WO2019009164A1

WO2019009164A1 - Autonomous travel system

Info

Publication number: WO2019009164A1
Application number: PCT/JP2018/024456
Authority: WO
Inventors: 良平上田
Original assignee: ヤンマー株式会社
Priority date: 2017-07-03
Filing date: 2018-06-27
Publication date: 2019-01-10
Also published as: JP6876547B2; JP2019016010A

Abstract

This autonomous travel system includes: a reference vehicle speed setting unit that sets a reference vehicle speed for each of a first section and a second section, which is located further downstream in the travel direction than the first section, of a travel path; a work machine-side control unit that outputs a prescribed control signal when a work machine mounted on a travel vehicle enters a specific work state; a target vehicle speed setting unit that sets a target vehicle speed of the travel vehicle, which travels autonomously along the travel path; and a vehicle speed control unit that controls the vehicle speed of the travel vehicle such that the vehicle speed of the travel vehicle achieves the target vehicle speed set by the target vehicle speed setting unit. When a specified speed change reference position is reached on the travel path, the target vehicle speed setting unit can switch the target vehicle speed between the reference vehicle speed of the first section and the reference vehicle speed of the second section. When the prescribed control signal is output, the target vehicle speed setting unit calculates a specific target vehicle speed on the basis of the position of the travel vehicle with respect to the speed change reference position, and sets the specific target vehicle speed as the target vehicle speed.

Description

Autonomous traveling system

The present invention relates to an autonomous traveling system.

An autonomous traveling system has been developed which causes a traveling vehicle to autonomously travel along a predetermined traveling route. In an autonomous travel system, vehicle speed control may be employed to decrease or increase the traveling speed of a traveling vehicle when the traveling vehicle reaches a shift reference position set on a traveling route. On the other hand, Patent Document 1 below discloses vehicle speed control for controlling the traveling speed of a traveling vehicle in accordance with the work load of the working machine when the traveling machine is mounted with a work machine. Specifically, the detection unit provided in the work machine detects the work load of the work machine, and the work machine side control unit controls the control signal to decrease or increase the traveling speed of the traveling vehicle according to the degree of the work load. Send to the traveling vehicle.

JP, 2016-067244, A

When the technology of vehicle speed control disclosed in Patent Document 1 is applied to an autonomous traveling system, the vehicle speed control performed by the control signal transmitted from the work machine side control unit and the traveling vehicle reach the shift reference position It may happen that the vehicle speed control is switched and executed in a short time. In this case, acceleration and deceleration may be repeated in a short time, and the fuel efficiency of the traveling vehicle may be deteriorated. In addition, when the user gets on the traveling vehicle, the user may feel uncomfortable.

Therefore, a main object of the present invention is to provide an autonomous control system capable of performing optimum vehicle speed control when a control signal is given from a work machine in a configuration in which a traveling vehicle autonomously travels.

The present invention is an autonomous traveling system for autonomously traveling a traveling vehicle along a preset traveling route, wherein the first traveling route and the first section are located on the downstream side in the traveling direction relative to the first section on the traveling route. A reference vehicle speed setting unit that sets a reference vehicle speed to each of the two sections; a work machine side control unit that outputs a predetermined control signal when the work machine attached to the traveling vehicle is in a specific work state; A target vehicle speed setting unit configured to set a target vehicle speed of the traveling vehicle autonomously traveling along the traveling route; and a vehicle speed of the traveling vehicle such that the vehicle speed of the traveling vehicle becomes the target vehicle speed set by the target vehicle speed setting unit And the target vehicle speed setting unit, when it reaches the shift reference position specified on the travel route, the reference vehicle speed of the first section and the reference vehicle speed of the second section Target car among The target vehicle speed setting unit calculates a specific target vehicle speed based on the position of the traveling vehicle with respect to the shift reference position when the predetermined control signal is output, and the specific target vehicle speed can be switched. An autonomous traveling system is provided, which sets the vehicle speed as a target vehicle speed.

According to this configuration, the specific target vehicle speed can be changed according to the position of the traveling vehicle with respect to the shift reference position. Therefore, even if the vehicle speed control when the traveling vehicle reaches the shift reference position and the vehicle speed control due to the control signal being output from the work machine are executed in a short time, acceleration and deceleration are short. The target vehicle speed can be set so as not to be repeated in time. Therefore, when the control signal is output from the work machine, the optimum vehicle speed control can be performed. Thereby, the fuel consumption of the traveling vehicle can be improved. Furthermore, when the user gets on the traveling vehicle, the discomfort given to the user can be reduced.

In one embodiment of the present invention, the predetermined control signal includes a deceleration signal requesting deceleration of the traveling vehicle, and the target vehicle speed setting unit is configured to position the traveling vehicle in the first section, and When the separation distance between the current position of the traveling vehicle located in the first section and the shift reference position is less than a predetermined distance when the reference vehicle speed of the first section is smaller than the reference vehicle speed of the second section When the deceleration signal is output, the specific target vehicle speed is calculated based on the reference vehicle speed of the second section.

According to this configuration, it is possible to prevent the traveling vehicle from being accelerated immediately after being decelerated. The fuel economy of a traveling vehicle is more likely to occur when deceleration and acceleration are performed in a short time than when only deceleration is repeated in a short time or acceleration is repeated in a short time. The degree of deterioration of is large and the user is likely to feel uncomfortable. Therefore, there is a need to prevent vehicle speed control in which deceleration and acceleration are performed in a short time. Therefore, such needs can be addressed.

In one embodiment of the present invention, when the traveling vehicle is located in the first section and the predetermined control signal is the deceleration signal, the target vehicle speed setting unit is configured to set the reference vehicle speed of the first section or A vehicle speed obtained by multiplying the reference vehicle speed of the second section by a predetermined deceleration rate is set as the specific target vehicle speed.

According to this configuration, it is possible to appropriately set the target vehicle speed in the configuration in which the deceleration signal is output from the work machine.

In one embodiment of the present invention, the predetermined control signal includes a deceleration release signal requesting release of a state in which the vehicle speed of the traveling vehicle is controlled based on the deceleration signal, and the target vehicle speed setting unit The separation distance between the current position of the traveling vehicle and the shift reference position when the traveling vehicle is located in the first section and the reference vehicle speed of the first section is greater than the reference vehicle speed of the second interval. When the deceleration release signal is output when the distance is less than a predetermined distance, the specific target vehicle speed is calculated based on the reference vehicle speed of the second section.

According to this configuration, it is possible to prevent the traveling vehicle from being decelerated immediately after being accelerated. Therefore, in the configuration in which the deceleration cancellation signal is output from the work machine, it is possible to meet the need to prevent the vehicle speed control in which the deceleration and the acceleration are performed in a short time.

In one embodiment of the present invention, the target vehicle speed setting unit is configured such that the traveling vehicle is located in the first section, and a separation distance between a current position of the traveling vehicle and the shift reference position is less than a predetermined distance. At this time, when the predetermined control signal is output, the specific target vehicle speed is calculated based on the reference vehicle speed of the second section.

According to this configuration, when the predetermined control signal is output when the separation distance between the current position of the traveling vehicle and the shift reference position is less than the predetermined distance, the target vehicle speed is based on the reference vehicle speed of the second section. Is set. Therefore, it is suppressed that the change of the vehicle speed of the traveling vehicle according to the predetermined control signal from the work machine side control unit and the change of the vehicle speed of the traveling vehicle due to the traveling vehicle reaching the shift reference position are performed in a short time. However, the target vehicle speed can be appropriately set based on the reference vehicle speed of the predetermined second section.

In one embodiment of the present invention, the display control unit further controls a display control unit that controls image display by the display unit, and a route generation unit capable of generating the travel route, and the display control unit causes the display unit to display the travel route. It is possible to display, and a predetermined image indicating the position of the traveling vehicle when the predetermined control signal is output from the work machine side control unit is displayed on the traveling route displayed on the display unit. The route generation unit can generate another traveling route passing through the predetermined image displayed in plurality on the display unit.

According to this configuration, the route generation unit separates the other travel route passing the position of the traveling vehicle when the predetermined control signal is output from the work machine side control unit separately from the traveling route for autonomously traveling the traveling vehicle. Can be generated. When the work passing through the position of the traveling vehicle when the predetermined control signal is output from the work machine side control unit after the end of the autonomous traveling is performed, the work can be efficiently performed.

The above or further objects, features and effects of the present invention will be made clear by the description of the embodiments described below with reference to the accompanying drawings.

FIG. 1 is a side view of a tractor to which an autonomous traveling system according to a first embodiment of the present invention is applied. FIG. 2 is a plan view of the tractor of FIG. FIG. 3 is a plan view showing various operating devices disposed around the seat of the tractor of FIG. FIG. 4 is a block diagram showing an electrical configuration of the tractor of FIG. FIG. 5 is a schematic view showing an example of the autonomous traveling route. FIG. 6 is a schematic view of the vicinity of the connection route of the autonomous traveling route. FIG. 7 is a graph for explaining a change in the vehicle speed of the tractor traveling near the shift reference position when a predetermined control signal is not output from the work machine side control unit. FIG. 8A is a graph for illustrating changes in the vehicle speed of the tractor when the deceleration signal is output while traveling on the autonomous work path of the autonomous traveling path at the same speed. FIG. 8B is a graph for explaining a change in the vehicle speed of the tractor when the deceleration signal is output during the shift of the tractor due to the target vehicle speed being switched from the first reference vehicle speed to the second reference vehicle speed. It is. FIG. 8C is a graph for illustrating changes in the vehicle speed of the tractor when the deceleration signal is output while traveling at a constant speed on the connection path of the autonomous traveling route. FIG. 8D is a graph for explaining a change in the vehicle speed of the tractor when the deceleration signal is output during the shift of the tractor due to the target vehicle speed being switched from the second reference vehicle speed to the first reference vehicle speed. It is. FIG. 9A is a graph for explaining a change in the vehicle speed of the tractor when the deceleration release signal is output while traveling on the autonomous work path of the autonomous traveling path at a constant speed. FIG. 9B shows that the target vehicle speed is switched from the speed obtained by multiplying the first reference vehicle speed by the deceleration rate to the speed obtained by multiplying the second reference vehicle speed by the deceleration rate. It is a graph for demonstrating the change of the vehicle speed of a tractor at the time of being carried out. FIG. 9C is a graph for illustrating changes in the vehicle speed of the tractor when the deceleration release signal is output while traveling at a constant speed on the connection path of the autonomous traveling route. FIG. 9D shows that the target vehicle speed is switched from the speed obtained by multiplying the second reference vehicle speed by the deceleration rate to the speed obtained by multiplying the first reference vehicle speed by the deceleration rate. It is a graph for demonstrating the change of the vehicle speed of a tractor at the time of being carried out. FIG. 10 is a flowchart for explaining an example of a vehicle speed control process by the autonomous traveling system. FIG. 11 is a flow chart for explaining the process performed when the vehicle speed is controlled based on the deceleration signal in the vehicle speed control process by the autonomous traveling system shown in FIG. FIG. 12 is a flowchart for explaining an example of calculation processing of a specific target vehicle speed based on a deceleration signal. FIG. 13 is a flowchart for explaining an example of calculation processing of a specific target vehicle speed based on the deceleration cancellation signal. FIG. 14 is a diagram for explaining an image displayed on the display unit of the wireless communication terminal during autonomous traveling. FIG. 15 is a view for explaining an image displayed on the display unit of the wireless communication terminal after the tractor has finished traveling on the autonomous traveling route. FIG. 16 is a flowchart showing an example of calculation processing of a specific target vehicle speed based on a deceleration signal by the autonomous traveling system according to the second embodiment. FIG. 17 is a flowchart showing an example of calculation processing of a specific target vehicle speed based on a deceleration cancellation signal by the autonomous traveling system according to the second embodiment.

In the following embodiments, as a work vehicle, a tractor having a traveling vehicle equipped with a work machine will be described as an example. The work vehicle may be a riding type work vehicle such as a rice transplanter, a combine, a civil engineering / construction work vehicle, a snow removal vehicle, or the like other than a tractor, or may be a walking type work vehicle. In the following embodiments, the autonomous traveling means that the tractor travels along a predetermined route while the traveling mechanism of the tractor is controlled by a control unit (ECU) included in the tractor. The autonomous work means that the work machine performs work at a work position preset on the autonomous traveling route by automatically controlling the work machine. On the other hand, manual traveling and manual work mean that each mechanism provided in the tractor is operated by the user and traveling and work are performed.

First Embodiment
FIG. 1 is a side view of a tractor 1 to which an autonomous traveling system according to a first embodiment of the present invention is applied. FIG. 2 is a plan view of the tractor 1.

The tractor 1 is capable of manual traveling and autonomous traveling (automatic traveling). In this embodiment, the tractor 1 may be configured to perform autonomous traveling according to the autonomous traveling route (route) generated by the route generation system in a state where the user does not board. In addition, the tractor 1 may be configured to be able to run autonomously while the user is on board.

The tractor 1 includes a traveling body 2 as a traveling vehicle that autonomously travels in a field. For example, various work machines such as a roll baler, a cultivator (management machine), a plow, a fertilizer applicator, a mower, and a planter can be selectively attached to the traveling machine body 2. In the present embodiment, an example in which a roll baler as the work machine 3 is attached to the traveling machine body 2 will be described.

The working machine 3 is connected to the traveling machine body 2 via a connecting rod 6. Therefore, the working machine 3 is towed when the traveling machine body 2 travels. Work implement 3 includes a work implement mechanism 82 and a forming chamber 81. The work machine mechanism unit 82 operates by the driving force transmitted from the traveling machine body 2. The working machine mechanism unit 82 may include a pickup device 80 for picking up a material to be molded such as grass in the field, and a cutting unit (not shown) for cutting the material to be molded such as grass picked up by the pickup device 80. Good. The molding chamber 81 accommodates the molding material picked up by the pickup device 80, and compression molding the molding material into a cylindrical roll bale (not shown).

