WO2018116772A1 - Système de déplacement automatique de véhicule de travail - Google Patents

Système de déplacement automatique de véhicule de travail Download PDF

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Publication number
WO2018116772A1
WO2018116772A1 PCT/JP2017/042875 JP2017042875W WO2018116772A1 WO 2018116772 A1 WO2018116772 A1 WO 2018116772A1 JP 2017042875 W JP2017042875 W JP 2017042875W WO 2018116772 A1 WO2018116772 A1 WO 2018116772A1
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WIPO (PCT)
Prior art keywords
work
travel
vehicle
travel route
traveling
Prior art date
Application number
PCT/JP2017/042875
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English (en)
Japanese (ja)
Inventor
冨田さくら
佐野友彦
阪口和央
仲島鉄弥
押谷誠
石見憲一
吉田脩
Original Assignee
株式会社クボタ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from JP2016245804A external-priority patent/JP6689738B2/ja
Priority claimed from JP2016245802A external-priority patent/JP6842907B2/ja
Application filed by 株式会社クボタ filed Critical 株式会社クボタ
Priority to CN201780071465.8A priority Critical patent/CN109964192B/zh
Priority to KR1020197013044A priority patent/KR102532963B1/ko
Publication of WO2018116772A1 publication Critical patent/WO2018116772A1/fr

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    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
    • A01B69/00—Steering of agricultural machines or implements; Guiding agricultural machines or implements on a desired track
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions

Definitions

  • the present invention relates to a work vehicle automatic travel system for a plurality of work vehicles that work cooperatively on a work site while exchanging data.
  • the present invention also relates to a work vehicle automatic travel system for a plurality of work vehicles that automatically travel while working cooperatively on a work site.
  • the field work machine includes a route calculation unit and a driving support unit in order to perform field work by automatic traveling.
  • the route calculation unit obtains the outer shape of the field from the terrain data, and calculates a travel route starting from the set travel start point and ending at the travel end point based on the outer shape and the work width of the field work machine.
  • the driving support unit compares the vehicle position obtained based on the positioning data (latitude / longitude data) obtained from the GPS module with the travel route calculated by the route calculation unit, and the traveling vehicle body moves along the travel route.
  • the steering mechanism is controlled to travel.
  • Patent Document 1 discloses a system that automatically controls one work vehicle
  • Patent Document 2 discloses a system that performs work while traveling two work vehicles in parallel.
  • the travel route for performing the work of the first work vehicle and the second work vehicle is determined.
  • the first work vehicle and the second work vehicle measure the position of the host vehicle and work while traveling along the travel route.
  • Patent Document 1 discloses a system for automatically traveling one work vehicle.
  • Patent Document 3 discloses a master work vehicle and an unmanned maneuvering child work vehicle imitating the parent work vehicle.
  • a parent position detection module that detects a parent position that is the position of the parent work vehicle
  • a child position detection module that detects a child position that is the position of the child work vehicle
  • a child work vehicle based on a travel locus of the parent work vehicle.
  • the child driving target calculation part for calculating the target driving position the parent parameter generating part for linking and generating the parent work driving parameter relating to the work driving executed by the parent work vehicle, and the parent position
  • an operation control unit for unmanned operation of the vehicle.
  • the parent work driving parameter related to the work driving executed on the parent work vehicle is generated in a form linked to the position of the parent work vehicle, and the sub work corresponding to the position of the parent work vehicle is further generated based on the parent work driving parameter.
  • a sub work operation parameter for the sub work vehicle linked to the target travel position of the car is generated.
  • the sub work vehicle can perform a work operation that closely follows the work operation of the parent work vehicle based on the work operation parameters, the sub position, and the target travel position.
  • JP 2015-112071 JP 2016-093125 A Japanese Patent Laying-Open No. 2015-188351
  • An automatic work vehicle traveling system for a plurality of work vehicles that cooperatively travels a work place while exchanging data includes: an outer peripheral area, and a work area that is inside the outer peripheral area; An area setting unit that sets the section obtained by dividing the vehicle into a plurality of sections, a host position calculation section that calculates the host vehicle position, and a collection of a number of travel route elements that form a travel route that covers the section
  • a route management unit that readablely manages a traveling route element group that is a roundabout route element group that is a set of circulation route elements that constitute a circulation route that circulates the outer region and the middle region, and the section
  • the next travel route element or the next rounding route element to be traveled next is based on the own vehicle position and the work travel state of the other vehicle so that each of the vehicle travels with at least one work vehicle.
  • the work target area is divided by the middle area and divided into a plurality of sections.
  • the outer peripheral area and the middle area located in the outer periphery of the work target area are areas created by traveling by the work vehicle at the start of the work.
  • the outer peripheral area, the work target area, the middle area, and the shape dimensions of the sections are obtained from the successive vehicle positions indicating the trajectory of the work vehicle. Based on this shape and dimension, it is possible to calculate and manage a travel route element that covers each section and a circulation route element that circulates between the outer peripheral region and the middle region.
  • the division of the work target area by the middle area is performed so that the section obtained by the division has an appropriate size for the work traveling of at least one work vehicle.
  • the work travel state of the other vehicle can be read from the data indicating the work travel state of the work vehicle included in the exchanged data.
  • the work vehicle in charge of each section selects the travel route element and the turn route element to be traveled next while considering the position of the own vehicle and the working travel state of the other vehicle, and thereby the degree of freedom. High work travel can be performed.
  • the other vehicle position relationship indicating the positional relationship between the host vehicle and the other vehicle is included in the working state of the other vehicle, and the other vehicle for calculating the other vehicle position relationship is provided.
  • a positional relationship calculation unit is provided.
  • the work vehicle selects a travel route element to be traveled next based on the other vehicle positional relationship indicating the positional relationship between the host vehicle and the other vehicle. Therefore, the work vehicle can travel while maintaining the distance from the other vehicle within a certain range or can avoid the other vehicle that is temporarily stopped.
  • the work vehicle When performing automatic traveling with multiple work vehicles, there is a possibility that the work vehicle may perform inappropriate work traveling for some reason. For this reason, a supervisor rides on one work vehicle, and this supervisor finds an inappropriate work drive at an early opportunity by monitoring the trends of other unmanned work vehicles. Such treatment can be performed. For this reason, the information included in the other vehicle position relationship includes not only information for avoiding contact between work vehicles but also that the work vehicle comes out of a range that can be visually recognized by a supervisor on the work vehicle. It is also necessary to include information for prevention.
  • the other vehicle position relationship includes a first position relationship that maintains a work vehicle interval of a first distance or more that can avoid contact between the work vehicles, and And a second positional relationship for maintaining a work vehicle interval equal to or less than a second distance at which the work travel state of the other vehicle can be visually recognized from the own vehicle.
  • the route element selection unit is configured to simultaneously perform the work travel for creating the middle area and the work travel for the section created by the middle area.
  • the next travel route element is selected.
  • the shape and size of the section divided by the intermediate area can be estimated to some extent. From this, it is possible to start work travel for creating a middle area by using a specific work vehicle, and at the same time, work work in a section where other work vehicles are divided by the middle area.
  • the route element selection unit is configured to cause the next travel route element for the section created by the middle area during the work travel to create the middle area. Is selected by excluding a travel route element adjacent to the intermediate area.
  • a work vehicle automatic traveling system for a plurality of work vehicles that automatically travel while working cooperatively on a work site is provided for each of the work vehicles, and a device group capable of changing a state by adjusting device parameters
  • a parameter acquisition unit that acquires the device parameters input by a supervisor of the work vehicle; and a parameter adjustment command that adjusts the device parameters for each of the work vehicles based on the device parameters acquired by the parameter acquisition unit.
  • a parameter adjustment command generation unit that generates and transmits the parameter adjustment command to the work vehicle.
  • the device parameter input by the supervisor is acquired by the parameter acquisition unit, and the parameter adjustment command for adjusting the device parameter of each work vehicle based on the acquired device parameter is the parameter adjustment command.
  • the generated parameter adjustment command is transmitted to a work vehicle that requires adjustment of the device parameters.
  • the device parameter is adjusted based on the parameter adjustment command. In this way, one or more work vehicles are adjusted to the equipment parameters desired by the supervisor by only performing the equipment parameter input operation once without moving the place.
  • the parameter acquisition unit acquires a current value of the device parameter for each work vehicle, and the input of the device parameter is performed through a touch panel, and the display of the touch panel is performed.
  • the current value of the device parameter is displayed on the panel unit.
  • the current value of each device parameter of the work vehicle participating in the cooperative work traveling is acquired by the parameter acquisition unit and displayed on the touch panel.
  • the supervisor can check the necessity of adjustment while confirming the actual working state of the work implement and the current state of the parameter device of each work vehicle displayed on the touch panel at hand. When adjustment is necessary, the supervisor can perform an input operation for adjusting device parameters of the work vehicle in question on the spot.
  • the harvesting part can be moved up and down, depending on the state of the field and the state of the crop, the vehicle speed, the processing capacity of the harvesting part, cutting It is necessary to adjust the height and the like. Therefore, in the harvesting machine or the like, the equipment parameters that must be adjusted by the monitor are the traveling equipment parameters such as the vehicle speed and the engine speed, and the working equipment parameters that control the height of the harvesting section. By adjusting this before and during the work travel, an appropriate harvesting operation is performed.
  • the plurality of work vehicles include a master work vehicle and a slave work vehicle on which the supervisor is boarded, and the master work vehicle includes the parameter acquisition unit and The parameter adjustment command generation unit is constructed, and the parameter adjustment command is transmitted from the master work vehicle to the slave work vehicle.
  • the equipment parameters of the master work vehicle are adjusted directly by the supervisor.
  • the adjustment of the device parameter of the slave work vehicle is performed by a parameter adjustment command generated based on the device parameter input by the supervisor. This parameter adjustment command is transmitted to the control system of the slave work vehicle through the control system of the master work vehicle or the communication terminal carried by the supervisor.
  • FIG. 16 is an explanatory diagram illustrating an example of a U-turn travel route generated based on the generation principle of FIG. 15.
  • FIG. 16 is an explanatory diagram illustrating an example of a U-turn travel route generated based on the generation principle of FIG. 15.
  • FIG. 16 is an explanatory diagram illustrating an example of a U-turn travel route generated based on the generation principle of FIG. 15. It is explanatory drawing of the alpha turn travel route in a mesh-like travel route element group. It is explanatory drawing which shows the case where the work driving
  • FIG. 1 schematically shows work travel of a work vehicle in a work vehicle automatic travel system.
  • the work vehicle is a harvester 1 that performs a harvesting operation (reaping operation) for harvesting crops while traveling as a work traveling, and is a model generally called a normal combine.
  • the work place that is operated by the harvester 1 is called a farm field.
  • an area in which the harvester 1 travels around while performing the work along the boundary line of the farm field called hoe is set as the outer circumferential area SA.
  • the inner side of the outer peripheral area SA is set as a work target area CA.
  • the outer peripheral area SA is used as a moving space and a direction changing space for the harvesting machine 1 to discharge the crop and refuel.
  • the harvesting machine 1 performs 3 to 4 rounds of traveling along the field boundary as the first work traveling.
  • the field is worked by the work width of the harvester 1 every round, so the outer peripheral area SA has a width of about 3 to 4 times the work width of the harvester 1.
  • the outer peripheral area SA is treated as an already-cut area (an already-worked area), and the work area CA is treated as an uncut area (an un-worked area).
