part H in the state in which the harvesting part H has risen to the reference height HA or more.

In this embodiment, the reference height HA corresponds to the height of the upper end of the base frame 9 . However, the present invention is not limited to this, and the reference height HA may be lower than the upper end of the base frame 9 or higher than the upper end of the base frame 9 .

In addition, the height of the harvesting part H may be the height of any site|part among the harvesting parts H. For example, the height of the lower end of the harvesting part H may be handled as the height of the harvesting part H, and the height of the front end of the harvesting part H may be handled as the height of the harvesting part H.

And in this embodiment, as shown in FIG. 8, each 1st marker 51 is the frame shape which surrounds the base|substrate frame 9 in planar view. In addition, each 2nd marker 52 is planar view, and it is the frame shape which surrounds the harvest part H, the threshing apparatus 13, and the grain tank 14. In particular, each of the second markers 52 is in the shape of a frame surrounding the harvesting unit H in plan view. In addition, each 3rd marker 53 is the frame shape which surrounds the traveling apparatus 11 in planar view.

As shown in FIG. 5 , the control unit 20 includes a gas information storage unit 33 . The body information storage part 33 memorize|stores various information regarding the body 10. As shown in FIG. For example, the aircraft information storage part 33 memorize|stores the information which shows the shape of the harvesting part H. The information indicating the shape of the harvesting unit H may be, for example, information indicating the type or format of the harvesting unit H.

In addition, the marker management unit 70 includes a marker setting unit 72 . The marker management unit 70 acquires the information stored in the aircraft information storage unit 33 from the aircraft information storage unit 33 . Based on the acquired information, the marker setting part 72 sets each 1st marker 51, each 2nd marker 52, and each 3rd marker 53. As shown in FIG.

More specifically, the marker setting unit 72 configures each of the first markers ( 51) is set. Moreover, the information which shows the shape of the body frame 9, and the information which shows the position of the body frame 9 in the body 10 are memorize|stored in the body information storage part 33. As shown in FIG.

Further, the marker setting unit 72 sets each of the second markers 52 based on the information indicating the shape of the harvesting unit H and the information indicating the position of the harvesting unit H in the body 10 . set In addition, information indicating the shape of the harvesting unit H and information indicating the position of the harvesting unit H in the base 10 are stored in the aircraft information storage unit 33 .

Further, the marker setting unit 72 sets each third marker 53 based on the information indicating the shape of the traveling device 11 and the information indicating the position of the traveling device 11 in the body 10 . set In addition, information indicating the shape of the traveling device 11 and information indicating the position of the traveling device 11 in the body 10 are stored in the body information storage unit 33 .

Thus, the work system SY is equipped with the marker setting part 72 which sets the 2nd marker 52 based on the shape of the harvest part H. Moreover, the work system SY is equipped with the marker setting part 72 which sets the 2nd inner marker 52c based on the shape of the harvesting part H.

Each first marker 51 , each second marker 52 , and each third marker 53 set by the marker setting unit 72 is stored in the marker storage unit 71 .

[About the first region, the second region, and the third region]

As shown in FIG. 5 , the control unit 20 includes an area management unit 75 . The area management unit 75 includes an area storage unit 76 (corresponding to the “third storage unit” and the “fourth storage unit” according to the present invention). The area storage unit 76 stores the first area 41 , the second area 42 , and the third area 43 as shown in FIG. 7 .

As shown in FIG. 5 , the area management unit 75 includes an area setting unit 77 . The area setting part 77 is comprised so that the 1st area|region 41, the 2nd area|region 42, and the 3rd area|region 43 may be set based on the above-mentioned outer edge part map. The first area 41 , the second area 42 , and the third area 43 set by the area setting unit 77 are stored in the area storage unit 76 .

Here, the 1st area|region 41, the 2nd area|region 42, and the 3rd area|region 43 shown in FIG. 7 are set based on the outer edge part map shown in FIG. As shown in Figs. 6, 7, and 9, the outline of the first region 41, the outline of the second region 42, and the outline of the third region 43 are all the outer packaging edges ( 6) and the perimeter of the pavement 5 are set.

That is, the working system SY has an area storage unit 76 that stores the first area 41 set in the periphery of the boundary between the pavement outer edge 6 provided in a state surrounding the pavement 5 and the pavement 5 . ) is provided. Moreover, the work system SY is provided with the area|region storage part 76 which memorize|stores the 2nd area|region 42 set in the periphery of the said boundary.

Here, as shown in FIG. 5, the area|region management part 75 acquires the information memorize|stored in the body information storage part 33 from the body information storage part 33. As shown in FIG. Moreover, the area|region management part 75 acquires the outer edge part map from the map generation part 25. FIG. Based on the information obtained by the area management unit 75 from the aircraft information storage unit 33 and the outer edge map, the area setting unit 77 includes the first area 41 , the second area 42 , and the third area. (43) is set.

More specifically, the area|region setting part 77 sets the 1st area|region 41 based on the information which shows the height position of the body frame 9, and an outer edge part map. Moreover, the information which shows the height position of the body frame 9 is memorize|stored in the body information storage part 33. As shown in FIG.

In this embodiment, as shown in FIG. 9, the area setting part 77 connects each point located at the same height as the height of the lower end of the body frame 9 among the pavement outer edge parts 6, A line is set as the outline of the first region 41 .

Moreover, the area setting part 77 sets the 2nd area|region 42 based on the information which shows the height position of the harvesting part H in the state which rose to more than the reference height HA, and the outer edge map. Moreover, the information which shows the height position of the harvesting part H in the state which has risen to more than the reference height HA is memorize|stored in the body information storage part 33. As shown in FIG.

In the present embodiment, as shown in FIG. 9 , the area setting unit 77 includes the height of the lower end of the harvesting unit H, which is raised to the reference height HA or higher, among the pavement outer edges 6 and A line connecting each point located at the same height is set as the outline line of the second region 42 .

Thus, the work system SY is based on the height position of the 1st part 10a, the height position of the 2nd part 10b, and the outer edge map, the 1st area|region 41 and the 2nd area|region ( A region setting unit 77 for setting 42 is provided.

Moreover, the area setting part 77 sets the 3rd area|region 43 based on the outer edge part map.