The work machine 3 may be configured to hold a covering material such as a net material wound around a compression-formed roll bale so as to be able to be drawn out into the forming chamber 81. The work machine 3 may be configured to open the rear side of the forming chamber 81 and discharge the roll bale after the covering material is wound around the roll bale in the forming chamber 81.

As shown in FIG. 2, the traveling body 2 of the tractor 1 is supported at its front portion by a pair of left and right front wheels 7 and at its rear portion by a pair of left and right rear wheels 8.

A bonnet 9 is disposed at the front of the traveling vehicle 2. In the present embodiment, an engine 10 or the like which is a drive source of the tractor 1 is accommodated in the bonnet 9. The engine 10 may be configured by, for example, a diesel engine, or may be configured by, for example, a gasoline engine. In addition to or instead of the engine 10, another drive source such as an electric motor may be employed.

A cabin 11 may be disposed behind the hood 9 for the user to board. Inside the cabin 11, a steering handle 12 for the user to steer and operate, a seat 13 on which the user can sit, and various operation devices for the user to perform various operations are provided. However, the tractor 1 is not limited to the one with the cabin 11, and may have a configuration without the cabin 11.

A chassis 20 of the tractor 1 is provided at a lower part of the traveling body 2. The chassis 20 includes an airframe 21, a transmission 22, a front axle 23, a rear axle 24, and the like.

The airframe frame 21 is a support member at the front of the tractor 1 and supports the engine 10 directly or via a vibration isolation member or the like. The transmission 22 changes the power from the engine 10 and transmits it to the front axle 23 and the rear axle 24. The front axle 23 transmits the power input from the transmission 22 to the front wheels 7. The rear axle 24 transmits the power input from the transmission 22 to the rear wheel 8.

FIG. 3 is a plan view showing various operation devices disposed around the seat 13. As shown in FIG.

Referring to FIG. 3, the operation device includes monitor 36, accelerator lever 15, reverser lever 26, main shift lever 27, speed / rotational speed selection switch 29, speed / rotational speed setting change dial 14, dial setting changeover switch 16. The auxiliary transmission lever 19, the PTO switch 17, the PTO transmission lever 18, the work implement lift switch 28, the work implement lowering speed adjustment knob 25 and the like can be mentioned as an example. These operating devices are disposed near the seat 13 or near the steering wheel 12.

The monitor device 36 is configured to be able to display various information of the tractor 1. Further, the monitor device 36 is provided with signal input members such as buttons and dials, and the user can input various instruction signals to the tractor 1 by operating the signal input members.

The accelerator lever 15 is an operating tool for setting the output rotational speed of the engine 10.

The reverser lever 26 is an operation tool for switching the forward, reverse, and stop of the tractor 1. The main shift lever 27 is an operation tool for steplessly changing the speed (vehicle speed) at which the tractor 1 travels in the direction indicated by the reverser lever 26.

The speed / rotational speed selection switch 29 is an operating tool for the tractor 1 performing manual traveling to alternately switch the combination of the vehicle speed and the rotation speed of the engine 10 in two combinations set in advance. The speed / rotational speed setting change dial 14 is an operating tool for adjusting the set value of the vehicle speed of the tractor 1 (the vehicle speed of the traveling vehicle 2) and the rotational speed of the engine 10 for each of the two types of combinations. The dial setting change switch 16 is an operating tool for switching whether the speed / rotational speed setting change dial 14 changes the set value of the vehicle speed of the tractor 1 or changes the set value of the rotational speed of the engine 10.

The auxiliary transmission lever 19 is an operating tool for switching the transmission ratio of the traveling auxiliary transmission gear mechanism in the transmission 22.

The PTO switch 17 is an operating tool for switching transmission / disconnection of power to a PTO shaft (power transmission shaft (not shown)) protruding from the rear end of the transmission 22. The PTO shift lever 18 is an operating tool for shifting the rotational speed of the PTO shaft.

The work implement raising and lowering switch 28 is an operating tool for raising and lowering the height of the work implement attached to the traveling machine body 2 within a predetermined range. The work implement lowering speed adjustment knob 25 is an operating tool for adjusting the speed when the work implement is lowered.

On the roof 5 of the cabin 11, a satellite signal receiving antenna 46 and a wireless communication antenna 48 are provided (see FIG. 1). The satellite signal receiving antenna 46 is an antenna used to detect the position information of the traveling body 2. The wireless communication antenna 48 is an antenna for communicating with the wireless communication terminal 100 (see FIG. 4 described later). The wireless communication terminal 100 creates an autonomous traveling route, communicates with the tractor 1, and the like. In this embodiment, the wireless communication terminal 100 is an example configured of a tablet personal computer (tablet PC), but the present invention is not limited to this.

The seat 13 may be provided with a seating sensor 13a that detects that the user is sitting in the seat. The seating sensor 13a may have, for example, a configuration using a membrane switch.

FIG. 4 is a block diagram showing the main electrical configuration of the tractor 1.

As shown in FIG. 4, the tractor 1 controls the operation of the traveling machine body 2 (forward, reverse, stop and turn, etc.) and the operation of the working machine mounted on the traveling machine body 2 (lifting, driving, stop etc.) The control unit 4 is provided. The control unit 4 is electrically connected to a plurality of controllers for controlling the respective units of the tractor 1.

The plurality of controllers include an engine controller 31, a vehicle speed controller 32, a steering controller 33, an elevation controller 34, and a PTO controller 35.

The engine controller 31 controls the number of rotations of the engine 10 and the like. The engine controller 31 is electrically connected to a common rail device 41 as a fuel injection device provided in the engine 10. The common rail device 41 injects fuel into each cylinder of the engine 10. In this case, the fuel injection valve of the injector for each cylinder of the engine 10 is controlled to open and close, so that high-pressure fuel pressure-fed from the fuel tank to the common rail device 41 by the fuel supply pump is injected from each injector to each cylinder of the engine 10 Thus, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector are controlled with high accuracy. The engine controller 31 controls the common rail device 41 to control the number of rotations of the engine 10 and the like. The engine controller 31 can also stop the supply of fuel to the engine 10 and stop the driving of the engine 10 by controlling the common rail device 41.

The vehicle speed controller 32 controls the vehicle speed of the tractor 1. Specifically, the transmission 22 is provided with a transmission 42 which is, for example, a movable swash plate type hydraulic stepless transmission. The vehicle speed controller 32 can change the transmission ratio of the transmission 22 by changing the angle of the swash plate of the transmission 42 by an actuator (not shown), and can realize a desired vehicle speed. During autonomous traveling, the control unit 4 (an autonomous traveling control unit 50 described later) transmits a control signal for specifying a target vehicle speed of the tractor 1 to the vehicle speed controller 32. According to this control signal, the vehicle speed controller 32 controls the transmission 42 so that the vehicle speed of the tractor 1 becomes the target vehicle speed.

The steering controller 33 controls the turning angle of the front wheel 7. Specifically, a steering actuator 43 is provided in the middle of the rotation shaft (steering shaft) of the steering handle 12. During autonomous traveling, the control unit 4 calculates a target turning angle for causing the tractor 1 to travel along a predetermined autonomous traveling route, and sets the steering angle in the steering controller 33. The steering controller 33 controls the steering actuator 43 so that the rotation angle of the steering wheel 12 becomes the target turning angle. Thereby, the turning angle of the front wheel 7 of the tractor 1 is controlled.

The steering actuator may change the turning angle of the front wheel 7 of the tractor 1 without adjusting the turning angle of the steering wheel 12. In that case, the control unit 4 calculates a target turning angle for causing the tractor 1 to travel along a predetermined autonomous traveling route, and sets the steering angle in the steering controller 33. The steering controller 33 controls the steering actuator so that the turning angle of the front wheels 7 becomes the target turning angle. In that case, the steering handle 12 does not rotate even if a cornering movement is performed.

The elevation controller 34 controls elevation of the working machine. Specifically, the tractor 1 is provided with a lift actuator 44 composed of a known hydraulic lift cylinder in the vicinity of the portion connecting the work machine to the traveling machine body 2. The elevation controller 34 raises and lowers the work machine appropriately by driving the lift cylinder by opening and closing a solenoid valve (not shown) based on the control signal input from the control unit 4. The lift cylinder is single acting. The lift cylinder raises the working machine by supplying hydraulic oil to the cylinder. The lift cylinder is configured such that the working machine is lowered by its own weight by discharging the hydraulic oil from the cylinder. Although not shown, a well-known descent speed adjusting valve is disposed in the discharge path of the hydraulic fluid from the cylinder. The user can adjust the opening speed of the lowering speed adjusting valve with the work machine lowering speed adjusting knob 25 (see FIG. 3) to adjust the speed when the working machine is lowered. The lift controller 34 can support the work machine at a desired height such as a non-work height at which work is not performed and a work height at which the work is performed.

The PTO controller 35 controls the rotation of the PTO shaft. Specifically, the tractor 1 is provided with a PTO clutch 45 for switching transmission / disconnection of power to the PTO shaft. The PTO controller 35 can rotationally drive the work machine 3 via the PTO shaft or stop the rotational drive by switching the PTO clutch 45 based on the control signal input from the control unit 4 . In the present embodiment, the “working state” of the work machine 3 means a state in which the pickup device 80 of the work machine 3 is driven by the driving force from the PTO shaft. Further, "non-working state" means a state other than the above working state. The non-operation state is, for example, a state in which the pickup device 80 is stopped.

A satellite signal reception antenna 46 is electrically connected to the control unit 4. A radio communication antenna 48 is electrically connected to the control unit 4 via the radio communication unit 47. The wireless communication unit 47 may be configured by a wireless LAN router (Wi-Fi router), for example. A monitor device 36 is electrically connected to the control unit 4. A traveling machine side communication unit 37, which is an interface for communicating with the work machine 3, is electrically connected to the control unit 4.

The satellite signal receiving antenna 46 receives a signal from a positioning satellite that constitutes a satellite positioning system (GNSS). The positioning signal received by the satellite signal reception antenna 46 is input to a position information calculation unit (position information acquisition unit) 49. The position information calculation unit 49 calculates position information of the traveling body 2 (strictly speaking, the satellite signal receiving antenna 46) of the tractor 1 as, for example, latitude and longitude information.

In the present embodiment, the satellite positioning system is a high precision satellite positioning system using the GNSS-RTK method. The satellite positioning system is not limited to this, and another positioning system may be used. For example, a relative positioning system (DGPS), or a geosynchronous satellite navigation augmentation system (SBAS) may be used, or a combination of these systems may be used.

The control unit 4 may be connected to an inertial measurement device (not shown). This inertial measurement device is a known configuration provided with an angular velocity sensor and an acceleration sensor. This inertial measurement device is configured to be able to acquire the position of the tractor 1 even when the GNSS positioning described above can not be performed due to radio wave reception and the like.

The control unit 4 has a function of controlling the tractor 1 and the work machine 3 based on various operations of the user who got into the cabin 11, and causes the tractor 1 to automatically travel along the autonomous traveling route created in advance. However, it has an autonomous traveling function and the like for automatically controlling the work machine 3. The autonomous traveling function will be described in detail below.

The control unit 4 includes a microcomputer. The microcomputer includes a CPU and a storage unit (ROM, RAM, non-volatile memory, hard disk, etc.) 60. The storage unit 60 stores programs and various data. The microcomputer functions as a plurality of function processing units by executing a predetermined program stored in the storage unit 60. The plurality of function processing units include an autonomous traveling control unit 50 and the like.

The autonomous traveling control unit 50 performs overall control on autonomous traveling. The autonomous traveling control unit 50 includes a manned autonomous traveling mode (first mode) in which autonomous traveling is performed in a state where the user is on board and an unmanned autonomous traveling mode (second mode) in which autonomous traveling is performed in a state where the user is not on board. It is possible to switch and allow the tractor 1 to travel autonomously along the autonomous traveling route.

The autonomous traveling control unit 50 causes the tractor 1 to autonomously travel along the autonomous traveling route generated in advance or stops autonomous traveling by controlling the respective controllers 31 to 35. The autonomous traveling control unit 50 includes a target vehicle speed setting unit 51 that sets a predetermined target vehicle speed VT in the vehicle speed controller 32. During autonomous traveling, the autonomous traveling control unit 50 outputs a control signal to control the vehicle speed controller 32 such that the vehicle speed of the tractor 1 becomes the target vehicle speed VT. That is, when the vehicle speed of the tractor 1 is different from the target vehicle speed VT, the vehicle speed of the tractor 1 is increased or decreased to match the target vehicle speed VT.

A reference vehicle speed which is a vehicle speed serving as a reference of the target vehicle speed VT of the tractor 1 is set in the autonomous traveling route generated in advance. If the specific control signal from the work machine side control unit 84 is not input to the control unit 4 during autonomous traveling, the reference vehicle speed is set as the target vehicle speed VT of the tractor 1. A plurality of reference vehicle speeds can be set in accordance with the position of the tractor 1 on the autonomous traveling route. For example, two types of reference vehicle speeds (a first reference vehicle speed V1 and a second reference vehicle speed V2) are set. This setting is performed, for example, using the wireless communication terminal 100 (see FIG. 4 described later). Thus, the wireless communication terminal 100 has a function as a reference vehicle speed setting unit.