  • the work width is handled as a value obtained by subtracting the overlap amount from the cutting width.
  • the work width in the present invention is defined by the type of work vehicle and the work type.
  • work travel used in this application is a broad term that includes not only traveling while actually performing work, but also traveling that does not perform work for changing the direction during work. It is used in the sense of Furthermore, in this specification, the phrase “work environment of the work vehicle” can also include the state of the work vehicle, the state of the work place, a command from a person (such as a supervisor, a driver, or an administrator). State information is required by evaluating the environment. This state information includes mechanical factors such as refueling and crop discharge, environmental factors such as weather fluctuations and work site conditions, and human requests such as unexpected work interruption commands.
  • the status information of the other vehicle is handled as the working status of the other vehicle, and the other vehicle positional relationship indicating the positional relationship between the own vehicle and the other vehicle. Etc. are also included in the working state of other vehicles.
  • the positional relationship between the work vehicles is also one of work environment or state information. It should be noted that the supervisor or manager may be in the work vehicle, or may be near the work vehicle or far away from the work vehicle.
  • the harvester 1 includes a satellite positioning module 80 that outputs positioning data based on a GPS signal from an artificial satellite GS used in GPS (Global Positioning System).
  • the harvesting machine 1 has a function of calculating the position of the vehicle that is the position coordinates of a specific location in the harvesting machine 1 from the positioning data.
  • the harvester 1 has an automatic traveling function that automates the traveling harvesting operation by maneuvering the calculated own vehicle position so as to match the target traveling route. Further, when discharging the harvested product while traveling, the harvester 1 needs to approach and park around the transport vehicle CV parked at the shore. When the parking position of the transport vehicle CV is determined in advance, such approaching traveling, that is, temporary departure from work traveling in the work target area CA, and return to work traveling may also be performed automatically. Is possible.
  • the travel route for leaving the work target area CA and returning to the work target area CA is generated when the outer peripheral area SA is set.
  • a refueling vehicle and other work support vehicles can be parked instead of the transport vehicle CV.
  • the harvesting machine 1 that has arrived at the field performs harvesting while circling along the inside of the field boundary.
  • This work is called perimeter cutting and is a well-known work in harvesting work.
  • traveling that repeats forward and backward movement is performed so that an uncut grain culm does not remain.
  • at least the outermost circumference is performed by manual travel so that there is no leftover and does not hit the ridge.
  • the remaining several laps on the inner circumference side may be automatically run by an automatic running program dedicated to peripheral cutting, or may be performed manually following the peripheral cutting on the outermost circumference.
  • a polygon as simple as possible preferably a quadrilateral, is adopted so as to be convenient for the operational traveling by the automatic traveling.
  • a circulation route element for circulating around the outer peripheral area SA is created.
  • the traveling locus of this orbital traveling can be obtained based on the own vehicle position calculated from the positioning data of the satellite positioning module 80 by the own vehicle position calculating unit 53.
  • the contour data generation unit 43 generates the contour data of the field from this travel locus, in particular, the contour data of the work target area CA that is an uncut area located inside the travel locus of the orbital travel.
  • the field is managed by the area setting unit 44 separately in the outer peripheral area SA and the work target area CA.
  • the work travel for the work target area CA is performed by automatic travel. Therefore, the route management unit 60 manages a travel route element group that is a travel route for travel that covers the work target area CA (travel that is filled with the work width). This travel route element group is an aggregate of a number of travel route elements. The route management unit 60 calculates a travel route element group based on the outer shape data of the work area CA and stores it in a memory so that it can be read out.
  • the work state evaluation part 55 which outputs the state information calculated
  • the minimum unit (link) between points (nodes) that can change the travel route is a travel route element.
  • a travel route generation device that generates a travel route for the harvester 1 is constructed by the outer shape data generation unit 43, the region setting unit 44, and the route management unit 60. Further, a travel route determination device that determines a travel route for the harvester 1 is constructed by the vehicle position calculation unit 53, the region setting unit 44, the route management unit 60, and the route element selection unit 63. Such a travel route generation device and a travel route determination device can be incorporated in the control system of the conventional harvester 1 capable of automatic travel. Alternatively, it is possible to construct a travel route generation device and a travel route determination device in a computer terminal, and connect the computer terminal and the control system of the harvester 1 so that data can be exchanged, thereby realizing automatic travel.
  • Another vehicle positional relationship calculation unit 56 that calculates the positional relationship between the harvesting devices 1 is provided.
  • the other-vehicle positional relationship calculation unit 56 is configured such that the position of one harvester 1 (own vehicle position), the position of the other harvester 1 (other vehicle position), the traveling direction of one harvester 1, and the other harvester 1 The other vehicle position relation including the traveling direction is calculated.
  • This other vehicle positional relationship is one of data representing the working traveling state of the harvester 1.
  • This work travel state is state information output from the work state evaluation unit 55 by evaluating the state of the harvester 1, the state of the work place, the supervisor's command, and the like. As shown in FIG.
  • the other vehicle position relationship calculated by the other vehicle position relationship calculation unit 56 is sent to the work state evaluation unit 55.
  • the work state evaluation unit 55 sends the work travel state of the other vehicle to the route element selection unit 63.
  • FIG. 4 shows a travel route element group in which a number of parallel dividing straight lines that divide the work target area CA into strips are used as travel route elements.
  • This travel route element group is a parallel travel route element in which two nodes (both end points, referred to herein as a route changeable point that can be changed) are connected by a single link. It is.
  • the travel route elements are set to be arranged at equal intervals by adjusting the overlap amount of the work width. For the transition from the end point of the travel route element indicated by one straight line to the end point of the travel route element indicated by the other straight line, U-turn travel (for example, 180 ° direction change travel) is performed.
  • This U-turn travel includes normal U-turn travel and switchback turn travel.
  • the normal U-turn traveling is performed only by the forward movement of the harvester 1, and the traveling locus is U-shaped.
  • the switchback turn travel is performed by using the forward and backward movements of the harvester 1, and the travel locus is not U-shaped.
  • the harvester 1 travels in the same direction as the normal U-turn travel. Is obtained.
  • a distance is required to sandwich two or more travel route elements between the route changeable point before the direction change travel and the route changeable point after the direction change travel. At shorter distances, switchback turn travel is used.
  • the switchback turn travel is reverse, unlike the normal U-turn travel, there is no influence of the turning radius of the harvesting machine 1, and there are many choices of travel route elements as the transition destination.
  • the switchback turn traveling basically takes time compared with the normal U-turn traveling.
  • FIG. 5 shows a travel route element group composed of a large number of mesh straight lines extending in the vertical and horizontal directions, which divides the work area CA into meshes.
  • the path can be changed at the intersections between the mesh straight lines (points where the path can be changed) and at both ends of the mesh straight lines (points where the path can be changed).
  • this travel route element group constructs a route network in which the intersections and end points of the mesh straight lines serve as nodes, and the sides of each mesh partitioned by the mesh straight lines function as links, thereby enabling travel with a high degree of freedom.
  • “spiral travel” or “zigzag travel” from the outside to the inside as shown in FIG. 5 is also possible. It is also possible to change.
  • the selection rule when the route element selection unit 63 sequentially selects the next travel route element that is the next travel route element to be traveled is a static rule set in advance before the work travel, and during the work travel It can be divided into dynamic rules used in real time.
  • the static rule includes selecting a travel route element based on a predetermined basic travel pattern, for example, a travel route so as to realize a linear reciprocating travel while performing a U-turn travel as shown in FIG.
  • a rule for selecting an element and a rule for selecting a travel route element so as to realize a counterclockwise spiral traveling from the outside to the inside as shown in FIG. 5 are included.
  • dynamic rules are used in preference to static rules.
  • the dynamic rules include the contents of state information such as the state of the harvester 1 in real time that changes from moment to moment, the state of the work site, and instructions from a supervisor (including a driver and a manager).
  • the work state evaluation unit 55 takes in various primary information (work environment), the state of the harvester 1, the state of the work site, the instruction of the supervisor, and the like as input parameters, and outputs the state information.
  • the primary information includes not only signals from various sensors and switches provided in the harvester 1, but also weather information, time information, external facility information such as drying facilities, and the like.
  • the state information output from the work state evaluation unit 55 includes the other vehicle position relationship calculated by the other vehicle position relationship calculation unit 56.
  • the primary information includes state information of other harvesting machines 1. And this state information is used as a working travel state of the other vehicle.
  • FIG. 6 is a side view of the harvester 1 as a work vehicle adopted in the description of this embodiment.
  • the harvesting machine 1 includes a crawler type traveling machine body 11.
  • a driving unit 12 is provided at the front of the traveling machine body 11.
  • Behind the operation unit 12, a threshing device 13 and a crop tank 14 for storing a crop are juxtaposed in the left-right direction.
  • a harvesting section 15 is provided in front of the traveling machine body 11 so that the height can be adjusted.
  • a reel 17 that raises the cereal basket is provided so that the height can be adjusted.
  • a conveying device 16 for conveying the harvested cereal meal is provided between the harvesting unit 15 and the threshing device 13, a conveying device 16 for conveying the harvested cereal meal is provided.
  • a discharge device 18 for discharging the harvest from the harvest tank 14 is provided at the top of the harvester 1.
  • a load sensor for detecting the weight of the harvested product (a stored state of the harvested product) is installed in the lower part of the harvested tank 14, and a yield meter and a taste meter are installed in and around the harvested tank 14.
  • the taste meter outputs the measurement data of the moisture value and protein value of the harvest as quality data.
  • the harvester 1 is provided with a satellite positioning module 80 configured as a GNSS module, a GPS module, or the like.
  • a satellite antenna for receiving GPS signals and GNSS signals is attached to the upper portion of the traveling aircraft body 11.
  • the satellite positioning module 80 can include an inertial navigation module incorporating a gyro acceleration sensor or a magnetic azimuth sensor to complement satellite navigation.
  • a monitoring terminal (including a driver and a manager) who monitors the movement of the harvesting machine 1 is on the harvesting machine 1 and the communication terminal 4 operated by the monitoring person is brought into the harvesting machine 1. Yes.
  • the communication terminal 4 may be configured to be attached to the harvester 1.
  • the supervisor and the communication terminal 4 may exist outside the harvester 1.
  • the harvesting machine 1 can perform automatic traveling by automatic steering and manual traveling by manual steering.
  • automatic travel automatic travel in which all travel routes are determined in advance as in the past and automatic travel in which a next travel route is determined in real time based on state information are possible.
  • conventional travel the former that travels with all travel routes determined in advance
  • automatic travel the latter that determines the next travel route in real time
  • both are handled as separate items.
  • some patterns are registered in advance, or the monitoring route can be arbitrarily set by the supervisor in the communication terminal 4 or the like.
  • FIG. 7 shows a control system constructed in the harvester 1 and a control system of the communication terminal 4.
  • the travel route management device that manages the travel route for the harvester 1 is the first travel route management module CM1 constructed in the communication terminal 4 and the first constructed in the control unit 5 of the harvester 1. 2 travel route management module CM2.
  • the communication terminal 4 includes a communication control unit 40, a touch panel 41, and the like, and has a function of a computer system and a function as a user interface for inputting conditions necessary for automatic driving realized by the control unit 5.
  • the communication terminal 4 can exchange data with the management computer 100 via a wireless line or the Internet by using the communication control unit 40, and the control unit 5 of the harvester 1 by a wireless LAN, a wired LAN, or other communication method. Data exchange is possible.