In the present embodiment, the area setting unit 77 is configured such that the outline of the third area 43 coincides with the boundary between the pavement outer edge portion 6 and the pavement 5, as shown in FIG. An outline of the third area 43 is set.

According to the structure demonstrated above, in planar view, when each 1st marker 51 does not come out to the outside of the 1st area|region 41, the body frame 9 does not interfere with the packaging outer edge part 6 . In particular, as shown in FIG. 9 , even when the combine 1 approaches the packaging outer edge 6 , when the first inner marker 51c does not come out of the first region 41 , the body frame ( 9) does not interfere with the outer edge of the package 6 .

Further, in plan view, when each of the second markers 52 does not protrude outside the second region 42 , the harvesting portion H does not interfere with the pavement outer edge 6 . In particular, as shown in FIG. 9 , even when the combine 1 approaches the pavement outer edge 6 , when the second inner marker 52c does not come out of the second area 42 , the harvesting unit ( H) does not interfere with the outer edge of the package 6 .

Moreover, in planar view, when each of the third markers 53 does not protrude outside the third region 43 , the traveling device 11 does not interfere with the pavement outer edge 6 . In particular, as shown in FIG. 9, even if the combine 1 approaches the pavement outer edge part 6, when the 3rd inner marker 53c does not come out to the outside of the 3rd area|region 43, a traveling device ( 11) does not interfere with the outer edge of the package 6 .

That is, each of the first markers 51 does not protrude outside the first area 41 , and each second marker 52 does not protrude outside the second area 42 , and each 3 When the marker 53 does not protrude outside of the third region 43 , the base 10 does not interfere with the package outer edge 6 .

In particular, the first inner marker 51c does not protrude outside the first region 41 , and the second inner marker 52c does not protrude outside the second region 42 , and the third When the inner marker 53c does not protrude outside of the third region 43 , the base 10 does not interfere with the package outer edge 6 .

In addition, the pump position Q is shown in FIG. 6 . The pump position Q is a position where the water supply/discharge pump 62 is provided. The height of the portion of the pavement outer edge portion 6 where the water supply/discharge pump 62 is present is relatively high.

Therefore, as shown in FIG. 7, the outline of the 1st area|region 41 and the 2nd area|region 42 is recessed inside the packaging 5 in the pump position Q.

[About travel control]

As shown in FIG. 5 , the plurality of first markers 51 , the plurality of second markers 52 , and the plurality of third markers 53 stored in the marker storage unit 71 include the marker management unit 70 . ) to the automatic travel control unit 24 .

The first area 41 , the second area 42 , and the third area 43 stored in the area storage unit 76 are sent from the area management unit 75 to the automatic travel control unit 24 .

In addition, the travel control unit 29 in the automatic travel control unit 24 includes a plurality of first markers 51 , a plurality of second markers 52 , a plurality of third markers 53 , and a first region 41 . , based on the second area 42 and the third area 43 , it is suppressed that each of the first markers 51 come out of the first area 41 , and that each of the second markers 52 is The traveling of the combine 1 is controlled so that coming out to the outside of the 2nd area|region 42 may be suppressed, and it may be suppressed that each 3rd marker 53 comes out to the outside of the 3rd area|region 43.

That is, the travel control unit 29 suppresses the first marker 51 from coming out of the first area 41 , and prevents the second marker 52 from coming out of the second area 42 . The traveling of the combine 1 is controlled so that it may be suppressed.

Below, the traveling control of the combine 1 by the traveling control part 29 is demonstrated.

In either case when the combine 1 is performing automatic travel, or when the combine 1 is performing manual travel, the travel control unit 29 performs the combine 1 according to the control routine shown in FIG. 10 . control the driving of

In addition, the present invention is not limited to this, and the travel control unit 29 is configured to control the travel of the combine 1 according to the control routine shown in Fig. 10 only when the combine 1 is automatically traveling. there may be In addition, the travel control part 29 may be comprised so that travel of the combine 1 may be controlled according to the control routine shown in FIG. 10 only when the combine 1 is performing manual travel.

This control routine is stored in the travel control unit 29 . The travel control unit 29 repeatedly executes this control routine at regular intervals.

When the control routine is started, first, the processing of step S01 is executed. In step S01 , it is determined by the travel control unit 29 whether at least one of the first determination condition, the second determination condition, and the third determination condition is satisfied.

The first determination condition is that at least a part of the first inner marker 51c comes out of the first region 41 . In addition, not only when the first inner marker 51c actually comes out of the first area 41 , but also when the first inner marker 51c is likely to come out of the first area 41 , the second 1 It may be judged that the judgment condition is satisfied. In the present embodiment, when the first inner marker 51c contacts the outline of the first region 41 , it is determined that the first determination condition is satisfied.

In this way, the first determination condition is that the first inner marker 51c comes out of the first region 41 .

Here, the determination of whether the first inner marker 51c has come out of the first region 41 will be described in detail.

As shown in FIG. 5 , the automatic travel control unit 24 includes a marker position calculation unit 35 . The marker position calculation unit 35 includes the position coordinates of the combine 1 received by the automatic travel control unit 24 from the host vehicle position calculation unit 21 , and the position coordinates of the combine 1 received by the automatic travel control unit 24 from the marker management unit 70 . Based on the information indicating the first inner marker 51c, the current position of the first inner marker 51c is calculated.

At this time, the marker position calculation part 35 is based on the position coordinate of the combine 1, and the relative position of the 1st inner marker 51c with respect to the base body 10, The present position of the 1st inner marker 51c to calculate In addition, the current position of the 1st inner marker 51c calculated at this time may be the positional coordinate in the pavement 5, and the relative position with respect to the 1st area|region 41 may be sufficient as it.

The calculation result by the marker position calculation unit 35 is sent to the travel control unit 29 . Then, the travel control unit 29 includes the information indicating the current position of the first inner marker 51c received from the marker position calculation unit 35 and the information indicating the current position of the first inner marker 51c received by the automatic travel control unit 24 from the area management unit 75 . Based on the information indicating the first region 41 , it is determined whether the first inner marker 51c has come out of the first region 41 .