The work machine 3 which is a roll baler includes the work machine mechanism unit 82 described above, a detection unit 83, a work machine side control unit 84, and a work machine side communication unit 85. The detection unit 83 detects that the work machine 3 is in a specific work state. The work machine side control unit 84 outputs a predetermined control signal (specific control signal) when the specific work state is reached or when the specific work state is cancelled. The working machine side communication unit 85 is an interface for communicating with the control unit 4 via the traveling machine side communication unit 37. The work machine side control unit 84 and the control unit 4 can communicate via the work machine side communication unit 85 and the traveling machine body communication unit 37. Therefore, the predetermined control signal (specific control signal) output by the work machine side control unit 84 is input to the control unit 4 via the work machine side communication unit 85 and the traveling machine body side communication unit 37.

The types of specific control signals include a deceleration signal, a stop signal, a deceleration release signal, and a stop release signal. The deceleration signal is a signal that requests the tractor 1 to decelerate. The stop signal is a signal requesting stop of the traveling of the tractor 1. When the deceleration signal is output, the target vehicle speed VT is set to a speed obtained by multiplying the first reference vehicle speed V1 or the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5). When the stop signal is output, the target vehicle speed VT is set to 0 km / h.

The deceleration release signal is a signal for requesting release of the deceleration of the tractor 1 by the deceleration signal. The stop release signal is a signal requesting release of the stop of the traveling of the tractor 1 by the stop signal. In other words, it can be said that the stop release signal is a signal substantially requesting resumption of traveling of the tractor 1.

When the work machine 3 is a roll baler as in the present embodiment, the timing at which the work machine 3 is in the following work state may be mentioned as the timing at which each specific control signal is output.

Specifically, the deceleration signal indicates that the amount of the material to be molded in the molding chamber 81 reaches a predetermined ratio (for example, 80%) of the volume of the molding chamber 81 by the material to be molded being sent to the molding chamber 81 Occasionally, it may be output, for example, when the work machine mechanism 82 of the work machine 3 is clogged and the amount of material to be molded that can be picked up by the work machine 3 decreases per unit time. The deceleration release signal may be output, for example, when the roll bale is discharged from the forming chamber 81 and the forming chamber 81 becomes empty, or when the clogging of the working machine mechanism unit 82 is resolved.

The stop signal may be output, for example, when the roll bale is formed in the forming chamber 81, or when the tractor 1 finishes traveling on the autonomous traveling route. The stop release signal may be output when the roll bale is discharged from the forming chamber 81 and the forming chamber 81 becomes empty.

The wireless communication terminal 100 includes a route generation unit 101, a display unit 102, a display control unit 103, a wireless communication unit 104, and a wireless communication antenna 105. The route generation unit 101 generates an autonomous traveling route. The display unit 102 displays various data and receives an operation by a user. The display unit 102 is configured by a touch panel display. The display control unit 103 controls the display content of the display unit 102. Specifically, the display control unit 103 causes the display unit 102 to display an autonomous traveling route, or causes the display unit 102 to display a predetermined image indicating the position of the traveling vehicle 2 on the autonomous traveling route. can do. The wireless communication unit 104 and the wireless communication antenna 105 are devices used to perform wireless communication with the control unit 4 of the tractor 1. The wireless communication antenna 105 may include a wireless LAN adapter (Wi-Fi adapter). The wireless communication antenna 105 is connected to the path generation unit 101 and the display control unit 103 via the wireless communication unit 104. The autonomous traveling route generated by the route generation unit 101 is transmitted from the wireless communication terminal 100 to the control unit 4 of the tractor 1 and stored in the storage unit 60 as route data.

FIG. 5 is a schematic view showing an example of the autonomous traveling route.

Referring to FIG. 5, the autonomous traveling route P is generated so as to connect the work start position S specified in advance and the work end position E. The autonomous traveling route P is set in the work area W, and is set in a linear or polygonal autonomous working path (a linear path on which the autonomous work is performed) P1 and a non-work area N. The connection path P2, which is a path connecting the end portions of the two, is alternately connected. In the present embodiment, the work area W means an area where the autonomous work is performed, and the non-work area N means an area where the autonomous work is not performed. Hereinafter, unless otherwise stated, “travel” means autonomous travel, and “work” means autonomous work.

The autonomous work path P1 is a path on which the work by the work machine 3 is performed. The connection path P2 is a rotary circuit including an arc-like portion where the turning and turning back operation is performed.

In the example of FIG. 5, the autonomous work path P1 is generated linearly, and the connection path P2 is generated U-shaped. The connection path P2 is disposed to connect the end portions of the autonomous work paths P1 adjacent to each other. In the autonomous traveling route P created in this way, a direction change of 180 ° is performed in each connecting route P2, so that the traveling direction of the tractor 1 is an autonomous work route P1 and its neighboring autonomous work route P1. Between the autonomous work path P1 and the work path, they will turn opposite to each other. The tractor 1 travels on the autonomous traveling route P. In the following, the front in the traveling direction of the tractor 1 is also referred to as "the traveling direction downstream side", and the rear in the traveling direction of the tractor 1 is also referred to as the "traveling direction upstream side" . The autonomous work path P1 and the connection path P2 are alternately arranged along the traveling direction. The boundary between the autonomous work path P1 and the connection path P2 on the downstream side in the traveling direction of the autonomous work path P1 is referred to as a first boundary position B1. The boundary between the connection path P2 and the autonomous work path P1 on the downstream side in the traveling direction of the connection path P2 is referred to as a second boundary position B2.

FIG. 6 is a schematic view of the vicinity of the connection path P2 of the autonomous traveling path P. As shown in FIG.

Referring to FIGS. 5 and 6, a reference vehicle speed V is set for the autonomous traveling route P. Specifically, the first reference vehicle speed V1 is set to the autonomous work path P1, and the second reference vehicle speed V2 is set to the connection path P2. The target vehicle speed setting unit 51 sets the target vehicle speed VT to the first reference vehicle speed V1 when the tractor 1 travels the autonomous work path P1 when the specific control signal is not output, and the tractor 1 travels the connection path P2. The target vehicle speed VT is set to the second reference vehicle speed V2.

The target vehicle speed setting unit 51 includes a first setting unit 52 that switches the target vehicle speed VT between the first reference vehicle speed V1 and the second reference vehicle speed V2. The first setting unit 52 sets the target vehicle speed VT from the first reference vehicle speed V1 to the second reference vehicle speed when the traveling airframe 2 moves from the autonomous work path P1 to the connection path P2 downstream of the autonomous work path P1 in the traveling direction. Switch to V2. The first setting unit 52 sets the target vehicle speed VT from the second reference vehicle speed V2 to the first reference vehicle speed V1 when the traveling airframe 2 moves from the connection path P2 to the autonomous work path P1 on the downstream side in the traveling direction of the connection path P2. Switch to

A shift reference position R on which the target vehicle speed setting unit 51 switches the target vehicle speed VT is set (specified) on the autonomous traveling route P. When the traveling body 2 reaches the shift reference position R, a control signal for controlling the vehicle speed controller 32 is output from the autonomous traveling control unit 50. In order to appropriately set the shift reference position R, the autonomous traveling control unit 50 further includes a shift reference position setting unit 54 (see also FIG. 4). The shift reference position setting unit 54 sets the next shift reference position R in the traveling direction downstream of the current position of the traveling vehicle body 2 in response to the vehicle speed switching control for the target vehicle speed VT being started by the vehicle speed controller 32. Do. Further, when the target vehicle speed VT is changed according to the specific control signal, the shift reference position setting unit 54 can set the shift reference position R accordingly.

When the traveling airframe 2 moves from the autonomous work path P1 to the connection path P2 on the downstream side of the traveling direction of the autonomous work path P1, the shift reference position R serving as a reference when switching the target vehicle speed VT is also the first shift reference position R1. Say. The shift reference position R serving as a reference when switching the target vehicle speed VT when the traveling body 2 moves from the connection path P2 to the autonomous work path P1 downstream of the connection path P2 in the traveling direction is also referred to as a second shift reference position R2. .

The shift reference position R is set based on the current position (whether it is the autonomous work path P1 or the connection path P2) and the reference vehicle speed V. Since the first shift reference position R1 is a position serving as a reference for switching the target vehicle speed VT when moving from the autonomous work path P1 to the connection path P2, the first shift reference position R1 is set at or near the first boundary position B1. The second shift reference position R2 is a position serving as a reference for switching the target vehicle speed VT when moving from the connection path P2 to the autonomous work path P1, and therefore, is set at or near the second boundary position B2.

In the autonomous work path P1, it is preferable that the work be performed equally over the entire area. For that purpose, it is preferable that the tractor 1 travel on the autonomous work path P1 at substantially the same speed (without switching the target vehicle speed VT in the autonomous work path P1). Therefore, in the present embodiment, it is preferable that the shift reference position R be set so that the tractor 1 can travel on the autonomous work path P1 at substantially the same speed.

Therefore, in the present embodiment, when the boundary position where the traveling vehicle body 2 passes next is the first boundary position B1, the shift reference position setting unit 54 selects the shift reference position R regardless of the value of the current target vehicle speed VT. (First shift reference position R1) is set to the first boundary position B1. Then, the target vehicle speed VT is switched at the shift reference position R, and when the traveling body 2 moves from the shift reference position R by a predetermined distance L1, the vehicle speed of the tractor 1 reaches the target vehicle speed VT after switching. The predetermined distance L1 is a distance necessary for the vehicle speed of the tractor 1 to reach the switched target vehicle speed VT, and is determined according to the current target vehicle speed VT and the magnitude of the acceleration or deceleration of the tractor 1.

When the boundary position through which the traveling vehicle 2 passes next is the second boundary position B2, the shift reference position setting unit 54 continues until the vehicle speed of the tractor 1 reaches the target vehicle speed VT after switching from the current target vehicle speed VT. The shift reference position R is set on the upstream side of the second boundary position B2 in the traveling direction by a distance (predetermined distance L2) necessary for the second position. The shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT, the switched target vehicle speed VT, and the degree of acceleration or deceleration of the tractor 1, and the calculated predetermined distance L2 A shift reference position R (second shift reference position R2) is set upstream of the second boundary position B2 in the traveling direction. Thus, unlike the first shift reference position R1, the second shift reference position R2 is set in consideration of the current target vehicle speed VT.

FIG. 7 is a graph for explaining changes in the vehicle speed of the tractor 1 traveling near the shift reference position R when a specific control signal such as a deceleration signal is not output. In FIG. 7, the horizontal axis indicates the position of the tractor 1 (traveling machine body 2), and the vertical axis indicates the vehicle speed of the tractor 1 (the same applies to FIGS. 8A to 9D described later).

In the example of FIG. 7, when the traveling body 2 travels on the autonomous work path P1, the first setting unit 52 sets the target vehicle speed VT to the first reference vehicle speed V1. Then, the shift reference position setting unit 54 is a first boundary between the autonomous work path P1 where the traveling airframe 2 is currently located and the connection path P2 located downstream thereof (that is, the traveling airframe 2 passes next) The shift reference position R is set to the boundary position B1. When the traveling body 2 reaches the shift reference position R, the first setting unit 52 switches the target vehicle speed VT from the first reference vehicle speed V1 to the second reference vehicle speed V2. Therefore, deceleration of the tractor 1 starts. The vehicle speed controller 32 controls the vehicle speed of the tractor 1 so that the vehicle speed of the tractor 1 reaches the second reference vehicle speed V2 when the traveling vehicle body 2 moves from the shift reference position R by a predetermined distance L1.

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 is based on the current target vehicle speed VT (second reference vehicle speed V2), the target vehicle speed VT after switching (first reference vehicle speed V1), and the acceleration or deceleration of the tractor 1 A predetermined distance L2 is calculated, and the next shift reference position R is set on the upstream side in the traveling direction by a predetermined distance L2 from the second boundary position B2 where the traveling body 2 passes next. That is, the predetermined distance L2 is calculated so that the vehicle speed of the tractor 1 reaches the target vehicle speed VT when the traveling body 2 reaches the second boundary position B2. When the traveling body 2 reaches the shift reference position R, the target vehicle speed VT is switched from the second reference vehicle speed V2 to the first reference vehicle speed V1, and acceleration of the tractor 1 starts. The vehicle speed controller 32 controls the vehicle speed of the tractor 1 so that the vehicle speed of the tractor 1 reaches the first reference vehicle speed V1 when the traveling body 2 reaches the second boundary position B2.

Although not shown, when the target vehicle speed VT is switched to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 sets the next shift reference position R at a first boundary position B1 where the traveling vehicle body 2 passes next. Then, the setting of the target vehicle speed VT and the setting of the shift reference position R are repeated until the traveling body 2 reaches the work end position E.

The autonomous traveling control unit 50 outputs a work stop signal for stopping work by the work machine 3 to the work machine side control unit 84 when the traveling machine body 2 reaches the first boundary position B1. The autonomous traveling control unit 50 outputs a work start signal for starting work by the work machine 3 to the work machine side control unit 84 when the traveling machine body 2 reaches the second boundary position B2.

The output timing of the work stop signal and the work start signal may be when the work machine 3 reaches the first boundary position B1 and the second boundary position B2. In this case, the position of the working machine 3 is calculated based on the position of the traveling machine body 2 and the relative position of the working machine 3 with respect to the traveling machine body 2 determined in advance.