  • the management computer 100 is a computer system installed in a remote management center KS and functions as a cloud computer.
  • the management computer 100 can store information sent from each farmer, agricultural association, or agricultural enterprise and send it out as required. In FIG.
  • a work location information storage unit 101 and a work plan management unit 102 are shown as those that realize such a server function.
  • the communication terminal 4 external data acquired from the management computer 100 or the control unit 5 of the harvester 1 through the communication control unit 40, and input data such as user instructions (conditions necessary for automatic traveling) input through the touch panel 41. Based on this, data processing is performed. The result of the data processing is displayed on the display panel unit of the touch panel 41 and can be transmitted from the communication terminal 4 to the management computer 100 and the control unit 5 of the harvester 1 through the communication control unit 40.
  • the work site information storage unit 101 stores farm field information including topographic maps around the farm field, farm field attribute information (field entrances, strip directions, and the like).
  • farm field information including topographic maps around the farm field, farm field attribute information (field entrances, strip directions, and the like).
  • a work plan document describing work contents in a designated field is managed.
  • the field information and the work plan can be downloaded to the communication terminal 4 or the control unit 5 of the harvester 1 through the operation of the supervisor or through a program that is automatically executed.
  • the work plan includes various types of information (work conditions) regarding work in the field to be worked. Examples of this information (working conditions) include the following. (A) Travel pattern (linear reciprocal travel, spiral travel, zigzag travel, etc.).
  • the position where the harvester 1 is parked in order to discharge the harvested product to the transport vehicle CV is the harvested discharge parking position
  • the position where the harvester 1 is parked in order to replenish the fuel from the refueling vehicle is the fuel.
  • This is a replenishment parking position, and in this embodiment, it is set at substantially the same position.
  • the above information (a)-(e) may be input by a supervisor through the communication terminal 4 as a user interface.
  • the communication terminal 4 includes an input function for instructing the start and stop of automatic traveling, an input function for whether the automatic traveling or the conventional traveling is performed as described above, a vehicle traveling including a traveling transmission device, and the like.
  • An input function and the like for finely adjusting the values of the device parameters for the work device device group 72 (see FIGS. 7 and 8) including the device group 71 and the harvesting unit 15 are also constructed.
  • the device parameters of the work device group 72 those whose values can be finely adjusted include the height of the reel 17, the height of the harvesting section 15, and the like.
  • the communication terminal 4 is also used for fine adjustment of parameters of the vehicle travel device group 71 and the work device group 72 during cooperative automatic travel by a plurality of work vehicles, which will be described in detail later. Therefore, as shown in FIG. 8, the communication terminal 4 has a parameter acquisition unit 45 and a parameter adjustment command generation unit 46.
  • the state of the communication terminal 4 can be switched to the animation display state of the automatic travel route and the customary travel route, the parameter display / fine adjustment state, and the like by an artificial switching operation.
  • This animation display is an animation of the travel path of the harvesting machine 1 that travels along the automatic travel path and the custom travel path, which are travel paths in the automatic travel and custom travel where all travel routes are determined in advance, It is to display on the display panel unit of the touch panel 41. By such animation display, the driver can intuitively confirm the travel route to be traveled before traveling.
  • the work site data input unit 42 inputs the field information downloaded from the management computer 100, the work plan, and information acquired from the communication terminal 4. Then, the farm field schematic diagram, the farm field entrance / exit position, and the parking position for receiving support from the work support vehicle are displayed on the touch panel 41. As a result, it is possible to support a round trip for the formation of the outer peripheral area SA performed by the driver. When data such as the farm field entrance and parking position is not included in the farm field information, the user can input through the touch panel 41.
  • the outer shape data generation unit 43 uses the traveling locus data (time-series data of the host vehicle position) during the round traveling of the harvester 1 received from the control unit 5 with high accuracy in the outer shape and outer dimensions of the field and the work target area CA.
  • the outer shape and outer dimensions of the are calculated.
  • the region setting unit 44 sets the outer peripheral region SA and the work target region CA from the traveling locus data of the circular traveling of the harvester 1.
  • the set position coordinates of the outer peripheral area SA and the work target area CA that is, the outer shape data of the outer peripheral area SA and the work target area CA are used to generate a travel route for automatic travel.
  • the position coordinates of the set outer peripheral area SA and work target area CA are: It is sent to the second travel route management module CM2.
  • middle split When the field is large, an operation is performed to create a split area that divides the field into a plurality of sections on the traveling route that breaks through the center. This operation is called middle split.
  • the intermediate position designation can also be performed by a touch operation on the outline drawing of the work place displayed on the screen of the touch panel 41.
  • the middle position setting since the middle position setting also affects the generation of the travel route element group for automatic travel, it may be automatically performed when the travel route element group is generated.
  • the parking position of the harvester 1 for receiving the support of the work support vehicle such as the transport vehicle CV is arranged on the extended line of the middle area, the discharge of the harvest from all the sections is efficiently performed. Is called.
  • the second travel route management module CM2 includes a route management unit 60, a route element selection unit 63, and a route setting unit 64.
  • the route management unit 60 calculates the travel route element group and the round route element group and stores them in a readable manner.
  • the travel route element group is an aggregate of a number of travel route elements constituting a travel route that covers the work target area CA.
  • the circulation path element group is a set of circulation path elements that constitute a circulation path that circulates around the outer peripheral area SA.
  • the route management unit 60 includes a mesh route element calculation unit 601, a strip route element calculation unit 602, and a U-turn route calculation unit 603 as functional units that calculate a travel route element group.
  • the route element selector 63 sequentially selects the next travel route element to be traveled from the travel route element group based on various selection rules described in detail later.
  • the route setting unit 64 sets the selected next travel route element as a target travel route for automatic travel.
  • the mesh route element calculation unit 601 calculates a travel route element group that is a mesh straight line group including mesh straight lines that mesh-divide the work target area CA as the travel route element, and the position coordinates of intersections and end points of the mesh straight lines are also calculated. Can be calculated. Since this travel route element becomes the target travel route during the automatic travel of the harvester 1, the harvester 1 can change the route from one travel route element to the other travel route element at the intersections and end points of the mesh straight lines. Is possible. That is, the intersections and end points of the mesh straight lines function as path changeable points that allow the harvester 1 to change the path.
  • FIG. 9 shows an outline of the arrangement of the mesh straight line group, which is an example of the travel route element group, in the work target area CA.
  • the travel route element group is calculated by the mesh route element calculation unit 601 so that the work width of the harvester 1 is a mesh interval and the work target area CA is filled with mesh straight lines.
  • the work target area CA is an area inside the outer peripheral area SA formed by the 3 to 4 rounds of work width inward from the border of the field. Therefore, basically, the outer shape of the work target area CA is similar to the outer shape of the field.
  • the outer peripheral area SA may be created so that the work target area CA is substantially polygonal, preferably substantially rectangular.
  • the shape of the work target area CA is a deformed quadrangle including a first side S1, a second side S2, a third side S3, and a fourth side S4.
  • the mesh path element calculation unit 601 is parallel to the first side S1 from a position that is a half of the work width of the harvester 1 from the first side S1 of the work target area CA.
  • the first straight line group arranged on the work target area CA with an interval corresponding to the work width of the harvester 1 is calculated.
  • the work target area CA is parallel to the second side S2 and spaced from the second side S2 by a half of the work width of the harvester 1 with an interval corresponding to the work width of the harvester 1.
  • the first side S1 to the fourth side S4 are reference lines for generating a straight line group as the travel route element group. If there are position coordinates of two points on a straight line, the straight line can be defined.
  • each straight line as a travel route element is converted into data as a straight line defined by the position coordinates of two points of each straight line, and is determined in advance. It is stored in the memory in the specified data format.
  • this data format in addition to a route number as a route identifier for identifying each travel route element, as an attribute value of each travel route element, a route type, a side of a reference outline rectangle, an unrun / existing travel Etc. are included.
  • the calculation of the straight line group described above can also be applied to a polygonal work target area CA other than a rectangle. That is, assuming that the work target area CA has an N-corner shape when N is an integer of 3 or more, the travel route element group includes N straight line groups from the first straight line group to the Nth straight line group. Each straight line group includes straight lines arranged at a predetermined interval (working width) in parallel with any side of the N-gon.
  • the travel route element group is also set by the route management unit 60 in the outer peripheral area SA.
  • the travel route element set in the outer peripheral area SA is used when the harvester 1 travels in the outer peripheral area SA.
  • the travel route element set in the outer peripheral area SA is given attribute values such as a departure route, a return route, and an intermediate straight travel route for U-turn travel.
  • the departure route means a traveling route element group used for the harvester 1 to leave the work target area CA and enter the outer peripheral area SA.
  • the return path means a travel path element group used for the harvester 1 to return from the outer peripheral area SA to the work travel in the work target area CA.
  • the U-turn traveling intermediate straight path (hereinafter simply referred to as an intermediate straight traveling path) is a linear path that constitutes a part of the U-turn traveling path used for the U-turn traveling in the outer peripheral area SA. That is, the intermediate straight traveling path is a linear traveling path element group that constitutes a straight line portion that connects the turning path on the start side of the U-turn traveling and the turning path on the end side of the U-turn travel, and in the outer peripheral area SA. It is a path provided in parallel with each side of the work target area CA.
  • the uncut area is smaller than the work target area CA by the swirl travel, so that the work travel is efficiently performed.
  • the U-turn traveling in the work target area CA does not have to bother to move to the outer peripheral area SA, so there is no wasteful traveling and it is efficient. Therefore, when the U-turn traveling is executed in the work target area CA, the intermediate straight traveling path is translated inward to the inner peripheral side according to the position of the outer peripheral line of the uncut ground.
  • the shape of the work target area CA is a deformed rectangle. Therefore, there are four sides serving as a reference for generating the mesh path element group.
  • the shape of the work target area CA is a rectangle or a square, there are two sides serving as a reference for generating the mesh path element group. In this case, the structure of the mesh path element group becomes simpler.
  • the route management unit 60 includes a strip route element calculation unit 602 as an optional travel route element calculation unit.
  • the travel route element group calculated by the strip route element calculation unit 602 is parallel to the reference side selected from the sides constituting the outer shape of the work target area CA, for example, the longest side, as shown in FIG. It is a parallel straight line group that extends and covers the work target area CA with the work width (fills with the work width).
  • the travel route element group calculated by the strip route element calculation unit 602 divides the work area CA into strips.
  • the travel route element group is a set of parallel straight lines sequentially connected by a U-turn travel route for the harvester 1 to travel a U-turn. In other words, when the travel of one travel route element that is a parallel straight line is completed, the U-turn travel route for transition to the next selected travel route element is determined by the U-turn route calculation unit 603.
  • the U-turn route calculation unit 603 calculates a U-turn travel route for connecting two travel route elements selected from the travel route element group calculated by the strip route element calculation unit 602 by U-turn travel.
  • the U-turn path calculation unit 603 is based on the outer shape and outer dimension of the outer peripheral area SA, the outer shape and outer diameter of the work target area CA, the turning radius of the harvester 1, and the like.
  • One intermediate straight path parallel to the outer side of the work target area CA is calculated for each area corresponding to each side (outer side) of the outer periphery of the work target area CA, and the normal U-turn When travel and switchback turn travel are performed, the end of connecting the turning path on the start side that connects the travel route element that is currently traveling and the corresponding intermediate straight travel route, and the travel route element that transitions to the corresponding intermediate straight travel route Side turning path is calculated.