In addition, although the determination of whether the 1st inner marker 51c came out outside the 1st area|region 41 was demonstrated here, the travel control part 29 is each 1st marker ( other than the 1st inner marker 51c) ( The determination of whether or not 51) has come out of the 1st area|region 41 can also be performed similarly to the above. Further, the travel control unit 29 determines whether each of the second markers 52 has come out of the second area 42 , and whether each of the third markers 53 has come out of the third area 43 . Determination of whether or not can be performed similarly to the above.

The second determination condition is that at least a part of the second inner marker 52c comes out of the second region 42 . In addition, not only when the second inner marker 52c actually comes out of the second region 42 , but also when the second inner marker 52c is likely to come out of the second region 42 , the second 2 It may be judged that the judgment condition is satisfied. In the present embodiment, it is determined that the second determination condition is satisfied when the second inner marker 52c comes into contact with the outline of the second region 42 .

In this way, the second determination condition is that the second inner marker 52c comes out of the second region 42 .

The third determination condition is that at least a part of the third inner marker 53c comes out of the third region 43 . In addition, not only when the third inner marker 53c actually comes out of the third region 43 , but also when the third inner marker 53c is likely to come out of the third region 43 , the second 3 It may be judged that the judgment condition is satisfied. In the present embodiment, when the third inner marker 53c contacts the outline of the third region 43 , it is determined that the third determination condition is satisfied.

When at least one of the first determination condition, the second determination condition, and the third determination condition is satisfied, it is determined as "Yes" in step S01, and the processing advances to step S02. In addition, when all of the first determination condition, the second determination condition, and the third determination condition are not satisfied, it is determined as NO in step S01, and the processing advances to step S03.

In step S02, stop control is executed by the travel control unit 29 . Stop control is control which stops running of the combine 1. After that, the processing is once ended.

In step S03 , it is determined by the travel control unit 29 whether at least one of the fourth determination condition, the fifth determination condition, and the sixth determination condition is satisfied.

The fourth determination condition is that at least a part of the first intermediate marker 51b comes out of the first region 41 . In addition, not only when the first intermediate marker 51b actually comes out of the first area 41 , but also when the first intermediate marker 51b is likely to come out of the first area 41 , the second 4 It may be judged that the judgment condition is satisfied. In the present embodiment, when at least a part of the first intermediate marker 51b actually comes out of the first area 41, it is determined that the fourth determination condition is satisfied.

In this way, the fourth determination condition is that the first intermediate marker 51b comes out of the first area 41 .

The fifth determination condition is that at least a part of the second intermediate marker 52b comes out of the second region 42 . In addition, not only when the second intermediate marker 52b actually comes out of the second area 42 , but also when the second intermediate marker 52b is likely to come out of the second area 42 , the second 5 It may be judged that the judgment condition is satisfied. In the present embodiment, when at least a part of the second intermediate marker 52b actually comes out of the second area 42, it is determined that the fifth determination condition is satisfied.

In this way, the fifth determination condition is that the second intermediate marker 52b comes out of the second region 42 .

The sixth determination condition is that at least a part of the third intermediate marker 53b comes out of the third region 43 . In addition, not only when the third intermediate marker 53b actually comes out of the third area 43 , but also when the third intermediate marker 53b is likely to come out of the third area 43 , the second 6 It may be judged that the judgment condition is satisfied. In the present embodiment, when at least a part of the third intermediate marker 53b actually comes out of the third area 43 , it is determined that the sixth determination condition is satisfied.

When at least one of the fourth determination condition, the fifth determination condition, and the sixth determination condition is satisfied, it is determined as “Yes” in step S03, and the processing advances to step S04. Further, when all of the fourth determination condition, the fifth determination condition, and the sixth determination condition are not satisfied, it is determined No in step S03, and the processing proceeds to step S05.

In step S04, direction change control is executed by the travel control unit 29 . The direction change control is control which changes the advancing direction of the combine 1. After that, the processing is once ended.

Although the content of direction change control is not specifically limited, For example, control which changes the advancing direction of the combine 1 so that the combine 1 may become distant from the pavement outer edge part 6 may be sufficient, and before and after the combine 1 Control for switching the gin may be sufficient.

In step S05 , it is determined by the travel control unit 29 whether at least one of the seventh determination condition, the eighth determination condition, and the ninth determination condition is satisfied.

The seventh determination condition is that at least a part of the first outer marker 51a comes out of the first region 41 . In addition, not only when the first outer marker 51a actually comes out of the first area 41 , but also when the first outer marker 51a is likely to come out of the first area 41 , the second 7 It may be judged that the judgment condition is satisfied. In the present embodiment, when at least a part of the first outer marker 51a actually comes out of the first region 41, it is determined that the seventh determination condition is satisfied.

In this way, the seventh determination condition is that the first outer marker 51a comes out of the first area 41 .

The eighth determination condition is that at least a part of the second outer marker 52a comes out of the second region 42 . In addition, not only when the second outer marker 52a actually comes out of the second region 42 , but also when the second outer marker 52a is likely to come out of the second region 42 , the second 8 It may be judged that the judgment condition is satisfied. In the present embodiment, when at least a part of the second outer marker 52a actually comes out of the second region 42 , it is determined that the eighth determination condition is satisfied.

In this way, the eighth determination condition is that the second outer marker 52a comes out of the second region 42 .

The ninth determination condition is that at least a part of the third outer marker 53a comes out of the third region 43 . In addition, not only when the third outer marker 53a actually comes out of the third area 43 , but also when the third outer marker 53a is likely to come out of the third area 43 , the second 9 It may be judged that the judgment condition is satisfied. In the present embodiment, when at least a part of the third outer marker 53a actually comes out of the third region 43 , it is determined that the ninth determination condition is satisfied.

When at least one of the seventh determination condition, the eighth determination condition, and the ninth determination condition is satisfied, it is determined with “Yes” in step S05, and the processing advances to step S06. In addition, when all of the seventh determination condition, the eighth determination condition, and the ninth determination condition are not satisfied, it is determined as NO in step S05, and the processing is temporarily terminated.

In step S06, deceleration control is executed by the travel control unit 29 . The deceleration control is control for reducing the vehicle speed of the combine 1 . After that, the processing is once ended.