As in the present embodiment, when the work machine 3 is a roll baler, the PTO controller 35 switches the PTO clutch 45 according to the work stop signal and the work start signal to rotate the work machine mechanism 82 of the work machine 3 or Stop the rotation. Unlike the present embodiment, when the work machine is a cultivator or the like, the lift controller 34 may raise or lower the work machine according to the work stop signal and the work start signal. In addition, when it is a work machine which requires a predetermined preparation period until the actual work is stopped or started after the work stop signal or the work start signal is output, the traveling machine body 2 is performed during the predetermined preparation period. When the traveling body 2 reaches a position upstream of the first boundary position B1 or the second boundary position B2 by the preparation traveling distance, the operation stop signal or the operation start signal is output. It may be

In the present embodiment, the target vehicle speed VT may be changed by outputting a specific control signal (in particular, a deceleration signal or a deceleration release signal). In such a case, it is necessary to consider the relationship between the vehicle speed control performed by outputting the specific control signal and the vehicle speed control performed when the tractor 1 has reached the shift reference position R.

When the specific control signal is output while the tractor 1 is traveling near the shift reference position R, the change in the vehicle speed of the tractor 1 according to the specific control signal and that the traveling body 2 has reached the shift reference position R There is a risk that both of the changes in the vehicle speed due to will be performed in a short time. However, frequent changes in the vehicle speed are not preferable for the fuel efficiency of the tractor 1 and the work of the work machine 3 as well as the load on the traveling airframe 2 is large.

So, in this embodiment, the target vehicle speed setting part 51 is comprised so that the target vehicle speed VT can be set based on the position of the traveling body 2 when a specific control signal is output. Specifically, in addition to the first setting unit 52, the target vehicle speed setting unit 51 further includes a second setting unit 53 that sets the target vehicle speed VT based on a standard different from that of the first setting unit 52 (see FIG. 4). .

The first setting unit 52 is a setting unit that sets the target vehicle speed VT when the work machine 3 is not in a specific work state. On the other hand, after the work machine 3 is in the specific work state (after the specific control signal indicating that the specific work state is output), the second setting unit 53 continues until the specific work state is canceled. It is a setting unit that sets a target vehicle speed VT during a period (until a specific control signal indicating that a specific work state is canceled) is output.

That is, the first setting unit 52 indicates that when the traveling machine body 2 reaches the shift reference position R when the work machine 3 is not in the specific work state, and that the specific work state of the work machine 3 is cancelled. It can be said that the setting unit sets the target vehicle speed VT when acquiring the specific control signal. In addition, the second setting unit 53 acquires a specific control signal indicating that the traveling machine body 2 has reached the shift reference position R when the work machine 3 is in the specific work state, and that the specific work state is in progress. It can be said that the setting unit sets the target vehicle speed VT when it

In the following, when the first setting unit 52 sets the target vehicle speed VT according to the specific control signal, the specific control signal indicates a specific control signal indicating that the specific work state has been cancelled, and the second setting unit 53 When the target vehicle speed VT is set, the specific control signal indicates a specific control signal indicating that the specific working state is in effect.

When the specific control signal is output from work machine side control unit 84, first setting unit 52 and second setting unit 53 execute traveling machine body 2 relative to shift reference position R currently set by shift reference position setting unit 54. The specific target vehicle speed VS is calculated on the basis of the position of and the specific target vehicle speed VS is set as the target vehicle speed VT. Specifically, the specific target vehicle speed VS is changed based on whether or not the distance (separation distance) between the current position of the traveling airframe 2 and the current shift reference position R is less than a predetermined reference distance D. .

More specifically, the first setting unit 52 and the second setting unit 53 output the specific control signal when the separation distance between the current position of the traveling vehicle body 2 and the shift reference position R is less than the reference distance D. The specific target vehicle speed VS is calculated based on the reference vehicle speeds V1 and V2 of the paths P2 and P1 (second section) on the downstream side in the traveling direction of the paths P1 and P2 (first section) where the traveling body 2 is currently located. When the specific control signal is output when the separation distance between the current position of the traveling machine body 2 and the shift reference position R is equal to or more than the reference distance D, the first setting unit 52 and the second setting unit 53 The specific target vehicle speed VS is calculated based on the reference vehicle speeds V1 and V2 of the routes P1 and P2 (first section) in which 2 is currently located. The first setting unit 52 and the second setting unit 53 cause the vehicle speed controller 32 to control the vehicle speed by setting the target vehicle speed VT when the specific control signal is output from the work machine side control unit 84.

The predetermined reference distance D is, for example, a predetermined fixed distance. When the target vehicle speed VT is set in response to the output of a specific control signal, for example, the predetermined reference distance D is a travel distance required for the vehicle speed of the tractor 1 to reach the target vehicle speed VT Distance required to The travel distance required for shifting changes depending on the current vehicle speed of the tractor 1 and the acceleration (deceleration) of the tractor 1. The travel distance required for shifting may be calculated appropriately and set as the reference distance D. The reference distance D may be a distance obtained by adding a margin to the travel distance required for shifting. The reference distance D is set for each of the first shift reference position R1 and the second shift reference position R2. The reference distance D may be changed according to the type of the specific control signal.

The shift reference position setting unit 54 sets the shift reference position R based on the current target vehicle speed VT and the current position of the traveling vehicle 2 with respect to the current shift reference position R when the specific control signal is output. can do. That is, when the vehicle speed controller 32 performs the vehicle speed switching control in response to the specific target vehicle speed VS being set as the target vehicle speed VT by the first setting unit 52 or the second setting unit 53, the shift reference position setting unit 54 The shift reference position R is changed to the current position of the traveling body 2. Then, after the vehicle speed switching control by the vehicle speed controller 32 is started, the shift reference position setting unit 54 sets the next shift reference position R.

Each piece of information necessary for autonomous traveling is stored in the storage unit 60. That is, the storage unit 60 includes a route storage unit 61, an area storage unit 62, a shift reference position storage unit 63, a reference vehicle speed storage unit 64, and a reference distance storage unit 65 (see FIG. 4). The route storage unit 61 stores information of the autonomous traveling route P (the autonomous work route P1 and the connection route P2). The area storage unit 62 stores information on a preset work area W (specifically, information on the position, shape, and the like of the work area W) and information on a non-work area N which is the remaining area. The information of the work area W can be set, for example, by the user appropriately operating the wireless communication terminal 100 before starting the autonomous traveling. The shift reference position storage unit 63 stores the shift reference position R set on the autonomous traveling route P. The shift reference position R stored in the shift reference position storage unit 63 is set every time the shift reference position setting unit 54 sets the shift reference position R. The reference vehicle speed storage unit 64 stores the reference vehicle speed (the first reference vehicle speed V1 and the second reference vehicle speed V2) of the tractor 1 during autonomous traveling. The reference distance storage unit 65 stores a reference distance D with respect to the shift reference position R.

Next, a change in the vehicle speed of the tractor 1 when the deceleration signal or the deceleration release signal is output while traveling around the shift reference position R will be specifically described.

First, the case where the deceleration signal is output will be described with reference to FIGS. 8A to 8D. FIG. 8A is a graph for illustrating a change in the vehicle speed of the tractor 1 when the deceleration signal is output while traveling on the autonomous work path P1 at the same speed (first reference vehicle speed V1). FIG. 8B shows that when the target vehicle speed VT is switched from the first reference vehicle speed V1 to the second reference vehicle speed V2, the deceleration signal is output while the tractor 1 is decelerating (during deceleration). It is a graph for demonstrating the change of the vehicle speed. FIG. 8C is a graph for illustrating changes in the vehicle speed of the tractor 1 when the deceleration signal is output while traveling on the connection path P2 at a constant speed (second reference vehicle speed V2). FIG. 8D shows that when the target vehicle speed VT is switched from the second reference vehicle speed V2 to the first reference vehicle speed V1, the deceleration signal is output while the tractor 1 is accelerating (during acceleration). It is a graph for demonstrating the change of the vehicle speed.

In FIGS. 8A to 8D, changes in the vehicle speed of the tractor 1 when the specific control signal is not output are indicated by solid lines. In FIGS. 8A to 8D, changes in the vehicle speed of the tractor 1 after the deceleration signal is output are indicated by alternate long and short dash lines. In FIGS. 8A to 8D, the position of the traveling airframe 2 when the deceleration signal is output is indicated by a downward arrow.

The reference distance D when the shift reference position R is the first shift reference position R1 and the specific control signal is the deceleration signal is referred to as a first reference distance D1 (see FIG. 8A). The reference distance D when the shift reference position R is the second shift reference position R2 and the specific control signal is the deceleration signal is referred to as a second reference distance D2 (see FIG. 8C). In the present embodiment, since the first reference vehicle speed V1 is larger than the second reference vehicle speed V2, the first reference distance D1 is set to a value larger than the second reference distance D2.

If the traveling body 2 is positioned on the autonomous work path P1 while the vehicle speed control based on the deceleration signal is not executed, the first setting unit 52 sets the current target vehicle speed VT to the first reference vehicle speed V1. At this time, the shift reference position setting unit 54 sets the shift reference position R (first shift reference position R1) at the first boundary position B1 where the traveling body 2 passes next.

Thereafter, referring to the dashed-dotted line in FIG. 8A, when the decelerating signal is output when the separated distance between the current position of the traveling vehicle body 2 and the first shift reference position R1 is equal to or greater than the first reference distance D1: The second setting unit 53 calculates the specific target vehicle speed VS based on the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to a vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V1). The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is decelerated until the vehicle speed of the tractor 1 changes to (1/2) V1.

When the target vehicle speed VT is set to (1/2) V1, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed switching control to set the vehicle speed of the traveling vehicle body 2 to (1/2) V1 is started by the vehicle speed controller 32, the shift reference position setting unit 54 continues to the first boundary position B1 regardless of the target vehicle speed VT. The shift reference position R (first shift reference position R1) is set.

The vehicle speed of the traveling vehicle 2 is from when the vehicle speed reaches (1/2) V1 until the traveling vehicle 2 reaches the next shift reference position R (first shift reference position R1), or next, the specific control signal is Until it is output, it is maintained at (1/2) V1.

On the other hand, referring to the two-dot chain line in FIG. 8A, deceleration is performed when the distance between the current position of traveling body 2 and shift reference position R (first shift reference position R1) is less than first reference distance D1. When the signal is output, the second setting unit 53 sets the reference vehicle speed of the connection path P2 (second section) on the downstream side in the traveling direction of the autonomous work path P1 (first section) in which the traveling machine body 2 is currently positioned The specific target vehicle speed VS is calculated based on the second reference vehicle speed V2). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to a vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V2) . The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is decelerated until the vehicle speed of the tractor 1 changes to (1/2) V2.

When the target vehicle speed VT is set to (1/2) V2, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed switching control to set the vehicle speed of the traveling vehicle body 2 to (1/2) V2 is started by the vehicle speed controller 32, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT ((1/2) V2), and the second boundary position B2 at which the traveling vehicle body 2 passes next is calculated. The next shift reference position R (second shift reference position R2) is set on the upstream side in the traveling direction by a predetermined distance L2.

Assuming that the acceleration of the tractor 1 is constant, the predetermined distance L2 is smaller when the current target vehicle speed VT is (1/2) V2 than when the target vehicle speed VT is the second reference vehicle speed V2. Become. Therefore, the second shift reference position R2 when the current target vehicle speed VT is (1/2) V2 is compared to the second shift reference position R2 when the current target vehicle speed VT is the second reference vehicle speed V2. It is set to the traveling direction downstream side (position close to the second boundary position B2).

The vehicle speed of the traveling vehicle 2 is from when the vehicle speed reaches (1/2) V2 until the traveling vehicle 2 reaches the next shift reference position R (second shift reference position R2), or next, the specific control signal is It is maintained at (1/2) V 2 until it is output.

Referring to FIG. 8B, when tractor 1 is decelerating due to traveling body 2 reaching shift reference position R (first transmission reference position R1), shift reference position R causes traveling body 2 to pass next. A predetermined distance L2 is set upstream of the second boundary position B2 to be traveled (see the solid line in FIG. 8B). Therefore, referring to the two-dot chain line in FIG. 8B, the decelerating signal is output when the distance between the position of traveling body 2 and shift reference position R (second shift reference position R2) is equal to or greater than second reference distance D2. Then, even if the tractor 1 is decelerating, the second setting unit 53 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to a vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V2).

When the target vehicle speed VT is set to (1/2) V2, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed switching control for setting the vehicle speed of the traveling vehicle body 2 to (1/2) V1 is started by the vehicle speed controller 32, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, referring to the two-dot chain line in FIG. 8B, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT ((1/2) V2) of the traveling airframe 2; The next shift reference position R (second shift reference position R2) is set on the upstream side in the traveling direction by a predetermined distance L2 from the second boundary position B2 where the traveling body 2 passes next.

Referring to FIG. 8C, when traveling body 2 is positioned on connection path P2 in a state where vehicle speed control by the specific control signal is not performed, target vehicle speed VT is set to second reference vehicle speed V2. At this time, the shift reference position R is set on the upstream side in the traveling direction by a predetermined distance L2 from the second boundary position B2 where the traveling body 2 passes next.

Thereafter, referring to the alternate long and short dash line in FIG. 8C, the deceleration signal is generated when the distance between the current position of traveling body 2 and shift reference position R (second shift reference position R2) is equal to or greater than second reference distance D2. Is output, the second setting unit 53 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section) in which the traveling body 2 is currently positioned. As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to a vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V2). The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is decelerated until the vehicle speed of the tractor 1 becomes (1/2) V2.

When the target vehicle speed VT is set to (1/2) V2, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed switching control in which the vehicle speed of the traveling vehicle body 2 is set to (1/2) V2 is started by the vehicle speed controller 32, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT ((1/2) V2) of the traveling airframe 2, and the second boundary at which the traveling airframe 2 passes next The next shift reference position R (second shift reference position R2) is set upstream of the position B2 by a predetermined distance L2 in the traveling direction (not shown).