  • the generation principle of the U-turn travel route will be described later.
  • the control unit 5 of the harvesting machine 1 constructing the second travel route management module CM2 is constructed with various functions in order to perform work travel.
  • the control unit 5 is configured as a computer system, and includes an output processing unit 7, an input processing unit 8, and a communication processing unit 70 as input / output interfaces.
  • the output processing unit 7 is connected to a vehicle travel device group 71, a work device device group 72, a notification device 73, and the like equipped in the harvester 1.
  • the vehicle travel device group 71 includes steering devices that perform steering by adjusting the speeds of the left and right crawlers of the traveling vehicle body 11, and devices that are controlled for vehicle travel, such as a speed change mechanism and an engine unit (not shown). include.
  • the work device group 72 includes devices constituting the harvesting unit 15, the threshing device 13, the discharge device 18, and the like.
  • the notification device 73 includes a display, a lamp, and a speaker.
  • the display displays various notification information such as the travel route (travel locus) that has been traveled and the travel route that is to be traveled, along with the outer shape of the field.
  • the lamp and the speaker are used for notifying a passenger (driver or monitor) of caution information and warning information such as driving precautions and deviation from a target driving route in automatic steering driving.
  • the communication processing unit 70 has a function of receiving data processed by the communication terminal 4 and transmitting data processed by the control unit 5. Thereby, the communication terminal 4 can function as a user interface of the control unit 5. Since the communication processing unit 70 is also used for exchanging data with the management computer 100, it has a function of handling various communication formats.
  • the input processing unit 8 is connected to a satellite positioning module 80, a traveling system detection sensor group 81, a work system detection sensor group 82, an automatic / manual switching operation tool 83, and the like.
  • the traveling system detection sensor group 81 includes sensors that detect a traveling state such as an engine speed and a shift state.
  • the work system detection sensor group 82 includes a sensor for detecting the height position of the harvesting unit 15, a sensor for detecting the storage amount of the harvested tank 14, and the like.
  • the automatic / manual switching operation tool 83 is a switch for selecting either an automatic travel mode in which the vehicle travels by automatic steering or a manual travel mode in which the vehicle travels by manual steering.
  • a switch for switching between automatic traveling and conventional traveling is provided in the driving unit 12 or constructed in the communication terminal 4.
  • control unit 5 includes a travel control unit 51, a work control unit 52, a host vehicle position calculation unit 53, a notification unit 54, a work state evaluation unit 55, and an other vehicle position relationship calculation unit 56.
  • the own vehicle position calculation unit 53 calculates the own vehicle position based on the positioning data output from the satellite positioning module 80. Since the harvesting machine 1 is configured to be able to travel by both automatic traveling (automatic steering) and manual traveling (manual steering), the traveling control unit 51 that controls the vehicle traveling device group 71 includes an automatic traveling control unit 511. And a manual travel control unit 512 are included. The manual travel control unit 512 controls the vehicle travel device group 71 based on an operation by the driver.
  • the automatic travel control unit 511 calculates an azimuth shift and a positional shift between the travel route set by the route setting unit 64 and the host vehicle position, generates an automatic steering command, and outputs the steering device via the output processing unit 7. Output to.
  • the work control unit 52 gives a control signal to the work device group 72 in order to control the movement of operation devices provided in the harvesting unit 15, the threshing device 13, the discharge device 18, and the like constituting the harvester 1.
  • the notification unit 54 generates a notification signal (display data or voice data) for notifying a driver or a monitor of necessary information through a notification device 73 such as a display.
  • the work state evaluation unit 55 includes the state of the harvesting machine 1, the state of the work place, and a command from a person (monitor, driver, administrator, etc.) based on the detection results of various sensors and the operation results of various operation tools. Output information.
  • the other vehicle positional relationship calculation unit 56 calculates the other vehicle positional relationship indicating the positional relationship between the position of the other vehicle and the other vehicle when performing a cooperative operation with a plurality of harvesting machines 1. In calculating the positional relationship of the other vehicle, the position of the own vehicle and the travel route element selected by the own vehicle and the travel route element selected by the position of the other vehicle and the other vehicle are used. Furthermore, the other vehicle positional relationship calculation unit 56 also has a function of calculating a contact estimated position between work vehicles.
  • the automatic travel control unit 511 can perform not only steering control but also vehicle speed control. As described above, for example, the passenger sets the vehicle speed through the communication terminal 4 before starting work.
  • the vehicle speed that can be set includes the vehicle speed during harvesting traveling, the vehicle speed during non-working turn (such as U-turn traveling), and when traveling in the outer peripheral area SA away from the work target area CA during harvesting or refueling.
  • the vehicle speed is included.
  • the automatic travel control unit 511 calculates the actual vehicle speed based on the positioning data obtained by the satellite positioning module 80.
  • the output processing unit 7 sends a shift operation command or the like to the travel transmission device to the vehicle travel device group 71 so that the actual vehicle speed matches the set vehicle speed.
  • FIG. 10 shows a travel route element group composed of 21 travel route elements represented by strips with a shortened straight line length, schematically, and a route number is assigned to the upper side of each travel route element. ing.
  • the harvester 1 at the start of work travel is located in the 14th travel route element.
  • the degree of separation between the travel route element where the harvesting machine 1 is located and other travel route elements is a signed integer and is given to the lower side of each route.
  • the priority for the harvesting machine 1 located in the 14th travel route element to move to the next travel route element is shown as an integer value in the lower part of the travel route element in FIG.
  • the harvesting machine 1 shifts from a travel path element that has completed travel to the next travel path element, as shown in FIG. 11, the normal U-turn that transitions to the next travel path element with at least two travel path elements interposed therebetween. It is possible to travel and switchback turn travel that can move to adjacent travel route elements with two or less travel route elements interposed therebetween.
  • normal U-turn travel when entering the outer peripheral area SA from the end point of the transition route element, the direction is changed by about 180 ° and enters the end point of the transition destination travel route element. If the distance between the travel route element at the transition source and the travel route element at the transition destination is large, a corresponding straight travel is made during a turn of about 90 °.
  • the normal U-turn travel is executed only by the forward travel.
  • the switchback turn travel enters the outer peripheral area SA from the end point of the travel source travel path element, after turning about 90 °, it smoothly enters the travel path element of the transition destination by turning about 90 °. After moving backward to the position, head to the end point of the destination travel path element.
  • the steering control becomes complicated, but it is possible to shift to a travel route element having a short interval.
  • the route element to be traveled next is selected by the route element selection unit 63.
  • the route element is separated from the travel route element that is the order source by a predetermined distance.
  • the proper separation travel route element is set as the highest priority, and the priority is set to be lower as the distance from the travel route element that is the original order than the proper separation travel route element is increased.
  • the priority of the transition to the adjacent travel route elements opened by 8 which is longer than the normal U-turn travel and becomes less efficient than the switchback turn travel is lower than the switchback turn travel.
  • the priority for shifting to the traveling route element opened by one is higher than the priority for shifting to the adjacent traveling route element. This is because the switchback turn traveling to the adjacent traveling route element requires a sharp turn and is likely to damage the field.
  • the transition to the next travel route element can be performed in either the left or right direction, but the transition to the left travel route element has priority over the transition to the right travel route element in accordance with conventional work conventions.
  • the rule is adopted. Therefore, in the example of FIG. 10, the harvester 1 located on the route number: 14 selects the travel route element of the route number: 17 as the travel route element to travel next. Such priority setting is performed each time the harvester 1 enters a new travel route element.
  • ⁇ Selected travel route elements that have already been selected that is, travel route elements for which work has been completed, are basically prohibited. Therefore, as shown in FIG. 12, for example, if the route number: 11 or the route number: 17 with the priority “1” is the already-worked land (the already-cutted land), the harvester located at the route number: 14 1 selects a travel route element of route number 18 having a priority “2” as a travel route element to be traveled next.
  • FIG. 13 shows an example in which the vehicle travels in a spiral manner using the travel route element calculated by the mesh route element calculation unit 601.
  • the field outer peripheral area SA and the work target area CA shown in FIG. 13 are the same as those in FIG. 9, and the traveling route element group set in the work target area CA is also the same.
  • the travel route elements having the first side S1 as the reference line are indicated by L11, L12...
  • the travel route elements having the second side S2 as the reference line are indicated by L21, L22. , L3, L32,..., And L4, L42,..., And L4, L42,.
  • the thick line in FIG. 13 indicates a travel route that travels spirally from the outside to the inside of the harvester 1.
  • the travel route element L11 located on the outermost periphery of the work target area CA is selected as the first travel route.
  • a route change of approximately 90 ° is performed at the intersection of the travel route element L11 and the travel route element L21, and the harvester 1 travels on the travel route element L21.
  • a route change of approximately 70 ° is performed at the intersection of the travel route element L21 and the travel route element L31, and the harvester 1 travels on the travel route element L31.
  • a route change of approximately 110 ° is performed at the intersection of the travel route element L31 and the travel route element L41, and the harvester 1 travels on the travel route element L41.
  • the harvester 1 moves to the travel route element L12 at the intersection of the travel route element L12 and the travel route element L41 inside the travel route element L11.
  • the harvester 1 travels in a spiral manner from the outside to the inside in the work target area CA of the field.
  • the route change is performed at the intersection of the travel route elements that have the non-travel attribute and are located on the outermost periphery of the work target area CA, and the harvester 1 changes its direction. do.
  • FIG. 14 shows a travel example of U-turn travel using the same travel route element group shown in FIG.
  • the travel route element L11 located on the outermost periphery of the work target area CA is selected as the first travel route.
  • the harvesting machine 1 enters the outer peripheral area SA beyond the end (end point) of the travel path element L11, makes a 90 ° turn along the second side S2, and further travels in parallel with the travel path element L11.
  • a 90 ° turn is made again so as to enter the starting end (end point) of the element L14.
  • the travel route element L11 is shifted to the travel route element L14 with two travel route elements being opened.
  • the travel route element L17 extending in parallel with the travel route element L14 passes through a normal U-turn travel of 180 °.
  • the harvester 1 shifts from the travel route element L17 to the travel route element L110, and further from the travel route element L110 to the travel route element L16, and finally the work travel of the entire work target area CA in the field.
  • the present invention is also applicable to straight-line reciprocating travel using travel route elements calculated by the calculation unit 601.
  • the linear reciprocating traveling can be realized by a traveling route element group that divides the work target area CA into strips or a traveling route element group that divides the work target area CA into a mesh shape.
  • the travel route element group that divides the work area CA into a mesh shape can be used for linear reciprocating travel, spiral travel, and zigzag travel, and the travel pattern can be changed from spiral travel during the work. It is also possible to change to linear reciprocating travel.
  • FIG. 15 shows a U-turn travel route that shifts from the travel route element indicated by LS0 to the travel route element indicated by LS1.
  • LS0 is a travel route element in the work area CA
  • LS1 is a travel path element in the work area CA.
  • Linear formulas (or two points on the straight line) of the travel route elements LS0 and LS1 are recorded in the memory, and from these linear formulas, their intersections (indicated by PX in FIG. 15) and intersection angles (in FIG. 15). is calculated).
  • a tangent circle having a radius (indicated by r in FIG. 15) that is in contact with the travel route element LS0 and the travel route element LS1 and equal to the minimum turning radius of the harvester 1 is calculated.