With the configuration described above, the travel control unit 29 is configured to execute deceleration control when at least one of the seventh determination condition and the eighth determination condition is satisfied. Further, when at least one of the first determination condition and the second determination condition is satisfied, the travel control unit 29 is configured to execute stop control, which is a control having a content different from that of the deceleration control. Further, the travel control unit 29 is configured to execute direction change control, which is control with a content different from either of the deceleration control and the stop control, when at least one of the fourth determination condition and the fifth determination condition is satisfied.

And the deceleration control is control which reduces the vehicle speed of the combine 1 . In addition, stop control is control which stops running of the combine 1. In addition, direction change control is control which changes the advancing direction of the combine 1.

And, by the deceleration control, the stop control, and the direction change control, it is suppressed that each 1st marker 51 comes out of the 1st area|region 41, and each 2nd marker 52 is the 2nd area|region ( It is suppressed from coming out of the outside of 42, and coming out of each 3rd marker 53 to the outside of the 3rd area|region 43 is also suppressed.

However, as shown in FIG. 10, the determination in step S03 is performed only when it is determined in step S01 as "No". In addition, the determination in step S05 is performed only when it determines with "no" in steps S01 and S03.

Accordingly, the direction change control and the deceleration control can be executed only when the stop control is not executed. Also, the deceleration control can be executed only when neither the stop control nor the direction change control is executed.

That is, the stop control is executed prior to the deceleration control and the direction change control. In particular, the stop control is executed prior to the deceleration control. In addition, the direction change control is performed with priority over the deceleration control.

Here, a case where deceleration control and stop control are executed by the control routine shown in Fig. 10 will be described by way of example.

In FIG. 11, the example in the case where the combine 1 which is traveling the pavement 5 approaches the pavement outer edge part 6 is shown in a top view. In addition, in FIG. 11, illustration of the combine 1 is abbreviate|omitted. In addition, in this example, in order to make description easy to understand, about the 3rd area|region 43 and each 3rd marker 53 is abbreviate|omitted. In addition, the 1st intermediate|middle marker 51b and the 2nd intermediate|middle marker 52b are also abbreviate|omitted.

In the example shown in FIG. 11, the combine 1 is located in the 1st position P1 first. At this time, the first outer marker 51a does not come out of the first region 41 , but the second outer marker 52a comes out of the second region 42 . That is, the above-described seventh determination condition is not satisfied, but the eighth determination condition is satisfied. In addition, at this time, the first inner marker 51c does not come out of the first region 41 , and the second inner marker 52c does not come out of the second region 42 .

Therefore, it is determined as YES in step S05 of the control routine shown in FIG. 10 , and deceleration control is executed by the travel control unit 29 .

Next, the combine 1 reaches the 2nd position P2. At this time, the second outer marker 52a comes out of the second region 42 . That is, the above eighth determination condition is satisfied. Also, at this time, the first outer marker 51a comes out of the first region 41 . That is, the seventh determination condition described above is satisfied. In addition, at this time, the first inner marker 51c does not come out of the first region 41 , and the second inner marker 52c does not come out of the second region 42 .

At this time, the control contents by the travel control unit 29 do not change. That is, the deceleration control already being executed is continuously performed.

In this way, the travel control unit 29 changes from a state in which only one of the seventh determination condition and the eighth determination condition is satisfied to a state in which both the seventh determination condition and the eighth determination condition are satisfied. It is comprised so that the control content of running of (1) may not be changed.

Similarly, the travel control unit 29 changes from a state in which only one of the first determination condition and the second determination condition is satisfied to a state in which both the first determination condition and the second determination condition are satisfied. It is comprised so that the control content of the running of the combine 1 may not be changed.

In addition, although it is abbreviate|omitted in FIG. 11, this applies similarly to the 1st intermediate marker 51b and the 2nd intermediate marker 52b. That is, the travel control unit 29 changes from a state in which only one of the fourth determination condition and the fifth determination condition is satisfied to a state in which both the fourth determination condition and the fifth determination condition are satisfied. It is configured so as not to change the control contents of the running of 1).

In addition, this is also the same for three conditions of a 7th determination condition, an 8th determination condition, and a 9th determination condition. That is, the travel control unit 29 switches from a state in which only one of the seventh determination condition, the eighth determination condition, and the ninth determination condition is satisfied, to a state in which only two are satisfied, or a state in which all three are satisfied. It is comprised so that the control content of the running of the combine 1 may not change according to what changed. In addition, the travel control unit 29 changes from a state in which only two of the seventh determination condition, the eighth determination condition, and the ninth determination condition are satisfied to a state in which all three are satisfied. It is configured so as not to change the control contents of the running.

This also applies to the three conditions of the first determination condition, the second determination condition, and the third determination condition. The same applies to the three conditions of the fourth determination condition, the fifth determination condition, and the sixth determination condition.

Next, the combine 1 arrives at the 3rd position P3. In this case, the second inner marker 52c is located inside the second region 42 , but the first inner marker 51c is in contact with the outline of the first region 41 .

Therefore, in step S01 of the control routine shown in FIG. 10 , it is determined “YES”, and the travel control unit 29 executes stop control. Thereby, the combine 1 stops at the 3rd position P3.

In addition, the control by the traveling control part 29 demonstrated above is performed not only during forward movement of the combine 1, but also during backward movement. That is, the traveling control part 29 is suppressed from coming out of each 1st marker 51 to the outside of the 1st area|region 41 either during the forward and backward of the combine 1, and each 2nd The traveling of the combine 1 is suppressed so that the marker 52 is suppressed from coming out of the second area 42 , and it is also suppressed that each third marker 53 is suppressed from coming out of the third area 43 . control

In this way, the travel control unit 29 suppresses the first marker 51 from coming out of the first region 41 in any of the forward and backward movements of the combine 1, and the second marker The traveling of the combine 1 is controlled so that 52 is suppressed from coming out to the outside of the 2nd area|region 42.

[About the change part]

As shown in FIG. 5 , the combine 1 includes a vehicle speed detection unit 19 . In addition, the vehicle speed detection unit 19 may be included in the work system SY.