On the other hand, referring to the alternate long and two short dashes line in FIG. 8C, deceleration is performed when the distance between the current position of traveling body 2 and shift reference position R (second shift reference position R2) is less than second reference distance D2. When the signal is output, the second setting unit 53 sets the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (second section) downstream in the traveling direction of the connection path P2 where the traveling body 2 is currently located. The specific target vehicle speed VS is calculated based on. As a result of calculating the specific target vehicle speed VS, the target vehicle speed VT is set to a vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V1) . The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is accelerated until the vehicle speed of the tractor 1 changes to (1/2) V1.

In the vehicle speed control indicated by the two-dot chain line in FIG. 8C, the second setting unit 53 sets the target vehicle speed VT to (1/2) V1 immediately after the deceleration signal is output. However, unlike the vehicle speed control, the target vehicle speed VT may not be set until the traveling body 2 reaches the shift reference position R (second shift reference position R2). For example, when the traveling body 2 reaches the shift reference position R, the second setting unit 53 may set the target vehicle speed to (1/2) V1.

When the target vehicle speed VT is set to (1/2) V1, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling body 2. Then, after the vehicle speed switching control to set the vehicle speed of the traveling vehicle 2 to (1/2) V1 is started by the vehicle speed controller 32, the shift reference position setting unit 54 determines the first boundary position B1 where the traveling vehicle 2 passes next. Next shift reference position R (first shift reference position R1) is set.

The vehicle speed of the traveling vehicle 2 is between (1) the vehicle speed reaching (1/2) V1 and the next shift reference position R (first shift reference position R1), or until a specific control signal is output next Is maintained at (1/2) V1.

Referring to FIG. 8D, when tractor 1 is accelerating due to traveling body 2 reaching shift reference position R (the second shift reference position R2), transmission reference position R causes traveling body 2 to pass next. Is set to a first boundary position B1. Therefore, when the deceleration signal is output when the distance between the position of the traveling vehicle body 2 and the shift reference position R (first shift reference position R1) is equal to or greater than the first reference distance D1, the tractor 1 is accelerating. However, as indicated by a two-dot chain line in FIG. 8D, the second setting unit 53 is an autonomous work path P1 (second section) on the downstream side in the traveling direction of the connection path P2 (first section) where the traveling body 2 is currently positioned. The specific target vehicle speed VS is calculated based on the reference vehicle speed (first reference vehicle speed V1). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to a vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (VT = (1/2) V1).

When the target vehicle speed VT is set to (1/2) V1, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling body 2. Then, after the vehicle speed switching control to set the vehicle speed of the traveling vehicle body 2 to (1/2) V1 is started by the vehicle speed controller 32, as shown by a two-dot chain line in FIG. 8D, the shift reference position setting unit 54 The next shift reference position R (first shift reference position R1) is set at the boundary position B1.

Next, the case where the deceleration release signal is output will be described with reference to FIGS. 9A to 9D. FIG. 9A is a graph for illustrating a change in the vehicle speed of the tractor 1 when the deceleration release signal is output while traveling on the autonomous work path P1 at a constant speed ((1/2) V1). FIG. 9B shows that when the target vehicle speed VT is switched from (1/2) V1 to (1/2) V2, the deceleration cancel signal is output while the tractor 1 is being decelerated (during deceleration), It is a graph for demonstrating the change of the vehicle speed of the tractor 1. FIG. FIG. 9C is a graph for illustrating a change in the vehicle speed of the tractor 1 when the deceleration release signal is output while traveling on the connection path P2 at a constant speed ((1/2) V2). FIG. 9D shows that when the target vehicle speed VT is switched from (1/2) V2 to (1/2) V1, the deceleration release signal is output while the tractor 1 is being accelerated (during acceleration), It is a graph for demonstrating the change of the vehicle speed of the traveling body 2. FIG.

In FIG. 9A to FIG. 9D, the change in vehicle speed of the tractor 1 traveling in the vicinity of the shift reference position R in a state of being decelerated by the output of the decelerating signal is indicated by a solid line. The target vehicle speed VT on the autonomous work path P1 is set to the vehicle speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) until the deceleration cancellation signal is output (VT = (1 / 2) V1). The target vehicle speed VT in the connection path P2 is set to the vehicle speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) until the deceleration cancellation signal is output (VT = (1/1 2) V2). In FIGS. 9A to 9D, changes in the vehicle speed of the tractor 1 after the deceleration release signal is output are indicated by alternate long and short dash lines. In FIG. 9A to FIG. 9D, the position of the traveling vehicle 2 when the deceleration signal is output is indicated by a downward arrow.

The reference distance D when the shift reference position R is the first shift reference position R1 and the specific control signal is the deceleration cancellation signal is referred to as a third reference distance D3 (see FIG. 9A). The reference distance D when the shift reference position R is the second shift reference position R2 and the specific control signal is the deceleration release signal is referred to as a fourth reference distance D4 (see FIG. 9C). The third reference distance D3 is set to a distance different from the first reference distance D1, but may be the same distance as the first reference distance D1. The fourth reference distance D4 is set to a distance different from the second reference distance D2, but may be the same distance as the second reference distance D2.

The second setting unit 53 sets the current target vehicle speed VT to (1/2) V1 when the traveling airframe 2 is positioned on the autonomous work path P1 while the vehicle speed control based on the deceleration signal is being executed. . At this time, the shift reference position setting unit 54 sets the first shift reference position R1 based on the current target vehicle speed VT ((1/2) V1).

Thereafter, with reference to the one-dot chain line in FIG. 9A, when the separated distance between the current position of the traveling vehicle body 2 and the first shift reference position R1 is equal to or greater than the third reference distance D3, the deceleration release signal is output. The first setting unit 52 calculates the specific target vehicle speed VS based on the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to the first reference vehicle speed V1 (VT = V1). The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is accelerated until the vehicle speed of the tractor 1 becomes the first reference vehicle speed V1.

When the target vehicle speed VT is set to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the shift reference position R to the current position of the traveling body 2. Then, after the vehicle speed switching control for setting the vehicle speed of the traveling vehicle 2 to the first reference vehicle speed V1 is started by the vehicle speed controller 32, the shift reference position setting unit 54 performs the next shift reference position R (first shift reference position R1). Is set to the first boundary position B1.

The vehicle speed of the traveling vehicle 2 is from when the vehicle speed reaches the first reference vehicle speed V1 until the traveling vehicle 2 reaches the next shift reference position R (first shift reference position R1), or next, a specific control signal is output The first reference vehicle speed V1 is maintained until it is reset.

On the other hand, referring to the two-dot chain line in FIG. 9A, the deceleration is canceled when the distance between the current position of traveling body 2 and shift reference position R (first shift reference position R1) is less than third reference distance D3. When the signal is output, the first setting unit 52 sets the reference vehicle speed (second section) of the connection path P2 (second section) on the downstream side of the autonomous work path P1 (first section) in which the traveling machine body 2 is currently positioned. The specific target vehicle speed VS is calculated based on the reference vehicle speed V2). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to the second reference vehicle speed V2 (VT = V2). The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is decelerated until the vehicle speed of the tractor 1 becomes the second reference vehicle speed V2.

In the vehicle speed control indicated by the two-dot chain line in FIG. 9A, the first setting unit 52 sets the target vehicle speed VT to the second reference vehicle speed V2 immediately after the deceleration cancellation signal is output. However, unlike the vehicle speed control, even if the deceleration cancellation signal is output, the target vehicle speed VT may not be set until the traveling vehicle body 2 reaches the shift reference position R (first shift reference position R1). For example, when the traveling airframe 2 reaches the shift reference position R, the first setting unit 52 may set the target vehicle speed to the second reference vehicle speed V2.

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2. Then, after the vehicle speed switching control for setting the vehicle speed of the traveling vehicle 2 to the second reference vehicle speed V2 is started by the vehicle speed controller 32, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT (the second reference vehicle speed V2), and is more predetermined than the second boundary position B2 at which the traveling vehicle body 2 passes next. The next shift reference position R (second shift reference position R2) is set on the upstream side in the traveling direction by the distance L2.

Assuming that the acceleration of the tractor 1 is constant, the predetermined distance L2 is smaller than the case where the current target vehicle speed VT is the second reference vehicle speed V2 when the current target vehicle speed VT is (1/2) V2. Becomes smaller. Therefore, the second shift reference position R2 is set on the upstream side in the traveling direction (a position farther from the second boundary position B2) than when the current target vehicle speed VT is (1/2) V2.

After that, the target vehicle speed VT is maintained at the second reference vehicle speed V2 until the traveling vehicle body 2 reaches the shift reference position R or until the specific control signal is output next.

Referring to FIG. 9B, when tractor 1 is decelerating due to traveling body 2 reaching shift reference position R (first transmission reference position R1), shift reference position R causes traveling body 2 to pass next. A predetermined distance L2 is set upstream of the second boundary position B2 in the traveling direction. Therefore, even when the tractor 1 is decelerating, when the separation distance between the position of the traveling body 2 and the shift reference position R (second shift reference position R2) is equal to or greater than the fourth reference distance D4, two points in FIG. As indicated by the dashed line, the first setting unit 52 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to the second reference vehicle speed V2 (VT = V2).

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2. Then, after the vehicle speed switching control for setting the vehicle speed of the traveling vehicle 2 to the second reference vehicle speed V2 is started by the vehicle speed controller 32, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, as shown by a two-dot chain line in FIG. 9B, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT (second reference vehicle speed V2) of the traveling airframe 2 and travels. The next shift reference position R (second shift reference position R2) is set upstream of the second boundary position B2 where the machine body 2 passes next by a predetermined distance L2 in the traveling direction.

The vehicle speed of the traveling vehicle 2 is from when the vehicle speed reaches the second reference vehicle speed V2 until the traveling vehicle 2 reaches the next shift reference position R (second shift reference position R2), or next, a specific control signal is output The second reference vehicle speed V2 is maintained until it is reset.

Referring to FIG. 9C, when traveling body 2 is positioned on connection path P2 in a state where the vehicle speed is controlled by the deceleration signal, target vehicle speed VT is set to (1/2) V2. At this time, the shift reference position R is set on the upstream side in the traveling direction by a predetermined distance L2 from the second boundary position B2 where the traveling body 2 passes next.

Thereafter, referring to the alternate long and short dash line in FIG. 9C, the deceleration is canceled when the distance between the current position of traveling body 2 and shift reference position R (second shift reference position R2) is equal to or greater than fourth reference distance D4. When the signal is output, the first setting unit 52 calculates the specific target vehicle speed VS based on the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section) in which the traveling body 2 is currently positioned. As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to the second reference vehicle speed V2 (VT = V2). The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is accelerated until the vehicle speed of the tractor 1 becomes the second reference vehicle speed V2.

When the target vehicle speed VT is set to the second reference vehicle speed V2, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2. Then, after the vehicle speed switching control for setting the vehicle speed of the traveling vehicle 2 to the second reference vehicle speed V2 is started by the vehicle speed controller 32, the shift reference position setting unit 54 sets the next shift reference position R. Specifically, the shift reference position setting unit 54 calculates a predetermined distance L2 based on the current target vehicle speed VT (second reference vehicle speed V2) of the traveling airframe 2, and the second boundary position where the traveling airframe 2 passes next The next shift reference position R (second shift reference position R2) is set on the upstream side in the traveling direction by a predetermined distance L2 from B2 (not shown).

On the other hand, referring to the alternate long and two short dashes line in FIG. 9C, deceleration is performed when the distance between the current position of traveling body 2 and shift reference position R (second shift reference position R2) is less than fourth reference distance D4. When the release signal is output, the first setting unit 52 sets the reference vehicle speed of the autonomous work path P1 (second section) on the downstream side in the traveling direction of the connection path P2 (first section) where the traveling machine body 2 is currently located. The specific target vehicle speed VS is calculated based on (first reference vehicle speed V1). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to the first reference vehicle speed V1 (VT = V1). The vehicle speed controller 32 controls the transmission 42 according to the vehicle speed setting. Thus, the tractor 1 is accelerated until the vehicle speed of the tractor 1 becomes the first reference vehicle speed V1.

When the target vehicle speed VT is set to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2. Then, after the vehicle speed switching control for setting the vehicle speed of the traveling vehicle 2 to the first reference vehicle velocity V1 is started by the vehicle speed controller 32, the shift reference position setting unit 54 sets the first boundary position B1 where the traveling vehicle 2 passes next. The next shift reference position R (first shift reference position R1) is set.

The vehicle speed of the traveling vehicle 2 is from when the vehicle speed reaches the first reference vehicle speed V1 until when the next shift reference position R (first shift reference position R1) is reached, or until the specific control signal is output next In the meantime, the vehicle is maintained at the first reference vehicle speed V1.

Referring to FIG. 9D, when tractor 1 is accelerating due to traveling body 2 reaching shift reference position R (the second shift reference position R2), transmission reference position R causes traveling body 2 to pass next. Is set to a first boundary position B1. Therefore, even when the tractor 1 is accelerating, the deceleration cancellation signal is output when the distance between the position of the traveling vehicle body 2 and the shift reference position (first shift reference position R1) is equal to or greater than the third reference distance D3. Then, as indicated by a two-dot chain line in FIG. 9D, the first setting unit 52 sets the reference vehicle speed of the autonomous work path P1 (second section) on the downstream side in the traveling direction of the connection path P2 (first section). The specific target vehicle speed VS is calculated based on 1 reference vehicle speed V1). As a result of calculation of the specific target vehicle speed VS, the target vehicle speed VT is set to the first reference vehicle speed V1 (VT = V1).