  • An arc (a part of the contact circle) connecting the contact points (shown as PS0 and PS1 in FIG. 15) between the contact circle and the travel route elements LS0 and LS1 is a turning route.
  • the distance Y to the point of contact between the intersection PX of the travel route elements LS0 and LS1 and this tangent circle, Y r / (tan ( ⁇ / 2)) Ask for. Since the minimum turning radius is substantially determined by the specifications of the harvester 1, r is a specified value. Note that r does not have to be the same value as the minimum turning radius, and it is only necessary to set a reasonable turning radius in advance by the communication terminal 4 or the like and program the turning operation to be the turning radius. In terms of travel control, the harvester 1 starts turning when it reaches the position coordinate (PS0) where the distance to the intersection is Y while traveling on the turning origin travel path element LS0, and then turns.
  • PS0 position coordinate
  • the turn travel is terminated.
  • the turning radius of the harvester 1 may not exactly coincide with the radius r.
  • FIG. 16, FIG. 17, and FIG. 18 show three specific U-turn travels.
  • the turning source travel path element LS0 and the turning destination travel path element LS1 extend in an inclined state from the outer side of the work area CA, but may extend vertically.
  • the U-turn travel route in the outer periphery region SA is an extension line to the outer periphery region SA of the travel route element LS0 and the travel route element LS1, and an intermediate straight travel route that is a part (line segment) of the travel route element in the outer periphery region SA.
  • This U-turn travel route can also be generated according to the basic principle described with reference to FIG.
  • a U-turn travel route that bypasses the triangular projection can be generated in the same manner for the work area CA having the triangular projection shown in FIG.
  • Intersection points of the travel route elements LS0 and LS1 and two intermediate straight travel routes that are a part (line segment) of the travel route elements in the outer peripheral area SA are obtained. The basic principle described with reference to FIG. 15 is applied to the calculation of each intersection.
  • FIG. 18 shows the turning travel by the switchback turn traveling, and the harvester 1 shifts from the travel route element LS0 of the turning source to the travel route element LS1 of the turning destination.
  • this switchback turn traveling a tangent circle with a radius r that contacts the intermediate straight traveling path parallel to the outer side of the work target area CA, which is a part (line segment) of the traveling path element in the outer peripheral area SA, and the traveling path element LS0. Then, a tangent circle of radius r in contact with the intermediate straight traveling route and the travel route element LS1 is calculated.
  • the position coordinates of the contact point between the two contact circles and the intermediate straight path, the position coordinate of the contact point between the travel path element LS0 of the turning source and the contact circle, The position coordinates of the contact point between the travel route element LS1 and the contact circle are calculated. Thereby, the U-turn traveling route in the switchback turn traveling is generated. Note that the harvester 1 travels backward on the intermediate straight path in the switchback turn traveling.
  • FIG. 19 shows an example of the direction change travel used for the route change at the intersection which is the route changeable point of the travel route element in the above-described spiral travel.
  • this direction change traveling is referred to as ⁇ -turn traveling.
  • the travel route in this ⁇ -turn travel ( ⁇ -turn travel route) is a kind of so-called reverse travel route, and is a travel route element (shown as LS0 in FIG. 19) and a turn destination travel path element (see FIG. 19).
  • 19 is a path that touches the travel path element of the turning destination in the backward turning path from the intersection point indicated by LS1).
  • the route management unit 60 reads out an appropriate ⁇ -turn traveling route based on the calculated intersection angle, and gives the route to the route setting unit 64.
  • an automatic control program for each crossing angle is registered in the automatic travel control unit 511, and the automatic travel control unit 511 uses the appropriate automatic control program based on the crossing angle calculated by the route management unit 60. It is also possible to adopt a configuration for reading out.
  • the route element selection unit 63 includes a work plan received from the management center KS, a travel pattern artificially input from the communication terminal 4 (for example, a linear reciprocating travel pattern or a spiral travel pattern), a vehicle position, and a work state. Based on the state information output from the evaluation unit 55, the travel route elements are sequentially selected. In other words, unlike the case where all the travel routes are formed in advance based only on the set travel pattern, a suitable travel route corresponding to a situation that cannot be predicted before work is formed. Become.
  • the following route selection rules A1 to A12 can be registered in advance in the route element selection unit 63, and suitable route selection is made according to the running pattern and the state information. Rules are applied.
  • the traveling system detection sensor group 81 includes a sensor that detects the absence of a supervisor who is required to board during automatic traveling, for example, a seating detection sensor provided in a seat or a seat belt wearing detection sensor. If it is, the automatic travel control can be stopped based on the signal from this sensor.
  • the automatic travel control unit 511 monitors the relationship (distance) between the contour line position of the field and the vehicle position based on the positioning data. Then, the automatic travel control unit 511 controls the automatic travel so as to avoid contact between the kite and the airframe during turning in the outer peripheral area SA. Specifically, the automatic traveling is stopped and the harvester 1 is stopped, the form of turn traveling is changed (from normal U-turn traveling to switchback turn traveling or ⁇ -turn traveling), or the region is not passed. Set the travel route. Also, “The turning area is narrow. Please be careful. ”Etc. may be configured to be notified.
  • the work state evaluation unit 55 sends it to the route element selection unit 63 as one of the state information.
  • a discharge request (a kind of request for leaving from work traveling in the work target area CA) is issued.
  • the vehicle moves away from the work traveling in the work target area CA, travels in the outer peripheral area SA, and the parking position.
  • An appropriate travel route element (for example, a travel route element that becomes the shortest route) that is directed to the vehicle is provided with the attribute value of the departure route among the travel route element groups set in the outer peripheral area SA, and the work target area CA. Is selected from the travel route element group set in (1).
  • a fuel replenishment request (a type of withdrawal request) is issued when the urgency of fuel shortage is evaluated based on the fuel tank remaining amount value calculated by a signal from the fuel remaining amount sensor or the like. Also in this case, as in (A3), an appropriate travel route element to the fuel supply position (for example, travel that becomes the shortest route) based on the parking position and the vehicle position, which are preset fuel supply positions. Route element) is selected.
  • the travel route element that is the closest to the departure point or the travel route element that is the closest to the current position in the outer peripheral area SA is set as the travel path element that is the starting point for returning to the work target area CA.
  • the route element group is selected from those given the return route attribute value and the travel route element group set in the work area CA.
  • the travel route element to which the travel prohibition attribute is assigned is revived as a travel route element that can travel. If a predetermined time or more can be shortened by selecting an already-worked travel route element, the travel route element is selected. Furthermore, it is also possible to use reverse travel for traveling in the work target area CA when leaving the work target area CA.
  • the timing of leaving the work travel in the work target area CA for crop discharge and fuel replenishment is determined from each margin and the travel time or travel distance to the parking position.
  • the margin is a travel time or a travel distance that is predicted from the current storage amount in the crop tank 14 until it becomes full if the crop is discharged. In the case of refueling, it is the travel time or travel distance predicted from the current remaining amount in the fuel tank until the fuel is completely exhausted. For example, when passing near the parking position for discharging during automatic driving, the vehicle passes the parking position based on the margin and the time required for the discharging work, then leaves the parking position and returns to the parking position.
  • FIG. 20 shows a case where the travel route element selected in the work travel resumed after leaving the work target area CA is not a continuation of the work travel before the departure.
  • a linear reciprocating pattern as shown in FIGS. 4 and 14 is set in advance.
  • the parking position is indicated by the reference sign PP, and as a comparative example, the travel route when the work is smoothly performed in the linear reciprocating travel with the U-turn travel of 180 ° in the work target area CA is a dotted line. It is shown in The actual travel locus is indicated by a thick solid line.
  • a linear travel route element and a U-turn travel route are sequentially selected (step # 01).
  • a travel route from the work target area CA to the outer peripheral area SA is calculated.
  • the route passes through an outer peripheral area SA where a parking position exists through a set portion of travel route elements).
  • the latter route having a shorter travel distance is selected (step # 03).
  • a traveling path element set in the outer peripheral area SA is translated to the leaving point as the leaving travel path element in the work target area CA after turning 90 °.
  • the former route is selected. In the former separation travel, since the harvesting operation is continued during the separation travel in the work target area CA, there is an advantage in terms of work efficiency.
  • the harvester 1 When the harvesting machine 1 leaves the work target area CA and leaves the work target area CA and the outer peripheral area SA and arrives at the parking position, the harvester 1 receives support from the work support vehicle. In this example, the harvest stored in the harvest tank 14 is discharged to the transport vehicle CV.
  • the process returns to the travel route element. For this reason, the harvesting machine 1 selects the travel route element of the outer peripheral area SA from the parking position, travels counterclockwise, and when it reaches the end point of the target travel route element, it turns 90 ° there and turns the travel route element Enter the element and do a work run. After passing the point where the withdrawal request is generated, the harvester 1 travels non-working and travels along the next travel route element via the U-turn travel route (step # 04). Thereafter, the harvester 1 continues the linear reciprocating travel and completes the work travel in the work target area CA (step # 05).
  • a travel route element for obstacle avoidance travel is selected.
  • a selection rule for the purpose of avoiding the obstacle a rule for selecting a travel route element so as to be a detour route as close as possible to the obstacle, or an obstacle when entering the work target area CA after exiting the outer peripheral area SA once.
  • the conventional operation is performed when the number of unworked (unrunning) traveling route elements in the unworked land, that is, the traveling route element group in the work target area CA is equal to or less than a predetermined value. It is automatically switched from running to automatic running. Further, when the harvesting machine 1 is working in the swirl traveling from outside to inside the work target area CA covered by the mesh straight line group, the area of the remaining unworked land decreases, and the unworked travel route When the number of elements becomes a predetermined value or less, the spiral traveling is switched to the linear reciprocating traveling. In this case, as described above, in order to avoid unnecessary travel, the travel route element having the attribute of the intermediate straight travel route is translated from the outer peripheral area SA to the vicinity of the unworked area in the work target area CA.
  • the harvesting machine 1 can be run in parallel with the row of seedlings (rows) to improve the efficiency of the harvesting operation. For this reason, in the selection of the travel route element by the route element selection unit 63, the travel route element parallel to the strip is more easily selected.
  • the attitude of the aircraft is not in a position or position parallel to the strip direction at the start of work travel, even if traveling along the direction intersecting the strip direction, by traveling to make the posture parallel to the strip Configure to do work. Thereby, even a little useless driving
  • FIG. 21 shows a state in which the first work vehicle that functions as the master harvester 1m and the second work vehicle that functions as the slave harvester 1s cooperate and travel on one field.
  • the names of the master harvesting machine 1m and the slave harvesting machine 1s are given to each of them. Called. Note that a supervisor has boarded the master harvester 1m, and the supervisor operates the communication terminal 4 brought into the master harvester 1m.
  • the communication terminal 4 not only provides the master harvester 1m with a supervisor's command and data related to the travel route, but also sends a supervisor's command to the slave harvester 1s via the communication terminal 4 and the master harvester 1m. Data on the travel route can be given.
  • both the route element selectors 63 have a function of selecting the next travel route element in consideration of both the state information and both the vehicle positions.
  • both harvesting machines 1 give the state information to the communication terminal 4, and the next travel route element selected there Will receive.
  • FIG. 22 shows a work area CA covered by a mesh straight line group composed of mesh straight lines that are divided into meshes by work width, as in FIG.