The vehicle speed detection unit 19 is a sensor that detects the driving speed of the traveling device 11 . The vehicle speed detecting unit 19 detects the vehicle speed of the combine 1 by detecting the driving speed of the traveling device 11 .

In addition, the marker management unit 70 includes a change unit 73 . The change unit 73 acquires the detection result by the vehicle speed detection unit 19 . And the change part 73, according to the vehicle speed of the combine 1, the 1st outer side marker 51a, the 1st middle marker 51b, the 2nd outer side marker 52a, the 2nd intermediate marker 52b, The size of the third outer marker 53a and the third intermediate marker 53b is changed.

More specifically, as for the change unit 73, the lower the vehicle speed of the combine 1, the lower the first outer marker 51a, the first intermediate marker 51b, the second outer marker 52a, the second intermediate marker. (52b), the third outer marker 53a, and the third intermediate marker 53b are made small.

That is, the work system SY is equipped with the change part 73 which changes the magnitude|size of the 1st marker 51 and the 2nd marker 52 according to the vehicle speed of the combine 1 .

In addition, the change part 73 is comprised so that the magnitude|size of the 1st inner side marker 51c, the 2nd inner side marker 52c, and the 3rd inner side marker 53c may not be changed. That is, in this embodiment, the magnitude|size of the 1st inner side marker 51c, the 2nd inner side marker 52c, and the 3rd inner side marker 53c is constant regardless of the vehicle speed of the combine 1 .

However, this invention is not limited to this, The change part 73 according to the vehicle speed of the combine 1, the 1st inner side marker 51c, the 2nd inner side marker 52c, and the 3rd inner side marker 53c It may be comprised so that the size may be changed.

Here, a case in which the sizes of the second outer marker 52a and the second intermediate marker 52b are changed will be described as an example.

In FIG. 12, the example in the case where the combine 1 which is drive|working the pavement 5 approaches the pavement outer edge part 6 is shown in a top view. In addition, in this example, in order to make description easy to understand, about the 1st area|region 41, the 3rd area|region 43, each 1st marker 51, and each 3rd marker 53 is abbreviate|omitted.

In the example shown in FIG. 12, the combine 1 is located at the 4th position P4 first. In this case, the second outer marker 52a is located inside the second region 42 . Therefore, at this time, neither the stop control, the direction change control nor the deceleration control is executed.

In addition, at this time, the distance between the front end of the base body 10 and the front end of the 2nd outer side marker 52a is the 1st distance D1. In addition, the distance between the front end of the base body 10 and the front end of the 2nd intermediate marker 52b is the 2nd distance D2.

Next, the combine 1 arrives at the 5th position P5. At this time, the second outer marker 52a comes out of the second region 42 . In addition, at this time, both the 2nd intermediate marker 52b and the 2nd inner marker 52c are located inside the 2nd area|region 42. As shown in FIG. Therefore, at this time, the deceleration control is executed by the travel control unit 29 .

By this deceleration control, the vehicle speed of the combine 1 will reduce. Accordingly, the change unit 73 reduces the sizes of the second outer marker 52a and the second intermediate marker 52b. Accordingly, the distance between the front end of the base 10 and the front end of the second outer marker 52a becomes the third distance D3. In addition, the distance between the front end of the base body 10 and the front end of the 2nd intermediate marker 52b becomes 4th distance D4.

In addition, the third distance D3 is shorter than the first distance D1. In addition, the fourth distance D4 is shorter than the second distance D2.

Next, the combine 1 arrives at the 6th position P6. Here, while the combine 1 moves from the 5th position P5 to the 6th position P6, the deceleration control by the travel control part 29 is continuously performed. Therefore, the vehicle speed at the time of when the combine 1 reached the 6th position P6 is low compared with the vehicle speed when the combine 1 was located at the 5th position P5.

Therefore, at this time, the sizes of the second outer marker 52a and the second intermediate marker 52b are further made smaller. Specifically, the distance between the front end of the base 10 and the front end of the second outer marker 52a is the fifth distance D5 . In addition, the distance between the front end of the base|substrate 10 and the front end of the 2nd intermediate marker 52b is 6th distance D6.

In addition, the fifth distance D5 is shorter than the third distance D3. In addition, the sixth distance D6 is shorter than the fourth distance D4.

Also, at this time, the second intermediate marker 52b comes out of the second region 42 . In addition, at this time, the 2nd inner marker 52c is located inside the 2nd area|region 42. As shown in FIG. Therefore, at this time, the direction change control is executed by the travel control unit 29 .

However, in this example, although the advancing direction of the combine 1 does not actually change under the influence of the inclination of the pavement 5 etc., let the vehicle speed fall gradually. Therefore, the combine 1 passes through the 6th position P6, and decelerates, continuing going straight as it is.

Next, the combine 1 arrives at the 7th position P7. The vehicle speed at the time when the combine 1 reached the 7th position P7 is low compared with the vehicle speed when the combine 1 was located at the 6th position P6.

Therefore, at this time, the sizes of the second outer marker 52a and the second intermediate marker 52b are further made smaller. Specifically, the distance between the front end of the base 10 and the front end of the second outer marker 52a is the seventh distance D7. In addition, the distance between the front end of the base|substrate 10 and the front end of the 2nd intermediate|middle marker 52b is 8th distance D8.

In addition, the seventh distance D7 is shorter than the fifth distance D5. In addition, the eighth distance D8 is shorter than the sixth distance D6.

At this time, the second inner marker 52c is in contact with the outline of the second region 42 . Therefore, stop control is executed by the travel control unit 29 . Thereby, the combine 1 stops at the 7th position P7.

[About route creation]

As shown in FIG. 5 , the automatic travel control unit 24 includes a second path generating unit 28 (corresponding to the “route generating unit” according to the present invention). The second path generating unit 28 includes the first inner marker 51c, the second inner marker 52c, the third inner marker 53c, the first region 41, the second region 42, and the third and generate a target travel path TL (see FIGS. 13 and 15 ) for the second work travel, based on the area 43 . In addition, target travel route TL is a route different from the above-mentioned harvesting travel route LI.

As described above, in the present embodiment, the second work travel is performed by automatic travel. That is, the second route generating unit 28 generates a target travel route TL for automatic travel of the combine 1 .