When the target vehicle speed VT is set to the first reference vehicle speed V1, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling body 2. Then, after the vehicle speed switching control for setting the vehicle speed of the traveling vehicle 2 to the first reference vehicle speed V1 is started by the vehicle speed controller 32, the shift reference position setting unit 54 shifts the first boundary position B1 to the shift reference position R (first shift Set the reference position R1).

The vehicle speed of the traveling vehicle 2 is from when the vehicle speed reaches the first reference vehicle speed V2 until the traveling vehicle 2 reaches the next shift reference position R (first shift reference position R1), or next, a specific control signal is output The first reference vehicle speed V1 is maintained until it is reset.

The above-described vehicle speed control processing is realized by performing the calculation of the specific target vehicle speed VS, the setting of the target vehicle speed VT, and the setting of the shift reference position R according to the flowcharts shown in FIGS.

FIG. 10 is a flowchart for explaining an example of a vehicle speed control process by the autonomous traveling system. FIG. 11 is a flow chart for explaining the process performed when the vehicle speed is controlled based on the deceleration signal in the vehicle speed control process by the autonomous traveling system shown in FIG. FIG. 12 is a flowchart for explaining an example of the calculation process of the specific target vehicle speed VS based on the deceleration signal. FIG. 13 is a flow chart for explaining an example of the calculation processing of the specific target vehicle speed VS based on the deceleration release signal.

Referring to FIG. 10, when the autonomous traveling is started, first, first setting unit 52 sets target vehicle speed VT to first reference vehicle speed V1 or second reference vehicle speed V2 (step S1). Specifically, when traveling machine body 2 is positioned on autonomous work path P1, target vehicle speed VT is set to first reference vehicle speed V1. When traveling body 2 is positioned on connection path P2, target vehicle speed VT is set to second reference vehicle speed V2. When the target vehicle speed VT is set (when the vehicle speed switching control to the target vehicle speed VT by the vehicle speed controller 32 is started), the shift reference position setting unit 54 sets the shift reference position R (step S2). Specifically, when the traveling machine body 2 is positioned on the autonomous work path P1, the shift reference position R (first shift reference position R1) is set at a first boundary position B1 where the traveling body 2 passes next. When traveling body 2 is positioned on connection path P2, shift reference position R (second shift reference position R2) is on the traveling direction upstream side by a predetermined distance L2 from second boundary position B2 where traveling body 2 passes next. It is set.

Then, the autonomous traveling control unit 50 determines whether or not the vehicle speed control is being performed based on the deceleration signal (step S3). During vehicle speed control based on the deceleration signal is when the deceleration signal is output and the target vehicle speed VT based on the deceleration signal is set. That is, during the vehicle speed control based on the deceleration signal, the deceleration signal is output, but after that, the deceleration release signal or the stop signal is not yet output.

If the vehicle speed control based on the deceleration signal is not in progress (step S3: NO), whether the deceleration signal is output (step S4), whether the stop signal is output (step S5), and the current speed of the traveling vehicle 2 It is monitored whether the position is the shift reference position R (step S6). When the vehicle speed control based on the deceleration signal is being executed (step S3: YES), referring to FIG. 11, whether or not the deceleration cancellation signal is output (step S7), the stop signal is output (step S7) S8) and whether or not the current position of the traveling body 2 is the shift reference position R (step S9) is monitored.

When the current position of the traveling vehicle body 2 reaches the shift reference position R during monitoring performed when the vehicle speed control based on the deceleration signal is not being performed (step S3: NO), the first setting unit 52 The present target vehicle speed VT is set to the first reference vehicle speed V1 or the second reference vehicle speed V2 (step S10). Specifically, when the shift reference position R is the first shift reference position R1, the first setting unit 52 switches the target vehicle speed VT from the first reference vehicle speed V1 to the second reference vehicle speed V2. When the shift reference position R is the second shift reference position R2, the first setting unit 52 switches the target vehicle speed VT from the second reference vehicle speed V2 to the first reference vehicle speed V1.

Then, the shift reference position setting unit 54 sets the shift reference position R (step S11). Specifically, the shift reference position R is set at a position upstream of the second boundary position B2 by a predetermined distance L2 or in the first boundary position B1 (see the description of FIG. 7). Thereafter, the process returns to step S3.

When the stop signal is output during monitoring performed when the vehicle speed control based on the deceleration signal is not being performed (step S3: NO) (step S5: YES), the traveling of the tractor 1 is stopped (step S12). Between the output of the stop signal and the output of the stop release signal, autonomous traveling of the tractor 1 is stopped (step S13: NO). When the stop release signal is output (step S13: YES), the target vehicle speed VT is set to the reference vehicle speeds V1 and V2 (step S1), and the traveling of the tractor 1 is resumed. The stop signal is also output when the tractor 1 reaches the work end position E of the autonomous traveling route P, and the autonomous traveling of the tractor 1 is ended.

When the deceleration signal is output during monitoring performed when the vehicle speed control based on the deceleration signal is not being performed (step S3: NO) (step S4: YES), the autonomous traveling control unit 50 determines the specific target vehicle speed VS based on the deceleration signal. The arithmetic processing of is executed (step S14). After the calculation process of the specific target vehicle speed VS, the target vehicle speed VT is set to the specific target vehicle speed VS (step S15). Then, the shift reference position R is set at the current position of the traveling body 2, and the vehicle speed controller 32 starts the vehicle speed switching control to set the vehicle speed of the traveling body 2 to the specific target vehicle speed VS. When the vehicle speed switching control in which the vehicle speed of the traveling vehicle 2 is set to the specific target vehicle speed VS is started, the next shift reference position R is set (step S16) (see the description of FIGS. 8A to 8D). Thereafter, the process returns to step S3.

Referring to FIG. 12, in the calculation of the specific target vehicle speed VS based on the deceleration signal, first, the autonomous traveling control unit 50 determines the type of the current shift reference position R (step S30). When the current shift reference position R is the first shift reference position R1 (step S30: first shift reference position R1), the separation distance between the position of the traveling body 2 and the shift reference position R is less than the first reference distance D1. Is determined (step S31). When the separation distance is equal to or more than the first reference distance D1 (step S31: NO), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the first reference vehicle speed V1 (reference vehicle speed V of the first section). To the speed multiplied by (step S32). When the separation distance is less than the first reference distance D1 (step S31: YES), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the second reference vehicle speed V2 (the reference vehicle speed V of the second section). To the speed multiplied by (step S33). Thus, the calculation processing of the specific target vehicle speed VS based on the deceleration signal is completed.

When the current shift reference position R is the second shift reference position R2 (step S30: second shift reference position R2), the separation distance between the position of the traveling body 2 and the shift reference position R is the second reference distance D2. It is determined whether it is less than (step S34). When the separation distance is equal to or greater than the second reference distance D2 (step S34: NO), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the second reference vehicle speed V2 (reference vehicle speed V of the first section). To the speed multiplied by (step S35). When the separation distance is less than the second reference distance D2 (step S34: YES), the specific target vehicle speed VS is a predetermined deceleration rate (for example, 0.5) at the first reference vehicle speed V1 (the reference vehicle speed V in the second section). To the speed multiplied by (step S36). Thus, the calculation processing of the specific target vehicle speed VS based on the deceleration signal is completed.

Referring to FIGS. 10 and 11, when the vehicle speed control based on the deceleration signal is being performed (YES in step S3), the current position of traveling body 2 reaches shift reference position R during monitoring (YES in step S3) Step S9: YES), the second setting unit 53 sets the current target vehicle speed VT to a speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate, or to a speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate Are set (step S17). Specifically, when the first shift reference position R1 is set, the target vehicle speed VT is switched to a speed obtained by multiplying the second reference vehicle speed V2 by the deceleration rate from a speed obtained by multiplying the first reference vehicle speed V1 by the deceleration rate. When the second shift reference position R2 is set, the target vehicle speed VT is switched to a speed obtained by multiplying the first reference vehicle speed V1 by the deceleration rate from a speed obtained by multiplying the second reference vehicle speed V2 by the deceleration rate.

Then, the shift reference position setting unit 54 sets the shift reference position R (step S18). Specifically, the shift reference position R is set at a position upstream of the second boundary position B2 by a predetermined distance L2 in the traveling direction or at the first boundary position B1. Thereafter, the process returns to step S3.

When the stop signal is output during monitoring performed when the vehicle speed control based on the deceleration signal is in progress (step S3: YES) (step S8: YES), the stop signal is output when the vehicle speed control based on the deceleration signal is not in progress The same processing as in the case (step S5: YES) is performed.

When the vehicle speed control based on the deceleration signal is being executed (step S3: YES) and the deceleration cancellation signal is output during monitoring (step S7: YES), the autonomous traveling control unit 50 generates the deceleration cancellation signal The calculation process of the specific target vehicle speed VS based on is performed (step S19). After the calculation process of the specific target vehicle speed VS, the target vehicle speed VT is set to the specific target vehicle speed VS (step S20). Then, the shift reference position R is set based on the current target vehicle speed VT and the position of the traveling body 2 with respect to the current shift reference position R (step S21). Thereafter, the process returns to step S3.

Referring to FIG. 13, at the specific target vehicle speed VS based on the deceleration release signal, the autonomous traveling control unit 50 first determines the type of the current shift reference position R (step S40). When the shift reference position R is the first shift reference position R1 (step S40: first shift reference position R1), the separation distance between the position of the traveling body 2 and the shift reference position R is less than the third reference distance D3. It is determined whether there is any (step S41). If the separation distance is equal to or greater than the third reference distance D3 (step S41: NO), the specific target vehicle speed VS is set to the first reference vehicle speed V1 (the reference vehicle speed V of the first section) (step S42). If the separation distance is less than the third reference distance D3 (step S41: YES), the specific target vehicle speed VS is set to the second reference vehicle speed V2 (the reference vehicle speed V of the second section) (step S43). Thereby, the calculation processing of the specific target vehicle speed VS based on the deceleration release signal is completed.

When the shift reference position R is the second shift reference position R2 (step S40: second shift reference position), the distance between the position of the traveling body 2 and the first shift reference position R1 to which the traveling body 2 reaches next Is determined to be less than the fourth reference distance D4 (step S44). When the separation distance is equal to or greater than the fourth reference distance D4 (step S44: NO), the specific target vehicle speed VS is set to the second reference vehicle speed V2 (the reference vehicle speed V of the first section) (step S45). If the separation distance is less than the fourth reference distance D4 (step S44: YES), the specific target vehicle speed VS is set to the first reference vehicle speed V1 (the reference vehicle speed V of the second section) (step S46). Thereby, the calculation processing of the specific target vehicle speed VS based on the deceleration release signal is completed.

As described above, the autonomous travel system of the first embodiment includes the wireless communication terminal 100, the work machine side control unit 84, the target vehicle speed setting unit 51, and the vehicle speed controller 32. The wireless communication terminal 100 sets the reference vehicle speed V to each of the autonomous work path P1 and the connection path P2. The work machine side control unit 84 outputs a specific control signal. Target vehicle speed setting unit 51 sets a target vehicle speed VT of the tractor traveling autonomously along autonomous traveling route P. The vehicle speed controller 32 controls the vehicle speed of the tractor 1 so that the vehicle speed of the tractor 1 becomes the target vehicle speed VT. The target vehicle speed setting unit 51 switches the target vehicle speed VT between the first reference vehicle speed V1 and the second reference vehicle speed V2 when the traveling vehicle body 2 reaches the shift reference position R specified on the autonomous traveling route P It is possible. The target vehicle speed setting unit 51 calculates the specific target vehicle speed VS based on the position of the traveling body 2 with respect to the shift reference position R when the specific control signal is output, and sets the specific target vehicle speed VS as the target vehicle speed VT. .

According to this configuration, it is possible to change the specific target vehicle speed VS in accordance with the position of the traveling body 2 with respect to the shift reference position R. Therefore, even if the vehicle speed control by the traveling body 2 reaching the shift reference position R and the vehicle speed control by the specific control signal (deceleration signal and deceleration release signal) are executed in a short time, The target vehicle speed VT can be set such that deceleration is not repeated in a short time. Therefore, when the specific control signal is output from the work implement 3, the optimum vehicle speed control can be performed. As a result, it is possible to improve the fuel consumption of the traveling airframe 2 and to reduce the inertial force (load) acting on the traveling airframe 2. Furthermore, when the user gets on the traveling machine body 2, the discomfort given to the user can be reduced.

Further, in the autonomous traveling system of the first embodiment, the target vehicle speed setting unit 51 outputs the specific control signal when the separation distance between the current position of the traveling vehicle body 2 and the shift reference position R is less than the reference distance D. The specific target vehicle speed VS is calculated based on the reference vehicle speeds V2 and V1 of the paths P2 and P1 (second section) on the downstream side in the traveling direction of the paths P1 and P2 (first section) where the traveling body 2 is located.

According to this configuration, when the decelerating signal or the decelerating cancellation signal is output when the separated distance between the shift reference position R to which the traveling body 2 reaches next and the position of the traveling body 2 is less than the reference distance D, the target vehicle speed The VT is set based on the reference vehicle speeds V2 and V1 of the paths P2 and P1 (second section) on the downstream side in the traveling direction of the paths P1 and P2 (first section) where the traveling body 2 is currently positioned. Therefore, the change of the vehicle speed of the tractor 1 due to the deceleration signal or the deceleration release signal and the change of the vehicle speed of the tractor 1 due to the traveling body 2 reaching the shift reference position R are reliably suppressed in a short time. Can. At the same time, the target vehicle speed VT is properly set based on the reference vehicle speeds V1 and V2 of the paths P2 and P1 (second section) on the downstream side in the traveling direction of the paths P1 and P2 (first section) can do.