  • the master harvester 1m enters the travel route element L11 from the vicinity of the lower right vertex of the deformed quadrangle indicating the work area CA, and turns left at the intersection of the travel route element L11 and the travel route element L21. Enter L21. Further, the vehicle turns left at the intersection of the travel route element L21 and the travel route element L32 and enters the travel route element L32. In this way, the master harvester 1m performs a left-handed spiral travel.
  • the slave harvester 1s enters the travel route element L31 from the vicinity of the top left corner of the work target area CA, turns left at the intersection of the travel route element L31 and the travel route element L41, and enters the travel route element L41. . Further, the vehicle turns left at the intersection of the travel route element L41 and the travel route element L12 and enters the travel route element L12. In this manner, the slave harvester 1s performs a left-handed spiral travel. As is apparent from FIG. 22, cooperative control is performed such that the travel locus of the slave harvester 1s enters between the travel locus of the master harvester 1m.
  • the traveling of the master harvester 1m is a spiral traveling that is spaced by a width that is the sum of the working width of the master harvester and the working width of the slave harvester 1s.
  • the traveling of the slave harvester 1s is a spiral traveling that is spaced by a width that is the sum of the work width of the slave harvester and the work width of the master harvester 1m.
  • the traveling trajectory of the master harvester 1m and the traveling trajectory of the slave harvester 1s create a double spiral.
  • the work target area CA is defined by the outer peripheral area SA formed by the outer orbiting traveling, and therefore, the orbital traveling for forming the outer peripheral area SA first is performed between the master harvester 1m and the slave harvester 1s. Must be done by either. This circular traveling can also be performed by cooperative control of the master harvester 1m and the slave harvester 1s.
  • the traveling locus shown in FIG. 22 is theoretical. Actually, the traveling locus of the master harvester 1m and the traveling route of the slave harvester 1s are corrected in accordance with the state information (including the other vehicle positional relationship and the contact estimated position) output from the work state evaluation unit 55. Also, the running trajectory is not a complete double spiral. An example of such a modified travel will be described below with reference to FIG. In FIG. 23, the transport vehicle CV that transports the crops harvested by the harvester 1 is parked at a position corresponding to the center outside of the first side S ⁇ b> 1 on the outer side ( ⁇ ) of the farm field.
  • FIG. 23 shows that the slave harvester 1s leaves the travel route element in the work target area CA in the middle of the work travel, travels around the outer peripheral area SA, discharges the harvested product to the transport vehicle CV, and returns to the outer periphery again.
  • a state is shown in which the vehicle travels around the area SA and returns to the travel route element in the work area CA.
  • the route element selection unit 63 of the slave harvester 1s when a withdrawal request (crop output) occurs, the attribute of the departure route in the outer peripheral area SA based on the storage capacity, the travel distance to the parking position, and the like.
  • a travel route element having a value and a travel route element that is a departure source to the travel route element of the departure route attribute are selected.
  • the travel route element set in the region where the parking position is set in the outer peripheral region SA and the travel route element L41 currently traveling are selected, and the travel route element L41 and the travel route element are selected.
  • the intersection with L12 is the departure point.
  • the slave harvester 1s that has advanced to the outer peripheral area SA travels to the parking position along the travel path element (leaving path) in the outer peripheral area SA, and discharges the harvested product to the transport vehicle CV at the parking position.
  • the master harvester 1m continues the work travel in the work target area CA while the slave harvester 1s leaves the work travel in the work target area CA and discharges the harvested product.
  • the master harvester 1m originally planned to select the travel route element L13 at the intersection of the travel route element L42 and the travel route element L13 during the travel of the travel route element L42.
  • the travel route element L12 is uncut (unrun).
  • the route element selection unit 63 of the master harvester 1m selects the travel route element L12 instead of the travel route element L13. That is, the master harvester 1m travels to the intersection of the travel route element L42 and the travel route element L12, turns left there, and travels on the travel route element L12.
  • the path element selection unit 63 of the slave harvester 1s displays the current position and automatic travel speed of the slave harvester 1s and the attributes of the travel path element in the work target area CA (unrunning). / Already traveling), the current position of the master harvester 1m, the automatic traveling speed, and the like, the traveling route element to be returned is selected.
  • the travel route element L43 which is the unworked travel route element located on the outermost side, is selected.
  • the slave harvester 1s travels counterclockwise along the travel route element having the return route attribute from the parking position, and enters the travel route element L43 from the left end of the travel route element L43.
  • the route element selection unit 63 of the slave harvester 1s selects the travel route element L43, the information is transmitted as state information to the master harvester 1m. If the route element selection unit 63 of the master harvester 1m has selected the travel route up to the travel route element L33, the travel route element L44 adjacent to the inside of the travel route element L43 is selected as the next travel route element. At that time, the other vehicle positional relationship calculation unit 56 determines the master harvester 1m near the intersection of the travel route element L33 and the travel route element L44 on which the master harvester 1m and the slave harvester 1s are traveling (selected). And the slave harvester 1s are estimated to contact each other. Thereby, the other vehicle positional relationship calculation unit 56 calculates the vicinity of the intersection as the estimated contact position.
  • the other vehicle positional relationship calculation unit 56 calculates a passing time difference between the intersection of the master harvester 1m and the slave harvester 1s at the intersection, and the passing time difference is equal to or less than a predetermined value (master harvester 1m and slave harvester 1s). If the contact with the machine 1s is estimated), the automatic traveling control unit 511 is instructed to temporarily stop the harvesting machine 1 (here, the master harvesting machine 1m) having a slower passage time to avoid collision. After the slave harvester 1s passes the intersection, the master harvester 1m starts automatic traveling again. As described above, the master harvester 1m and the slave harvester 1s exchange information such as the vehicle position and the selected travel route element with each other, so that the collision avoidance action and the delay avoidance action can be executed.
  • a predetermined value master harvester 1m and slave harvester 1s
  • the traveling control part 51 of both the harvesters 1m and 1s or one of the traveling control parts 51 calculates the passing time difference between the intersection of the master harvester 1m and the slave harvester 1s at the intersection, and passes through the difference. If the time difference is less than or equal to a predetermined value, the harvester 1 (the master harvester 1m in this case) with the later passage time may be controlled to temporarily stop to avoid collision.
  • Such collision avoidance behavior and delay avoidance behavior are also executed in linear reciprocation as shown in FIGS. 24 and 25, a group of parallel straight lines composed of straight lines parallel to each other is indicated by L01, L02,... L10, L01-L04 are already-worked travel path elements, and L05-L10 Is an unworked travel route element.
  • the master harvester 1m travels in the outer peripheral area SA in order to go to the parking position indicated by the two-dot chain line.
  • the slave harvester 1s is temporarily stopped at the lower end of the work target area CA, specifically at the lower end of the travel route element L04, as a collision avoidance action.
  • FIG. 24 a group of parallel straight lines composed of straight lines parallel to each other is indicated by L01, L02,... L10, L01-L04 are already-worked travel path elements, and L05-L10 Is an unworked travel route element.
  • the master harvester 1m travels in the outer peripheral area SA in order to go to the parking position indicated
  • the master harvester 1m crossing in front of the slave harvester 1s is stopped at the parking position. Therefore, when the slave harvester 1s enters the outer peripheral area SA in order to move from the travel route element L04 to the travel route element L07 by U-turn travel, it collides with the master harvester 1m. When the master harvester 1m is parked at the parking position, it is impossible to enter or leave the work target area CA using the travel path elements L05, L06, and L07. L06 and L07 are temporarily prohibited from traveling (selection prohibited). When the master harvester 1m finishes the discharge operation and moves from the parking position, the route element selection unit 63 of the slave harvester 1s takes into account the travel route of the master harvester 1m and starts from the travel route element L05-L10. The travel route element to be transferred is selected, and the slave harvester 1s resumes automatic travel.
  • the slave harvester 1s it is possible for the slave harvester 1s to continue the work while the master harvester 1m is performing the discharge work or the like at the parking position.
  • An example is shown in FIG.
  • the route element selection unit 63 of the slave harvester 1s normally selects the three-lane ahead travel route element L07 having the travel route element priority “1” as the travel destination travel route element.
  • the travel route element L07 is prohibited from traveling as in the example of FIG. Therefore, the travel route element L08 having the next highest priority is selected.
  • the travel route from the travel route element L04 to the travel route element L08 includes a route that travels backward through the current travel route element L04 that has already been traveled (shown by a solid line in FIG. 25), and the lower end of the travel route element L04.
  • a plurality of routes such as a route (indicated by a dotted line in FIG. 25) that moves forward from the right and exits to the outer peripheral area SA is calculated, and the most efficient route, for example, the shortest route (in this embodiment, a solid line) Route) is selected.
  • each route element selection unit 63 can receive the work plan received from the management center KS or the communication terminal 4 from the work plan. Automatically input travel patterns (for example, a linear reciprocating travel pattern and a spiral travel pattern), the vehicle position, state information output from each work state evaluation unit 55, and a selection rule registered in advance. Based on this, the travel route elements are sequentially selected.
  • rules (B1) to (B10) that are rules other than the above-described (A1) to (A12) and that are specific when a plurality of harvesting machines 1 work in cooperation are listed.
  • (B1) A plurality of harvesting machines 1 that work and cooperate to travel automatically with the same traveling pattern. For example, when a linear reciprocating traveling pattern is set for one harvesting machine 1, a linear reciprocating traveling pattern is also set for the other harvesting machine 1.
  • the plurality of harvesters 1 travel from the traveling route element group parallel to the polygonal side indicating the outer shape of the work target area CA. Prohibit selection of elements at the same time.
  • the work target area CA is divided into a plurality of sections, and each section is divided into at least one harvesting machine 1.
  • the control based on the rule that the work travels is also performed.
  • a work that travels by dividing the work area CA into a plurality of sections is called a middle work, and a divided area that is divided into a plurality of sections with a predetermined width is called a middle area.
  • the area setting unit 44 sets the work target area CA as a plurality of sections obtained by dividing the work target area CA into a plurality of divided areas.
  • the route management unit 60 includes a travel route element group that is an aggregate of a number of travel route elements that constitute a travel route that covers this section for each section divided by the middle area, an outer area SA, and a middle area.
  • a circulation path element group which is a collection of circulation path elements constituting a circulation path that circulates, is managed so as to be readable. Therefore, the route element selection unit 63 should travel next based on the own vehicle position and the working traveling state of the other vehicle so that each section is operated by one or more harvesting machines 1. The next travel route element or the next round route element is selected from the travel route element group or the round route element group.
  • the other vehicle position relationship calculated by the other vehicle position relationship calculating unit 56 includes a first position relationship that maintains a work vehicle interval equal to or greater than a first distance that can avoid contact between the harvesting machines 1, and another vehicle from the own vehicle. And a second positional relationship for maintaining a work vehicle interval equal to or less than a second distance at which the work traveling state can be visually recognized. Thereby, it is possible not only to avoid contact between the harvesting machines 1 but also to prevent other harvesting machines 1 from coming out of a range that can be visually recognized by a supervisor boarding the harvesting machine 1.
  • FIG. 26 is an explanatory diagram showing the middle of the middle division process in which a band-shaped middle area CC is formed at the center of the work area CA and the work area CA is divided into two sections CA1 and CA2.
  • 27 is an explanatory diagram showing the state after the end of the middle split process.
  • the master harvester 1m forms the middle area CC.