In this way, the work system SY is provided with the 2nd path|route creation part 28 which produces|generates the target traveling path|route TL for the automatic traveling of the combine 1 .

The second route generating unit 28 is configured such that, when the combine 1 automatically travels along the target travel route TL, the first inner marker 51c does not come out of the first area 41 , and , so that the second inner marker 52c does not come out of the second area 42 and the third inner marker 53c does not come out of the third area 43 , the target travel path TL is set. create

That is, when the combine 1 automatically travels along the target travel path TL, the second path generation unit 28 is configured so that the first inner marker 51c does not come out of the first region 41 . Also, the target travel path TL is generated so that the second inner marker 52c does not come out of the second region 42 .

Hereinafter, generation of the target travel path TL by the second path generation unit 28 will be described in detail.

In the present embodiment, when the combine 1 changes direction during the mowing travel, and when the combine 1 moves to a point where the discharge operation is scheduled, the second route generation unit 28 is configured to: TL) is created. In addition, a discharge|emission operation|work is an operation|work which discharge|emits the grain stored in the grain tank 14 with the grain discharge apparatus 18. As shown in FIG.

The second route generation unit 28 first generates a target travel route TL in which the combine 1 can move in the shortest distance. And before the combine 1 actually travels along the target travel path TL, the 2nd path|route generating part 28 determines whether the target travel path TL is appropriate.

At this time, when the combine 1 automatically travels along the target travel path TL, the second path generating unit 28 generates the first inner marker 51c outside the first area 41 . Also, it is determined whether the second inner marker 52c does not come out of the second region 42 and the third inner marker 53c does not come out of the third region 43 .

When the combine 1 automatically travels along the target travel path TL, the first inner marker 51c does not come out of the first area 41, and the second inner marker 52c does not When it is determined that the third inner marker 53c does not come out of the second area 42 and the third inner marker 53c does not come out of the third area 43 , the second route generation unit 28 performs the target travel It is determined that the path TL is appropriate. Then, the target travel path TL is sent to the travel control unit 29 as shown in FIG. 5 .

On the other hand, when it is determined that the first inner marker 51c comes out of the first area 41 when the combine 1 automatically travels along the target travel path TL, the second path generating unit 28 ) determines that the target travel path TL is not appropriate. In addition, when it is determined that the second inner marker 52c comes out of the second area 42 when the combine 1 automatically travels along the target travel path TL, and the combine 1 is Even when it is determined that the third inner marker 53c comes out of the third area 43 when the vehicle automatically travels along the target travel path TL, the second path generation unit 28 determines the target travel path (TL) is not appropriate.

When it is determined that the generated target travel path TL is not appropriate, the second path generation unit 28 generates a new target travel path TL. Then, generation of a new target travel path TL and determination of whether the target travel path TL is appropriate are repeated until it is determined that the generated target travel path TL is appropriate. Then, the target travel path TL determined to be appropriate is sent to the travel control unit 29 .

The travel control unit 29 determines the combine 1 based on the position coordinates of the combine 1 received from the host vehicle position calculation unit 21 and the target travel path TL received from the second path generation unit 28 . ) to control the automatic driving. More specifically, the travel control unit 29 controls the travel of the combine 1 so that automatic travel along the target travel path TL is performed.

In FIGS. 13 and 14, when the combine 1 changes direction during a mowing run, the example in which the target travel path TL is generate|occur|produced by the 2nd path|route generating part 28 is shown. In this example, the combine 1 is automatically traveling along 1st harvesting route LI1 which is harvesting travel route LI. And as the harvesting travel route LI which travels next, 2nd harvesting route LI2 is selected by the route selection part 27.

1st harvesting route LI1 and 2nd harvesting route LI2 are orthogonal to each other. Therefore, the combine 1 needs to perform a direction change of 90 degrees.

In this example, the second path generating unit 28 first generates the first target path TL1 that is the target travel path TL. As shown in FIG. 13 , the first target path TL1 includes a first path t1 , a second path t2 , and a third path t3 .

The 1st path|route t1 is a path|route for advancing, turning to the left side of a body. The second path t2 is a path for moving backward while turning to the right side of the aircraft. The third path t3 is a path for moving forward.

When the combine 1 automatically travels along the first target path TL1, the combine 1 travels in the order of the first path t1, the second path t2, and the third path t3. do.

Here, in this example, as shown in FIG. 14 , when the combine 1 automatically travels along the first path t1 , the second inner marker 52c comes out of the second region 42 . make it as Therefore, the second path generation unit 28 determines that the first target path TL1 is not appropriate. Then, as shown in FIG. 15 , the second route generating unit 28 generates a second target route TL2 that is a new target travel route TL.

And, in this example, as shown in FIG. 16 , when the combine 1 automatically travels along the second target path TL2 , the first inner marker 51c moves to the outside of the first region 41 . It is assumed that the second inner marker 52c does not come out, and the second inner marker 52c does not come out of the second region 42 , and the third inner marker 53c does not come out of the third region 43 . Therefore, the second path generation unit 28 determines that the second target path TL2 is appropriate.

Then, the second route generator 28 sends the second target route TL2 to the travel controller 29 . The travel control unit 29 controls travel of the combine 1 so that automatic travel along the second target path TL2 is performed.

Further, as shown in FIGS. 13 and 15 , the number of forwards and backwards in the automatic driving along the second target path TL2 is the number of forwards and backwards in the automatic driving along the first target path TL1 , as shown in FIGS. 13 and 15 . more than the number of times Further, the travel distance in the automatic travel along the second target path TL2 is longer than the travel distance in the automatic travel along the first target path TL1 .

Moreover, as shown in FIG. 15, the part for the combine 1 to move backward is contained in 2nd target path|route TL2. In this way, the second route generation unit 28 can generate the target travel route TL including the portion for the combine 1 to move backward.

In addition, in FIGS. 17 and 18 , when the combine 1 moves to the discharge point DP, which is a point at which the discharge operation is scheduled, the target travel path TL is generated by the second path generation unit 28 An example is shown.