Further, in the autonomous traveling system of the first embodiment, when the specific control signal is a deceleration signal, the target vehicle speed setting unit 51 sets the first reference vehicle speed V1 or the second reference vehicle speed V2 to a predetermined deceleration ratio (for example, 0.5 Let the vehicle speed multiplied by) be the specific target vehicle speed VS. The target vehicle speed setting unit 51 sets the first reference vehicle speed V1 or the second reference vehicle speed V2 as the specific target vehicle speed VS when the specific control signal is the deceleration cancellation signal. According to this configuration, in the configuration in which the deceleration signal and the deceleration release signal are output from the work machine 3, the target vehicle speed VT can be set appropriately.

Next, an image displayed on the display unit 102 of the wireless communication terminal 100 during autonomous traveling control will be described.

FIG. 14 is a diagram for explaining an image displayed on the display unit 102 of the wireless communication terminal 100 during autonomous traveling. The display control unit 103 (see FIG. 4) outputs the image 108 indicating the autonomous traveling route P, the image 109 indicating the current position of the tractor 1, and a specific control signal to the display unit 102 of the wireless communication terminal 100. The display unit 102 displays a predetermined image 106 indicating the position of the traveling vehicle 2 at that time. By displaying the predetermined image 106, the user can easily recognize the position of the traveling machine body 2 when the specific control signal is output from the work machine side control unit 84.

Specifically, by displaying a predetermined image indicating the position of the traveling machine body 2 when the stop signal or the stop release signal is output from the work machine 3 on the display unit 102, for example, any position on the autonomous traveling route P To determine if the roll bale has been discharged. In addition, by displaying a predetermined image indicating the position of the traveling machine body 2 when the deceleration signal is output from the work machine 3 on the display unit 102, for example, the position of the tractor 1 when the work machine 3 is clogged It can be identified. By displaying a predetermined image indicating the position of the traveling machine body 2 when the deceleration release signal is output from the work machine 3 on the display unit 102, for example, the position of the tractor 1 when the clogging of the work machine 3 is eliminated It can be identified.

When displaying the predetermined image 106, the wireless communication terminal 100 may be configured to perform notification by sound or notification by light emission. Thus, the user can know the timing at which the work control unit 84 outputs the specific control signal without visually recognizing the display unit 102.

FIG. 15 is a diagram for describing an image displayed on the display unit 102 of the wireless communication terminal 100 after the tractor 1 has finished traveling on the autonomous traveling route P. When the predetermined image 106 indicating the position of the traveling machine body 2 when the specific control signal is output from the work machine side control unit 84 is displayed at a plurality of locations (five locations in FIG. 15) on the autonomous traveling route P The route generation unit 101 can generate a traveling route Q (another traveling route) passing through the image 106 of FIG. The travel route Q is a travel route different from the autonomous travel route P. When the work passing through the position of the traveling machine body 2 when the specific control signal is output from the work machine side control unit 84 after the autonomous traveling ends, the work can be performed efficiently.

For example, when displaying a predetermined image indicating the position of the traveling machine body 2 when the stop signal or the stop release signal is output from the work machine 3 on the display unit 102, the path generation unit 101 recovers the roll bale. Starting from the image 107 indicating the current position of the work vehicle, it is possible to generate a traveling route Q connecting the predetermined image 106 indicating the position of the traveling body 2 when the stop signal or the stop release signal is output. By moving the roll bale collecting work vehicle along the traveling route Q, the roll bale can be collected efficiently.

Second Embodiment
The autonomous traveling system according to the second embodiment differs from the autonomous traveling system according to the first embodiment in that, as shown in FIG. 16 and FIG. The target vehicle speed VT is set in consideration of the magnitude relationship with the reference vehicle speed V2.

FIG. 16 is a flowchart showing an example of calculation processing of a specific target vehicle speed VS based on a deceleration signal by the autonomous traveling system according to the second embodiment. FIG. 17 is a flowchart showing an example of calculation processing of the specific target vehicle speed VS based on the deceleration release signal by the autonomous traveling system according to the second embodiment. In the second embodiment, only portions different from the first embodiment will be mainly described, and the same members as the members described so far will be denoted with the same reference numerals, and the description thereof will be omitted.

Referring to FIG. 16, in the calculation of the specific target vehicle speed VS based on the deceleration signal, the current shift reference position R is the first shift reference position R1 (step S30: first shift reference position R1), and the traveling airframe When the separation distance between the current position 2 and the shift reference position R (first shift reference position R1) is less than the first reference distance D1 (step S31: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined. (Step S50).

Reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling body 2 is currently located is reference speed (connection section P2 (second section) of the traveling direction downstream of the autonomous work path P1 If it is equal to or higher than the second reference vehicle speed V2 (step S50: V1) V2), the specific target vehicle speed VS is calculated based on the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) Ru. Specifically, the first reference vehicle speed V1 is multiplied by a predetermined deceleration rate (for example, 0.5) (step S51).

Reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling body 2 is currently located is reference speed (connection section P2 (second section) of the traveling direction downstream of the autonomous work path P1 When it is smaller than the second reference vehicle speed V2) (step S50: V1 <V2), the specific target vehicle speed VS is calculated based on the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (second section). . Specifically, the second reference vehicle speed V2 is multiplied by a predetermined deceleration rate (for example, 0.5) (step S52).

If the separation distance between the current position of the traveling airframe 2 and the shift reference position R (first shift reference position R1) is not less than the first reference distance D1 (step S31: NO), as in the first embodiment described above The specific target vehicle speed VS is set to a speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (step S32).

The current shift reference position R is the second shift reference position R2 (step S30: second shift reference position R2), and the current position of the traveling body 2 and the shift reference position R (second shift reference position R2) Also when the separation distance is less than the second reference distance D2 (step S34: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined (step S53).

The autonomous work path P1 (second section) on the downstream side of the connection path P2 (first section) with respect to the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section) where the traveling body 2 is currently located If the specific target vehicle speed VS is smaller than the reference vehicle speed of the first vehicle (the first reference vehicle velocity V1) (step S53: V1> V2), the reference vehicle speed (the first reference vehicle velocity V1) of the autonomous work path P1 (second section) Calculated based on. Specifically, the specific target vehicle speed VS is set to a speed obtained by multiplying the first reference vehicle speed V1 by a predetermined deceleration rate (for example, 0.5) (step S54).

The autonomous work path P1 (second section) on the downstream side of the connection path P2 (first section) with respect to the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section) where the traveling body 2 is currently located If the vehicle speed is higher than the first reference vehicle speed (first reference vehicle speed V1) (step S53: V1 ≦ V2), the specific target vehicle speed VS is based on the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section). Calculated. Specifically, the specific target vehicle speed VS is set to a speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (step S55).

If the separation distance between the current position of the traveling airframe 2 and the shift reference position R (second shift reference position R2) is equal to or greater than the second reference distance D2 (step S34: NO), as in the first embodiment described above The specific target vehicle speed VS is set to a speed obtained by multiplying the second reference vehicle speed V2 by a predetermined deceleration rate (for example, 0.5) (step S35).

In this embodiment, when the first reference vehicle speed V1 and the second reference vehicle speed V2 are the same vehicle speed (V1 = V2), the specific target vehicle speed VS is a route P1, P2 (first section) on which the traveling body 2 is currently located. Calculated based on the reference vehicle speed (reference vehicle speed V1, V2). However, different from this embodiment, when the first reference vehicle speed V1 and the second reference vehicle speed V2 are the same vehicle speed (V1 = V2), the specific target vehicle speed VS is the route P1, P2 on which the traveling body 2 is currently located. It may be calculated based on the reference vehicle speed (reference vehicle speed V2, V1) of the route P2, P1 (second region) on the downstream side of the (first interval).

That is, in step S50, if V1> V2, the specific target vehicle speed VS is the speed obtained by multiplying the first reference vehicle speed V1 by the deceleration rate (step S51). If V1 ≦ V2, the specific target vehicle speed VS is the second reference The vehicle speed V2 may be multiplied by the deceleration rate (step S52). On the other hand, in step S53, if V1 ≧ V2, the specific target vehicle speed VS is set to the speed obtained by multiplying the first reference vehicle speed V1 by the deceleration rate (step S54). If V1 <V2, the specific target vehicle speed VS is the second reference The vehicle speed V2 may be multiplied by the deceleration rate (step S55).

Referring to FIG. 17, in the calculation of the specific target vehicle speed VS based on the deceleration signal, the current shift reference position R is the first shift reference position R1 (step S40: first shift reference position R1), and the traveling airframe When the separation distance between the current position 2 and the shift reference position R (first shift reference position R1) is less than the third reference distance D3 (step S41: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined. Step S60.

Reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling body 2 is currently located is reference speed (connection section P2 (second section) of the traveling direction downstream of the autonomous work path P1 If it is higher than the second reference vehicle speed V2) (step S60: V1> V2), the specific target vehicle speed VS is set to the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (second section) (step S61). ).

Reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) where the traveling body 2 is currently located is reference speed (connection section P2 (second section) of the traveling direction downstream of the autonomous work path P1 If it is less than the second reference vehicle speed V2) (step S60: V1 ≦ V2), the specific target vehicle speed VS is set to the reference vehicle speed (first reference vehicle speed V1) of the autonomous work path P1 (first section) (step S62).

When the separation distance between the current position of the traveling airframe 2 and the shift reference position R (first shift reference position R1) is equal to or more than the third reference distance D3 (step S41: NO), identification is performed as in the above embodiment. The target vehicle speed VS is set to the first reference vehicle speed V1 (step S42).

The current shift reference position R is the second shift reference position R2 (step S40: second shift reference position R2), and the current position of the traveling body 2 and the shift reference position R (second shift reference position R2) Also in the case where the separation distance is smaller than the fourth reference distance D4 (step S44: YES), the magnitude relationship between the reference vehicle speeds V1 and V2 is determined (step S63).

The autonomous work path P1 (second section) on the downstream side of the connection path P2 (first section) with respect to the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section) where the traveling body 2 is currently located If the specified target vehicle speed VS is equal to or less than the first reference vehicle speed (first reference vehicle speed V1) (step S63: V1.gtoreq.V2), the specified target vehicle speed VS is set to the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section). Step S64).

The autonomous work path P1 (second section) on the downstream side of the connection path P2 (first section) with respect to the reference vehicle speed (second reference vehicle speed V2) of the connection path P2 (first section) where the traveling body 2 is currently located If the specific target vehicle speed VS is higher than the reference vehicle speed (first reference vehicle speed V1) (step S63: V1 <V2), the reference vehicle speed (first reference vehicle speed V1) for the autonomous work path P1 (second section) (Step S65).

When the separation distance between the current position of the traveling body 2 and the shift reference position R2 (the second shift reference position R2) is equal to or greater than the fourth reference distance D4 (step S44: NO), as in the first embodiment described above The specific target vehicle speed VS is set to the second reference vehicle speed V2 (step S45).

That is, in step S60, if V1 ≧ V2, the specific target vehicle speed VS may be set to the second reference vehicle speed V2 (step S61), and if V1 <V2, the specific target vehicle speed VS may be set to the first reference vehicle speed V1 Step S62). On the other hand, in step S63, if V1> V2, the specific target vehicle speed VS may be set to the second reference vehicle speed V2 (step S64), and if V1 ≦ V2, the specific target vehicle speed VS may be set to the first reference vehicle speed V1. (Step S65).

In the autonomous traveling system according to the second embodiment, the magnitude relationship between the first reference vehicle speed V1 and the second reference vehicle speed V2 is also considered in setting the shift reference position R.

That is, if V1 ≧ V2 in step S50 (see FIG. 16), shift reference position setting unit 54 sets shift reference position R at the current position of traveling machine body 2 in step S16 (see FIG. 10) thereafter. The next shift reference position R (first shift reference position R1) is set to the first boundary position B1. On the other hand, if V1 <V2 in step S50, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2 in the subsequent step S16, and then predetermined by the second boundary position B2. The next shift reference position R (second shift reference position R2) is set on the upstream side by the distance L2.

If V1> V2 in step S53 (see FIG. 16), the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2 in the subsequent step S16, and then sets the first boundary position B1. The next shift reference position R (first shift reference position R1) is set. On the other hand, if V1 ≦ V2 in step S53, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2 in the subsequent step S16, and then predetermined by the second boundary position B2. The next shift reference position R (second shift reference position R2) is set on the upstream side by the distance L2.

If V1> V2 in step S60 (see FIG. 17), the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling body 2 in the subsequent step S18, and then from the second boundary position B2. Also, the next shift reference position R (second shift reference position R2) is set on the upstream side by a predetermined distance L2. On the other hand, if V1 ≦ V2 in step S60, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2 in the subsequent step S18 (see FIG. 11). The next shift reference position R (first shift reference position R1) is set to B1.

If V1 ≧ V2 in step S63 (see FIG. 17), the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2 in step S18, and then the predetermined position is more than the second boundary position B2. The next shift reference position R (second shift reference position R2) is set on the upstream side by the distance L2. On the other hand, if V1 <V2 in step S63, the shift reference position setting unit 54 sets the shift reference position R at the current position of the traveling vehicle body 2, and then shifts to the first boundary position B1 to the next shift reference position R 1 Set the shift reference position R1).

In the autonomous traveling system according to the second embodiment, as in the case of the autonomous traveling system according to the first embodiment, when the specific control signal is output from the work machine 3, the optimum vehicle speed control can be performed.