  • the slave harvester 1s performs a work travel in the section CA2, for example, in a linear reciprocating travel pattern. Prior to this work travel, a travel route element group for the section CA2 is generated. At that time, in the section CA2, selecting a travel route element corresponding to one work width at a position closest to the middle area CC is prohibited until the middle process is completed. Thereby, contact with master harvester 1m and slave harvester 1s can be avoided.
  • the master harvester 1m is controlled to travel like a single operation using the travel path element group calculated for the section CA1, and the slave harvester 1s is calculated for the section CA2.
  • travel control is performed like a single work travel.
  • one of the harvesters 1 completes the work first, it enters the section where the work remains, and cooperative control between the harvester 1 and the other harvester 1 is started.
  • the harvester 1 that has finished work in the section in charge automatically travels toward the section in charge of the other harvester 1 in order to support the work of the other harvester 1.
  • the farm field is divided in a grid pattern as shown in FIG.
  • This middle splitting can be performed by the master harvester 1m and the slave harvester 1s.
  • the work by the master harvester 1m and the work by the slave harvester 1s are distributed to the sections formed by the lattice-shaped division, and the work traveling by the single harvester 1 is performed in each section.
  • the travel route element is selected on the condition that the distance between the master harvester 1m and the slave harvester 1s is not more than a predetermined value.
  • the harvester 1 that has finished the work in the section in charge is directed to the section in charge of the other harvester 1 in order to support the work of the other harvester 1.
  • Automatic traveling may be performed, or automatic traveling may be performed so as to go to the next section in charge of the own vehicle.
  • the parking position of the transport vehicle CV and the parking position of the refueling vehicle are outside the outer peripheral area SA, so that depending on the section in which the vehicle is traveling, the travel route for crop discharge and refueling becomes long. Travel time is wasted. For this reason, a travel route element and a circuit route element are selected so as to carry out a work travel in a section serving as a passage during the forward travel to the parking position and the return travel from the parking position.
  • a parameter acquisition unit 45 and a parameter adjustment command generation unit 46 are constructed.
  • the parameter acquisition unit 45 acquires device parameters set by the master harvester 1m and the slave harvester 1s. Thereby, the set values of the device parameters of the master harvester 1m and the slave harvester 1s can be displayed on the display panel unit of the touch panel 41 of the communication terminal 4.
  • the supervisor on board the master harvester 1m uses the touch panel 41 to adjust the device parameters of the master harvester 1m and the slave harvester 1s using the update input of the device parameter or the increase / decrease value from the current value. Enter the adjustment amount.
  • “input of device parameter” in this specification means that the parameter value of the selected device is updated and input, or an increase value or a decrease value from the current value of the parameter is input.
  • device parameters are input using buttons and sliders displayed on the display panel unit of the touch panel 41, but switches and buttons of the communication terminal 4 may be used.
  • a switch and a button equipped in the master harvester 1m may be used.
  • the control units 5 and the communication terminals 4 of all the harvesting machines 1 are connected via a communication line or an in-vehicle LAN so that data can be exchanged.
  • the monitor inputs a device parameter by operating a switch or button equipped on the master harvester 1m, the adjustment result is sent to the communication terminal 4, and can be confirmed on the touch panel 41.
  • the parameter adjustment command generation unit 46 generates a parameter adjustment command for adjusting the corresponding device parameter based on the input device parameter, and transmits the parameter adjustment command to the master harvester 1m and the slave harvester 1s.
  • the control unit 5 of the master harvester 1m and the slave harvester 1s includes a communication processing unit 70, and the communication terminal 4 includes a communication control unit 40.
  • the adjustment of the device parameters of the master harvester 1m may be performed directly by the supervisor using various operating tools equipped on the master harvester 1m.
  • the equipment parameters are divided into travel equipment parameters and work equipment parameters.
  • the travel equipment parameters include vehicle speed and engine speed.
  • the work equipment parameters include the height of the harvesting unit 15 and the height of the reel 17.
  • the supervisor boarding the master harvester 1m notices that the height of the harvesting section 15 of the specific slave harvester 1s is low.
  • the slave harvester 1s that needs to be adjusted is selected.
  • a device list of the selected slave harvester 1s is displayed, and a harvesting unit lifting / lowering device for setting the height of the harvesting unit 15 is selected from the device list.
  • the current value and increase / decrease buttons of the device parameters of the selected harvesting unit lifting / lowering device are displayed.
  • the monitor operates the increase / decrease button to set a desired increase / decrease value.
  • the parameter acquisition unit 45 captures a value based on the set increase / decrease value as the updated input device parameter.
  • the parameter adjustment command generation unit 46 Based on the device parameters captured by the parameter acquisition unit 45, the parameter adjustment command generation unit 46 outputs a parameter adjustment command for adjusting the device parameters for the harvesting unit lifting / lowering device of the selected slave harvester 1s. Generate.
  • the generated parameter adjustment command is transmitted to the selected slave harvester 1s.
  • the control unit 5 of the slave harvester 1s that has received the parameter adjustment command adjusts the height of the harvesting unit 15 based on the parameter adjustment command.
  • the adjusted device parameters relating to the height of the harvesting unit 15 after adjustment are transmitted to the communication terminal 4. (11)
  • the adjusted device parameters are displayed on the touch panel 41 of the communication terminal 4.
  • This device parameter adjustment procedure is a device parameter adjustment procedure for a specific slave harvester 1s, but simultaneous adjustment of device parameters for the master harvester 1m and all slave harvesters 1s is also possible. In that case, on the touch panel 41, all the harvesting machines 1 are selected as the object of device parameter adjustment.
  • the automatic travel control unit 511 has a function of calculating the current position and the actual vehicle speed of the harvester 1 based on the positioning data obtained by the satellite positioning module 80.
  • the other vehicle position relationship calculation unit 56 may have a function of calculating the current position and actual vehicle speed of the harvester 1 based on the positioning data obtained by the satellite positioning module 80.
  • the actual vehicle speed based on the positioning data of the preceding harvester 1 in the same direction is compared with the actual vehicle speed based on the positioning data of the succeeding harvester 1, and if there is a difference in vehicle speed
  • the vehicle speed is adjusted so that the vehicle speed of the subsequent harvesting machine 1 matches the vehicle speed of the preceding harvesting machine 1. Thereby, the abnormal approach and contact resulting from the difference in the vehicle speed of the preceding harvester 1 and the subsequent harvester 1 are avoided.
  • the communication processing unit 70 of the harvesting machine 1 and the communication control unit 40 of the communication terminal 4 can be provided with a communication call function for sending a call or mail with a registered mobile communication terminal such as a mobile phone.
  • a communication call function for sending a call or mail with a registered mobile communication terminal such as a mobile phone.
  • a communication call function for sending a call or mail with a registered mobile communication terminal such as a mobile phone.
  • the first outermost portion of the work target area CA is first started when the working traveling is started in order to avoid the situation where the heel is broken as described above.
  • the outer peripheral area SA is expanded to the inner peripheral side by automatically traveling at least one round. Even if the width of the outer circumferential area SA formed by the previous round running is insufficient for the U-turn running, the U-turn running is performed without any problem by expanding the outer circumferential area SA to the inner circumferential side in this way. It becomes possible.
  • the harvester 1 is parked at a specified parking position for the purpose of discharging the harvest to a work support vehicle parked around the field, the harvester 1 is placed at the parking position for efficient work.
  • the pre-circular traveling for creating the outer peripheral area SA is usually performed in a plurality of rounds in a spiral shape. Since the outermost round travel route is complicated and varies from field to field, artificial steering is employed. Subsequent round driving is performed by automatic steering or artificial steering. As shown in FIG. 30, when the parking position PP and the U-turn route group UL overlap, while the harvester 1 is parked at the parking position PP, another harvesting is performed by the harvester 1. It is assumed that the U-turn traveling of the aircraft 1 is obstructed. Therefore, it is desirable to perform the above-mentioned additional round trip when the parking position PP and the U-turn route group UL overlap when the advance round trip is completed.
  • the travel route for the additional circular traveling can be calculated based on the traveling locus of the harvester 1 in the previous circular traveling, the outer shape data of the work target area CA, and the like. Therefore, the additional round traveling can be performed by automatic steering.
  • FIG. ⁇ Step # 01> The field is divided into an outer peripheral area SA where the harvesting operation is finished and a work target area CA where a harvesting operation will be performed from now on by the advance traveling around. After the previous round running, as shown in step # 01 of FIG. 30, the parking position PP and the U-turn route group UL overlap in the outer peripheral area SA.
  • Step # 02 of FIG. 30 a plurality of round trip route elements (thick lines in FIG. 30) constituting a rectangular round trip route are calculated.
  • This round travel route element includes a leftmost travel route element Ls and a rightmost travel route element Le in the travel route element calculated for the straight-line reciprocating travel.
  • the travel route element Ls and the travel route element Le are both linear.
  • the traveling route element Ls and the traveling route element Le are opposite sides.
  • the circuit travel route elements are the travel route element Ls, the travel route element Le, the travel route element Ls that connects the top ends of the travel route element Ls and the travel route element Le, the travel route element Ls, and the travel route. And a travel route element connecting the lower ends of the element Le.
  • the work target area CA is reduced by the work width corresponding to the number of laps in the additional round trip, so that the work target area CA is reduced between the leftmost travel route element Ls and the rightmost travel route element Le. Move inward.
  • a work travel route based on a linear reciprocating travel pattern is determined, and the new work target area CA Automatic work travel is started.
  • the parking position PP may not overlap the U-turn path group UL, and the parking position PP may not face the U-turn path group UL.
  • the parking position PP may be located facing the leftmost travel route element Ls. In this case, since the linear reciprocating travel in which the travel route element Ls is first selected is performed, the area around the parking position is expanded, and thus the above additional traveling is no longer executed. Alternatively, only about one additional round of traveling may be performed.
  • the above additional round traveling may be automatically performed.
  • a linear reciprocating travel pattern is set as the travel pattern and the parking position PP is set at a position facing the U-turn path group UL, a plurality of laps (3 to 4 laps) immediately after the start of the work travel Degree) additional laps are automatically performed.
  • work area CA is reduced and a large space is secured on the inner periphery side of parking position PP. Therefore, even if one harvesting machine 1 is stopped at the parking position PP, the other harvesting machines 1 can make a U-turn on the inner circumference side of the parking position PP with a margin, It can pass the circumference side.
  • a parking position for work on a support vehicle such as a transport vehicle CV is located in an area where a U-turn travel is performed in the outer peripheral area SA. If set, the harvesting machine 1 different from the harvesting machine 1 stopped for the discharging work or the like will stop and wait until the end of the discharging work or the like, or a travel route element that bypasses the parking position PP Was configured to be selected.
  • the harvesting machine 1 may be configured to automatically travel around the outer periphery of the work target area CA several times.
  • the work width of the master harvester 1m as the first work vehicle and the slave harvester 1s as the second work vehicle are the same, and setting and selection of the travel route element explained.
  • two examples are used to explain how the travel route elements are set and selected when the work width of the master harvester 1m and the work width of the slave harvester 1s are different.
  • the work width of the master harvester 1m will be described as the first work width
  • the work width of the slave harvester 1s will be described as the second work width.
  • the first work width is set to “6” and the second work width is set to “4”.
  • FIG. 31 shows an example in which a linear reciprocating traveling pattern is set.