In this example, the transport vehicle CV is parked in the vicinity of the discharge point DP among the pavement outer edges 6 . The truck CV collects the grain which the combine 1 discharged|emitted from the grain discharge apparatus 18, and can convey it.

In addition, in this example, the combine 1 moves to the discharge point DP without passing through a non-harvesting area, after performing a harvesting run (middle run) so that it may pass through the center part of work target area|region CA. do it by doing

In this example, the second path generating unit 28 first generates the third target path TL3 that is the target travel path TL. As shown in FIG. 17 , the third target path TL3 includes three turning points where a 90° left turn is performed. And when the combine 1 passes the first turning point, the combine 1 will pass through the side part 61a vicinity in the pavement outer edge part 6 .

And, in this example, as shown in FIG. 18 , when the combine 1 automatically travels along the third target path TL3 , the first inner marker 51c moves to the outside of the first region 41 . It is assumed that the second inner marker 52c does not come out, and the second inner marker 52c does not come out of the second region 42 , and the third inner marker 53c does not come out of the third region 43 . Therefore, the second path generation unit 28 determines that the third target path TL3 is appropriate.

Then, the second route generator 28 sends the third target route TL3 to the travel controller 29 . The travel control unit 29 controls travel of the combine 1 so that automatic travel along the third target path TL3 is performed.

With the configuration described above, two virtual markers, the first inner marker 51c and the second inner marker 52c, are set. And, when the combine 1 travels automatically along the target travel path TL, the second path generation unit 28 is configured so that the first inner marker 51c does not come out of the first area 41 . Also, the target travel path TL is generated so that the second inner marker 52c does not come out of the second region 42 .

Accordingly, when the target travel path TL is generated, the first inner marker 51c is allowed to come out of the second area 42 , and the second inner marker 52c is moved to the first area 41 . It is permitted to come out of the Accordingly, the first inner marker 51c and the second inner marker 52c are appropriately set according to the three-dimensional shape of the combine 1, and two areas are set corresponding to these markers, thereby generating target travel. The path TL tends to be efficient.

For example, if it is the structure demonstrated above, it is allowable for the part corresponding to the 2nd inner marker 52c among the base|substrate 10 of the combine 1 to come out to the outside of the 1st area|region 41. Therefore, compared to the configuration in which the target travel path TL is generated so that the portion corresponding to the second inner marker 52c of the body 10 of the combine 1 is avoided from coming out of the first area 41 , , the condition that the target travel path TL must satisfy is relaxed. Therefore, the generated target travel path TL is likely to be efficient.

In this way, with the configuration described above, the condition that the target travel path TL must satisfy is relatively relaxed. As a result, it is possible to realize the work system SY in which the generated target travel path TL is likely to be efficient.

[Other embodiments]

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

(2) In the said embodiment, the harvesting travel path|route LI produced|generated by the 1st path|route creation part 23 is a some mesh line extended in the vertical and horizontal direction. However, this invention is not limited to this, The harvesting travel path|route LI produced|generated by the 1st path|route creation part 23 does not need to be the some mesh line extended in a vertical and horizontal direction. For example, the harvesting travel path LI generated by the first path generation unit 23 may be a swivel travel path. In addition, the harvesting travel route LI does not need to be orthogonal to the other harvesting travel route LI. In addition, the some parallel line parallel to each other may be sufficient as the harvesting travel path|route LI produced|generated by the 1st path|route creation part 23.

(3) Own vehicle position calculation unit 21 , work area calculation unit 22 , first path generation unit 23 , automatic driving control unit 24 , map generation unit 25 , path selection unit 27 , first 2 Path generation unit 28, travel control unit 29, aircraft information storage unit 33, marker position calculation unit 35, marker management unit 70, marker storage unit 71, marker setting unit 72, Among the change unit 73 , the area management unit 75 , the area storage unit 76 , and the area setting unit 77 , some or all of them may be provided outside the combine 1 , for example, the combine 1 ) may be provided in a management facility or a management server provided outside the

(4) The combine 1 may be comprised so that automatic running cannot be carried out.

(5) In the said embodiment, the work area calculation part 22 calculates the area|region where the combine 1 performed the 1st work travel as outer peripheral area|region SA. However, the present invention is not limited to this. The outer peripheral area SA may be determined before the combine 1 performs a 1st work travel.

(6) Each of the first markers 51 may not be in the form of a frame. For example, one or a plurality of points may be sufficient as each 1st marker 51, the straight line or curve which connects two points may be sufficient, and the combination of several straight line and curve may be sufficient as it.

(7) Each of the second markers 52 may not have a frame shape. For example, one or more points may be sufficient as each 2nd marker 52, The straight line or curve which connects two points may be sufficient, and the combination of several straight line and curve may be sufficient as it.

(8) Each of the third markers 53 may not be in the form of a frame. For example, one or a plurality of points may be sufficient as each 3rd marker 53, the straight line or curve which connects two points may be sufficient, and the combination of several straight line and curve may be sufficient as it.

(9) In the above embodiment, there are three types of markers: the first marker 51 , the second marker 52 , and the third marker 53 . However, this invention is not limited to this, The number of markers may be only two types, and four or more types may be sufficient as them.

(10) The threshing apparatus 13 may be contained in the 2nd part 10b, and the grain tank 14 may be contained.

(11) The first part 10a may be any part of the base 10 other than the base frame 9 .

(12) The second part 10b may be any part of the base 10 other than the harvesting part H. For example, the threshing apparatus 13 may be sufficient as the 2nd part 10b. In this case, the threshing apparatus 13 is corresponded to the "working apparatus" which concerns on this invention. In addition, the grain tank 14 may be sufficient as the 2nd part 10b. In this case, the grain tank 14 corresponds to the "working apparatus" which concerns on this invention.

(13) In the above embodiment, the marker setting unit 72, based on the information stored in the aircraft information storage unit 33, each first marker 51, each second marker 52, each 3 The marker 53 is set. However, the present invention is not limited thereto, and the marker setting unit 72, based on information input by artificial manipulation, includes each of the first markers 51, each of the second markers 52, and each of the third markers. (53) may be configured to be set.