  • the route management unit 60 calculates a travel route element group that is an aggregate of a number of travel route elements that cover the work target area CA.
  • the width of each travel route element is set to a reference width which is the greatest common divisor or approximate greatest common divisor of the first work width and the second work width. Since the first work width is “6” and the second work width is “4”, the reference width is “2”.
  • the numbers from 01 to 20 are given to each travel route element as a route number.
  • the route element selection unit 63 has a first route element selection unit 631 having a function of selecting a travel route element of the master harvester 1m, and a function of selecting a travel route element of the slave harvester 1s.
  • the second route element selection unit 632 has a second route element selection unit 632.
  • the first route element selection unit 631 has an area that is an integral multiple of the first work width or the second work width (can be non-running or already running), or the first working width of the first working width.
  • the next travel route element is selected from the travel route element group that has not traveled so as to leave the total area of the integer multiple and the integral multiple of the second work width (whether the travel is already performed or can be traveled).
  • the selected next travel route element is given to the route setting unit 64 of the master harvester 1m.
  • the second path element selection unit 632 may include a first work width or an area that is an integer multiple of the second work width (can be non-running or already running), or an integer multiple of the first work width and the second work width.
  • the next travel route element is selected from the travel route element group that has not traveled so as to leave a total area (which can be either non-running or already traveled).
  • the work target area CA includes The untraveled area having a width that is an integral multiple of the first work width or the second work width will remain. However, in the end, there is a possibility that an unworked area having a narrow width less than the second work width may remain. However, such an unworked area remaining at the end of the master harvester 1m or the slave harvester 1s. Worked on either.
  • FIG. 32 shows an example in which a spiral traveling pattern is set.
  • a travel route element group constituted by a vertical straight line group and a horizontal straight line group whose vertical and horizontal intervals are the first work width is set in the work target area CA.
  • the travel route elements belonging to the horizontal straight line group are given symbols X1 to X9 as their route numbers.
  • symbols Y1 to Y9 are given to the route elements belonging to the vertical straight line group as route numbers.
  • FIG. 32 shows a spiral traveling pattern in which the master harvester 1m and the slave harvester 1s draw a counterclockwise double spiral line from the outside to the inside. It is assumed that the master harvester 1m starts from the travel route element of the route number Y1, and the slave harvester 1s starts from the travel route element of the route number X1.
  • the route element selection unit 63 is divided into a first route element selection unit 631 and a second route element selection unit 632 in this case as well.
  • the master harvester 1m first travels on the travel route element of the route number Y1 first selected by the first route element selection unit 631.
  • the second route for the slave harvester 1s having the second work width narrower than the first work width is used.
  • the position coordinate of the travel route element of the route number X1 first selected by the route element selection unit 632 is corrected in order to fill the difference between the first work width and the second work width. That is, the travel route element of the route number X1 is corrected toward the outside by 0.5 times the difference between the first work width and the second work width (hereinafter, this difference is referred to as the width difference) (FIG. 32).
  • the route numbers Y2, X8, and Y8, which are the next travel route elements selected along with the travel of the slave harvester 1s, are also corrected (FIG. 32, # 02, # 03, and # 04).
  • the master harvester 1m travels on the travel route elements of the route numbers X9 and Y9 from the original route number Y1 (FIG. 32, # 03 and # 04), and the travel route element of the route number X2 that is selected next. Since the slave harvester 1s is traveling outside, the position is corrected by the width difference (# 04 in FIG. 32).
  • the slave harvester 1s When the travel route element of the route number X3 is selected for the slave harvester 1s, the slave harvester 1s has already traveled the travel route element of the route number X1 located outside the route number X3. The position is corrected by 1.5 times the width difference (# 05 in FIG. 32). In this way, after that, the difference between the first work width and the second work width is sequentially determined in accordance with the number of travel route elements traveled by the slave harvester 1s sequentially outside the selected travel route element. In order to cancel, the position of the selected travel route element is corrected (FIG. 32, # 06).
  • the position correction of the travel route element is performed by the route management unit 60, but it is also possible for the first route element selection unit 631 and the second route element selection unit 632 to perform correction.
  • the first route element selection unit 631 and the second route element selection unit 632 are constructed in the control unit 5 of the master harvester 1m.
  • the second path element selection unit 632 may be constructed in the slave harvester 1s.
  • the slave harvester 1s receives the data indicating the travel route element group, and the first route element selection unit 631 and the second route element selection unit 632 exchange the travel route elements selected by themselves, The next travel route element is selected, and necessary position coordinate correction is performed.
  • the route management unit 60, the first route element selection unit 631, and the second route element selection unit 632 are all constructed in the communication terminal 4, and the selected travel route element is sent from the communication terminal 4 to the route setting unit 64. Configuration is also possible.
  • each functional unit can be further divided or a plurality of functional units can be integrated.
  • the function part was distributed to the control unit 5 as the upper control device, the communication terminal 4, and the management computer 100, the distribution of the function unit is also an example, and each function unit is assigned to an arbitrary upper control device. It is also possible to distribute them. If the upper control devices are connected to each other so that data can be exchanged, they can be distributed to different upper control devices. For example, all the functions of the communication terminal 4 can be built in the master harvester 1m.
  • the other vehicle positional relationship calculation unit 56 is constructed in the control unit of the harvester 1, but may be constructed in the communication terminal 4. In this case, information such as the current position of each harvester 1 and the travel route element that is currently traveling (selected) is transmitted from the harvester 1 to the communication terminal 4. Conversely, the other vehicle position relationship calculated by the other vehicle position relationship calculation unit 56 is sent to the work state evaluation unit 55 of each work vehicle 1. Further, in the control function block diagram shown in FIG. 7, the work place data input unit 42, the outer shape data generation unit 43, and the region setting unit 44 are constructed in the communication terminal 4 as the first travel route management module CM1. .
  • the route management unit 60, the route element selection unit 63, and the route setting unit 64 are constructed in the control unit 5 of the harvester 1 as the second travel route management module CM2.
  • the route management unit 60 may be included in the first travel route management module CM1.
  • the outer shape data generation unit 43 and the region setting unit 44 may be included in the second travel route management module CM2.
  • All of the first travel route management module CM1 may be constructed in the control unit 5, or all of the second travel route management module CM2 may be constructed in the communication terminal 4. It is more convenient to construct the communication terminal 4 that can take out as many control function units as possible regarding the travel route management because the degree of freedom of maintenance and the like is increased.
  • the distribution of the function units is limited by the data processing capabilities of the communication terminal 4 and the control unit 5 and the communication speed between the communication terminal 4 and the control unit 5.
  • the travel route calculated and set in the present invention is used as a target travel route for automatic travel, but can also be used as a target travel route for manual travel. That is, the present invention can be applied not only to automatic travel but also to manual travel, and of course, operation in which automatic travel and manual travel are mixed is also possible.
  • the field information sent from the management center KS includes a topographic map around the field in the first place, and the outer shape and outer dimensions of the field are determined by orbiting along the boundary of the field.
  • the field information does not include the topographical map around the field, at least the topographical map of the field, and may be configured such that the outer shape and the external dimensions of the field are calculated only by the orbital running.
  • the field information and work plan written from the management center KS, and items input through the communication terminal 4 are not limited to those described above, and can be changed without departing from the spirit of the present invention. It is.
  • the strip path element calculation unit 602 is provided separately from the mesh path element calculation unit 601, and the strip path element calculation unit 602 performs the work target area.
  • a travel route element group that is a group of parallel straight lines covering CA is calculated.
  • linear reciprocating travel may be realized using a travel route element that is a mesh-like straight line group calculated by the mesh route element calculation unit 601.
  • the parameters of the vehicle traveling device group 71 and the work device group 72 of the slave harvester 1s are changed based on the visual result of the supervisor.
  • An example is shown. However, it is configured so that images (moving images and still images taken at regular intervals) captured by cameras mounted on the master harvester 1m and the slave harvester 1s are displayed on a monitor or the like mounted on the master harvester 1m. Then, the supervisor may look at this video, determine the work status of the slave harvester 1s, and change the parameters of the vehicle travel device group 71 and the work device group 72. Alternatively, the parameter of the slave harvester 1s may be changed in conjunction with the change of the parameter of the master harvester 1m.
  • the harvester 1 performs the perimeter cutting at the beginning of the harvesting operation in the field.
  • the perimeter cutting is an operation of harvesting while circling along the inside of the boundary line of the field.
  • the region setting unit 44 sets the region on the outer periphery side of the field around which the harvester 1 circulates as the outer periphery region SA, and sets the inside of the outer periphery region SA as the work target region CA.
  • the present invention is not limited to this. That is, the surrounding cutting by the harvester 1 is not an essential work in the present invention.
  • the area setting unit 44 may be configured to set the work target area CA without setting the outer peripheral area SA.
  • the area setting unit 44 may be configured to set the work target area CA in accordance with an operation input by a supervisor via the communication terminal 4.
  • FIG. 4 as an example of the travel route element group, a travel route element group having a number of parallel division straight lines that divide the work target area CA into strips as travel route elements is shown.
  • the present invention is not limited to this.
  • the travel route element group shown in FIG. 33 uses curved parallel lines as travel route elements.
  • the parallel lines may be curved.
  • the parallel line group may include a curved parallel line.
  • a travel route element group including a large number of mesh straight lines extending in the vertical and horizontal directions that divide the work target area CA into meshes is shown.
  • the present invention is not limited to this.
  • the mesh lines in the horizontal direction on the paper surface are straight lines, and the mesh lines in the vertical direction on the paper surface are curved.
  • both the horizontal mesh line and the vertical mesh line on the paper surface are curved.
  • the mesh line may be curved.
  • the mesh line group may include a curved mesh line.
  • the linear reciprocating traveling is performed by repeating the traveling along the linear traveling route element and the U-turn traveling.
  • the present invention is not limited to this, and is configured to perform reciprocating by repeating traveling along a curved traveling path element as shown in FIGS. 33 to 35 and U-turn traveling. May be.
  • the automatic working vehicle traveling system of the present invention is not limited to the harvesting machine 1 that is an ordinary combine as a working vehicle.
  • the present invention can also be applied to other harvesting machines 1 such as a cultivator, a tractor equipped with a working device such as a tillage device, and a paddy field working machine.

Abstract

Selon la présente invention, ce système de déplacement automatique de véhicule de travail comprend : une unité de réglage de zone permettant de régler, en tant que champ de travail, une zone périphérique externe SA et des sections CA1, CA2 obtenues en divisant une zone cible de travail CA en une pluralité de zones, une zone intermédiaire CC étant interposée entre ces dernières; une unité de gestion de trajet permettant d'effectuer une gestion de telle sorte que le grand nombre d'éléments de trajet de déplacement qui constituent un trajet de déplacement couvrant chaque section, et les éléments de trajet d'auto-adhérence qui constituent un trajet circulaire encerclant une zone extérieure et la zone intermédiaire soient lisibles; et une unité de sélection d'élément de trajet permettant de sélectionner l'élément de trajet de déplacement suivant ou l'élément de trajet de circulation suivant à parcourir, sur la base de la position du véhicule de travail et d'un état de travail et de déplacement d'un autre véhicule de travail, de telle sorte qu'au moins un véhicule de travail 1m, 1s se déplace pour fonctionner dans chaque section.
PCT/JP2017/042875 2016-12-19 2017-11-29 Système de déplacement automatique de véhicule de travail WO2018116772A1 (fr)

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