(14) In the above embodiment, the outline of the third region 43 is set so as to coincide with the boundary between the pavement outer edge portion 6 and the pavement 5 . However, the present invention is not limited thereto, and the outline of the third region 43 is a position spaced apart from the boundary between the outer edge of the pavement 6 and the pavement 5 by a predetermined distance inside the pavement 5 . may be set to Moreover, the user of the work system SY may be able to set this predetermined distance arbitrarily. In addition, whether the position of the outline of the third region 43 is set to a position coincident with the boundary between the packaging outer edge portion 6 and the packaging 5, or from the boundary between the packaging outer edge portion 6 and the packaging 5 A user may be able to select whether or not to set at a position spaced apart by a predetermined distance inside of (5).

Similarly to this, the outline of the first region 41 may be set at a position spaced apart by a predetermined distance inside the pavement 5 from the position in the above embodiment. Moreover, the user of the work system SY may be able to set this predetermined distance arbitrarily. In addition, the user selects whether to set the position of the outline of the first region 41 at the position in the above embodiment or at a position spaced apart by a predetermined distance inside the pavement 5 from the position in the above embodiment. It may be possible.

Similarly, the outline of the second region 42 may be set at a position spaced apart by a predetermined distance inside the pavement 5 from the position in the above embodiment. Moreover, the user of the work system SY may be able to set this predetermined distance arbitrarily. In addition, the user selects whether to set the position of the outline of the second region 42 at the position in the above embodiment or at a position spaced apart by a predetermined distance inside the pavement 5 from the position in the above embodiment. It may be possible.

(15) In the above embodiment, there are three first markers 51: the first outer marker 51a, the first middle marker 51b, and the first inner marker 51c. However, this invention is not limited to this, The number of the 1st markers 51 may be 1, 2, or 4 or more may be sufficient as it.

Similarly to this, one or two may be sufficient as the number of the 2nd marker 52, and four or more may be sufficient as it. In addition, the number of 3rd marker 53 may be 1 or 2, and 4 or more may be sufficient as it.

(16) In the above embodiment, the plurality of first markers 51 , the plurality of second markers 52 , and the plurality of third markers 53 are all stored in the marker storage unit 71 . However, this invention is not limited to this, The member and functional part which memorize|stores the some 1st marker 51, The member and functional part which memorize|stores the some 2nd marker 52, A some 3rd marker The member and the functional part for storing (53) may be different from each other. In this case, the member and the functional part which memorize|stores the some 1st marker 51 correspond to the "1st memory|storage part" which concerns on this invention. In addition, the member and the functional part which memorize|stores the some 2nd marker 52 correspond to the "second memory|storage part" which concerns on this invention.

(17) In the above embodiment, the first region 41 , the second region 42 , and the third region 43 are all stored in the region storage unit 76 . However, the present invention is not limited thereto, and a member or a functional unit for storing the first region 41 , a member or a functional unit for storing the second region 42 , and a third region 43 for storing the The member and the functional part may be different from each other. In this case, the member and the functional part which memorize|stores the 1st area|region 41 correspond to the "third memory|storage part" which concerns on this invention. In addition, the member and functional part which memorize|stores the 2nd area|region 42 correspond to the "fourth storage part" which concerns on this invention.

(18) Instead of the map production|generation part 25, the map acquisition part which acquires the outer edge part map produced|generated from the outside of the combine 1 may be provided. In this case, the map acquisition unit corresponds to the "acquisition unit" according to the present invention.

In addition, the structure disclosed by the above-mentioned embodiment (including another embodiment, it is the same hereinafter) can be applied in combination with the structure disclosed by another embodiment, unless a contradiction arises. In addition, embodiment disclosed in this specification is an illustration, Embodiment of this invention is not limited to this, It is possible to change suitably within the range which does not deviate from the objective of this invention.

The present invention, as well as a normal combine, can be used in various types of work vehicles, such as a self-extracting combine, a tractor, a rice transplanter, a corn harvester, a potato harvester, a ginseng harvester, and a construction machine.

1: Combine (work car)
5: Packaging
6: Packaging perimeter
9: Aircraft frame
10: gas
10a: first part
10b: second part
25: map generation unit (acquisition unit)
28: second path generating unit (path generating unit)
41: first area
42: second area
51c: first inner marker (first fiducial marker)
52c: second inner marker (second fiducial marker)
71: marker storage unit (first storage unit, second storage unit)
72: marker setting unit
76: area storage unit (third storage unit, fourth storage unit)
77: area setting unit
H: Harvesting unit (working device)
HA: reference height (predetermined height)
SY: working system (path generation system)
TL: target driving route

Claims (7)

It is a path generating system having a path generating unit for generating a target driving path for automatic driving of a work vehicle,
a first storage unit for storing a first virtual reference marker in which a relative position with respect to the aircraft of the working vehicle is set;
a second storage unit for storing a virtual second reference marker whose position relative to the aircraft is set;
a third storage unit for storing a first area set in the periphery of the outer edge of the package provided in a state of enclosing the package and the boundary of the package;
and a fourth storage unit for storing a second area set in the periphery of the boundary;
The path generating unit may include, when the work vehicle automatically travels along the target driving path, the first reference marker does not come out of the first area, and the second reference marker is located outside the second area. A path generating system for generating the target driving path so as not to come out as . The method according to claim 1, wherein the first reference marker corresponds to a planar appearance of a first portion of the airframe,
The second reference marker corresponds to a planar appearance of a second portion of the aircraft;
wherein the first portion and the second portion are located at different heights. 3. The method of claim 2, wherein the first part is a gas frame,
The second portion is a working device supported on the airframe frame. The method according to claim 3, wherein the working device is configured to be liftable with respect to the body frame,
The second reference marker corresponds to a planar appearance of the working device when the working device is raised to a predetermined height or more. The path generating system according to claim 3 or 4, further comprising a marker setting unit that sets the second reference marker based on a shape of the working device. The acquisition unit according to any one of claims 2 to 4, comprising: an acquisition unit for acquiring information on the outer edge indicating the position and height of the outer edge of the package;
and a region setting unit configured to set the first region and the second region based on a height position of the first part, a height position of the second part, and the outer edge information. The path generating system according to any one of claims 1 to 4, wherein the path generating unit is capable of generating the target travel path including a portion for the work vehicle to reverse.

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