Here, the tractor is more likely to execute deceleration and acceleration in a short time than when the deceleration is repeated only in a short time or acceleration is repeated in a short time. The degree of deterioration of the fuel efficiency in 1 and the load on the traveling vehicle 2 are large, and the user is likely to feel uncomfortable. Therefore, there is a need to prevent vehicle speed control in which deceleration and acceleration are performed in a short time.

In the autonomous traveling system according to the second embodiment, while the tractor 1 is decelerated immediately after being decelerated or the tractor 1 is accelerated immediately after being accelerated, the tractor 1 is decelerated. It is prevented that the vehicle is accelerated immediately thereafter or decelerated immediately after the tractor 1 is accelerated. Therefore, such needs can be met. Further, in a configuration in which the deceleration signal and the deceleration release signal are output from the work machine 3, the target vehicle speed VT can be set more appropriately.

The present invention is not limited to the embodiments described above, and can be embodied in other forms.

In the embodiment described above, the specific control signal includes the deceleration signal, the stop signal, the deceleration release signal, and the stop release signal. Unlike the above-described embodiment, the specific control signal requires an acceleration signal requesting acceleration of the tractor 1 and an acceleration request requesting release of a state in which the vehicle speed of the tractor 1 is controlled based on the acceleration signal. A release signal may be included. The calculation of the specific target vehicle speed VS when the specific control signal is an acceleration signal is substantially the same as the calculation of the specific target vehicle speed VS when the specific control signal is a deceleration signal (see FIG. 12), but is partially different . Specifically, instead of using the first reference vehicle speed V1 multiplied by the predetermined deceleration rate as the specific target vehicle speed VS in steps S32 and S36 in FIG. 12, the first reference vehicle speed V1 is set to the predetermined acceleration rate. The multiplied vehicle speed is set as the specific target vehicle speed VS. In steps S33 and S35 of FIG. 12, instead of setting the second reference vehicle speed V2 by the predetermined deceleration rate as the specific target vehicle speed VS, the second reference vehicle speed V2 is determined by multiplying the second reference vehicle speed V2 by the predetermined acceleration rate The target vehicle speed VS is set. The calculation of the specific target vehicle speed VS when the specific control signal is the acceleration release signal is substantially the same as the calculation of the specific target vehicle speed VS when the specific control signal is the deceleration release signal (see FIG. 13).

According to this configuration, in the configuration in which the acceleration signal and the acceleration release signal are output from the work machine 3 as the specific control signal, optimal vehicle speed control is performed when the specific control signal is output from the work machine 3 Can. In addition, the target vehicle speed VT can be set appropriately.

When the magnitude relation between the first reference vehicle speed V1 and the second reference vehicle speed V2 is taken into consideration, the calculation of the specific target vehicle speed VS when the specific control signal is the acceleration signal is performed when the specific control signal is the deceleration signal The calculation is substantially the same as the calculation of the specific target vehicle speed VS (see FIG. 16), but is partially different. Specifically, in steps S51 and S54 in FIG. 16, the specific target vehicle speed VS is the speed obtained by multiplying the second reference vehicle speed V2 by a predetermined acceleration rate, and in steps S52 and S55 in FIG. The speed is obtained by multiplying the first reference vehicle speed V1 by a predetermined speed increase rate.

When the magnitude relation between the first reference vehicle speed V1 and the second reference vehicle speed V2 is taken into consideration, in the calculation of the specific target vehicle speed VS when the specific control signal is the acceleration cancellation signal, the specific control signal is the deceleration cancellation signal. It is almost the same as the calculation of the specific target vehicle speed VS at a given time (see FIG. 17), but a part is different. Specifically, the specific target vehicle speed VS is set to the first reference vehicle speed V1 in steps S61 and S64 in FIG. 17, and the specific target vehicle speed VS is set to the second reference vehicle speed V2 in steps S62 and S65 in FIG.

When the magnitude relationship between the first reference vehicle speed V1 and the second reference vehicle speed V2 is taken into consideration, the tractor 1 is decelerated immediately after being decelerated, or the tractor 1 is accelerated immediately after acceleration as in the embodiment described above. While being allowed to be, it is prevented that the tractor 1 is accelerated immediately after being decelerated or that the tractor 1 is accelerated immediately after being accelerated. Therefore, it is possible to meet the need to prevent vehicle speed control in which deceleration and acceleration are performed in a short time.

The reference distance D when the specific control signal is the acceleration signal or the acceleration release signal is the reference distance D1, D2 when the specific control signal is the deceleration signal, or the reference distance when the specific control signal is the deceleration signal D3. It may be the same distance as D4 or a different distance from these.

Further, even when the specific control signal is the stop release signal, the vehicle speed control (see FIGS. 12 and 16) when the specific control signal is the deceleration signal or the vehicle speed control when the deceleration release signal (FIG. 13 and FIG. It is possible to execute the same vehicle speed control as in 17). In this case, the stop signal is output, depending on whether the distance between the position of the traveling body 2 when the tractor 1 starts traveling and the shift reference position R is less than a predetermined reference distance D. The target vehicle speed VT can be changed. The reference distance D when the specific control signal is the stop release signal is the reference distances D1 and D2 when the specific control signal is the deceleration signal, and the reference distance D3 when the specific control signal is the deceleration signal. It may be the same distance as D4 or a different distance from these.

Further, in the embodiment described above, the first setting unit 52 and the second setting unit 53 perform specific control when the distance between the current position of the traveling body 2 and the shift reference position R is less than the reference distance D1 to D4. When the signal is output, the target vehicle speed VT is set immediately after the specific control signal is output. Unlike the embodiment described above, in the first setting unit 52 and the second setting unit 53, the separation distance between the current position of the traveling airframe 2 and the shift reference position R through which the traveling airframe 2 passes next is the reference distance D1 to Immediately after the specific control signal is output when it is less than D4, the setting of the target vehicle speed VT based on the specific control signal may not be performed. That is, the specific control signal may be ignored. Instead, the target vehicle speed VT is set when the traveling airframe 2 reaches the shift reference position R. When the traveling body 2 reaches the shift reference position R next to the shift reference position R, the target vehicle speed VT is set based on the specific control signal output before the traveling body 2 reaches the shift reference position R. Be done.

According to such a configuration, it is possible to reduce the amount of change in the vehicle speed of the tractor 1 due to the setting of the target vehicle speed VT. Specifically, the target vehicle speed VT is changed from the first reference vehicle speed V1 (for example 10 km / h) to the speed (for example 2 km / h) obtained by multiplying the second reference vehicle speed V2 (for example 4 km / h) by the deceleration rate Also, when the target vehicle speed VT is changed from the first reference vehicle speed V1 (for example, 10 km / h) to the second reference vehicle speed V2 (for example 4 km / h), the amount of change in the vehicle speed of the tractor 1 can be reduced. Therefore, the discomfort given to the user can be further reduced. Such vehicle speed control is particularly useful in a manned autonomous traveling mode (first mode) in which autonomous traveling is performed in a state where the user is on board.

However, if the work machine 3 is a roll baler as in the above-described embodiment, the work machine mechanism unit 82 is clogged and the work can not be continued (when the work continues to cause damage to the roll baler) It can be assumed that a signal is output. In such a case, it is necessary to set the target vehicle speed VT to 0 km / h immediately after the stop signal is output without neglecting the stop signal.

Further, in the embodiment described above, the route generation unit 101, the display unit 102, and the display control unit 103 are provided in the wireless communication terminal 100. However, the images shown in FIGS. 14 and 15 may be configured to be displayed on the monitor device 36. In this case, the control unit 4 may include a display control unit 38 that controls image display by the monitor device 36, and a route generation unit 39 capable of generating an autonomous traveling route P (see two-dot chain line in FIG. 4). ).

Further, in the embodiment described above, the stop release signal is output from the work machine side control unit 84 of the work machine 3. However, unlike the above-described embodiment, the stop release signal is not included in the specific control signal (the work release unit 3 does not output the stop release signal), and the user operates the wireless communication terminal 100 to operate the tractor. The stopping of the traveling of 1 may be released.

In the above-described embodiment, the first reference vehicle speed V1 and the second reference vehicle speed V2 are set by the wireless communication terminal 100, but the first reference vehicle speed V1 and the second reference vehicle speed V1 are changed The second reference vehicle speed V2 may be set. In addition, the setting of the vehicle speed of the tractor 1 and the rotational speed of the engine 10 is performed by the user operating the speed / rotational speed setting change dial 14 etc. not only when the tractor 1 is stopping but also while the tractor 1 is traveling autonomously. It can be changed by doing. Further, it may be determined by the mode of the tractor 1 whether the setting is made by the speed / rotation number setting change dial 14 set by the wireless communication terminal 100. For example, when the tractor 1 is in the first mode, it may be set by the speed / rotational speed setting change dial 14, and when the tractor 1 is in the second mode, it may be set by the wireless communication terminal 100.

In the above embodiment, the shift reference position setting unit 54 sets the shift reference position R so that the tractor 1 can travel on the autonomous work path P1 at a constant speed when the specific control signal is not output. However, unlike the above embodiment, the shift reference position setting unit 54 sets the shift reference position R so that the tractor 1 can travel the connection path P2 at a constant speed when the specific control signal is not output. Good.

Specifically, the shift reference position setting unit 54 sets the first shift reference position R1 by a distance (a predetermined distance L1) necessary for the vehicle speed of the tractor 1 to reach the target vehicle speed VT after switching from the current target vehicle speed VT. The travel direction is set upstream of the first boundary position B1. On the other hand, the shift reference position setting unit 54 sets the second shift reference position R2 to the second boundary position B2 regardless of the value of the current target vehicle speed VT.

Further, unlike the above embodiment, the shift reference position setting unit 54 sets the first shift reference position R1 upstream in the traveling direction by the predetermined distance L1 from the first boundary position B1, and the second boundary position. The second shift reference position R2 may be set on the upstream side in the traveling direction by a predetermined distance L2 from B2.

Although the embodiments of the present invention have been described in detail, these are merely specific examples used for clarifying the technical contents of the present invention, and the present invention is construed as being limited to these specific examples. It is not to be construed that the scope of the present invention is limited only by the appended claims.

This application corresponds to Japanese Patent Application No. 2017-130505 filed on Jul. 3, 2017, and the entire disclosure of this application is incorporated herein by reference.

2: Traveling vehicle (traveling car)
3: Working machine 14: Speed / rotational speed setting change dial (reference vehicle speed setting unit)
32: Vehicle speed controller (vehicle speed control unit)
36: Monitor device (display unit)
38: Display control unit 39: Path generation unit 51: Target vehicle speed setting unit 84: Working machine side control unit 100: Wireless communication terminal (reference vehicle speed setting unit)
101: path generation unit 102: display unit 103: display control unit 106: predetermined image D: reference distance (predetermined distance)
D1: First reference distance (predetermined distance)
D2: Second reference distance (predetermined distance)
D3: Third reference distance (predetermined distance)
D4: Fourth reference distance (predetermined distance)
P: autonomous traveling route P1: autonomous work route (first section, second section)
P2: Connection path (first section, second section)
Q: Other travel route R: Shift reference position
R1: 1st shift reference position (shift reference position)
R2: Second shift reference position (shift reference position)
V: Reference vehicle speed (reference vehicle speed for the first section, reference vehicle speed for the second section)
V1: first reference vehicle speed (reference vehicle speed for the first section, reference vehicle speed for the second section)
V2: second reference vehicle speed (reference vehicle speed for the first section, reference vehicle speed for the second section)
VS: Specific target vehicle speed VT: Target vehicle speed

Claims

An autonomous traveling system for autonomously traveling a traveling vehicle along a previously set traveling route,
A reference vehicle speed setting unit configured to set a reference vehicle speed to each of a first section and a second section located downstream in the traveling direction with respect to the first section on the traveling route;
A work machine side control unit that outputs a predetermined control signal when the work machine attached to the traveling vehicle is in a specific work state;
A target vehicle speed setting unit configured to set a target vehicle speed of the traveling vehicle autonomously traveling along the traveling route;
A vehicle speed control unit for controlling the vehicle speed of the traveling vehicle such that the vehicle speed of the traveling vehicle becomes the target vehicle speed set by the target vehicle speed setting unit;
The target vehicle speed setting unit can switch the target vehicle speed between the reference vehicle speed of the first section and the reference vehicle speed of the second section when the shift reference position specified on the traveling route is reached. ,
The target vehicle speed setting unit calculates a specific target vehicle speed based on the position of the traveling vehicle with respect to the shift reference position when the predetermined control signal is output, and sets the specific target vehicle speed as the target vehicle speed. , Autonomous traveling system.
The predetermined control signal includes a deceleration signal requesting deceleration of the traveling vehicle.
The target vehicle speed setting unit is positioned in the first section when the traveling vehicle is positioned in the first section and the reference vehicle speed of the first section is smaller than the reference vehicle speed of the second section. If the deceleration signal is output when the separation distance between the current position of the traveling vehicle and the shift reference position is less than a predetermined distance, the specific target vehicle speed is calculated based on the reference vehicle speed of the second section. The autonomous traveling system according to claim 1.
When the traveling vehicle is located in the first section and the predetermined control signal is the deceleration signal, the target vehicle speed setting unit sets the reference vehicle speed of the first section or the reference vehicle speed of the second section. The autonomous traveling system according to claim 2, wherein a vehicle speed obtained by multiplying a predetermined deceleration rate is set as the specific target vehicle speed.
The predetermined control signal includes a deceleration release signal requesting release of a state in which the vehicle speed of the traveling vehicle is controlled based on the deceleration signal,
The target vehicle speed setting unit sets the current position of the traveling vehicle and the target vehicle speed when the traveling vehicle is located in the first zone and the reference vehicle speed of the first zone is larger than the reference vehicle speed of the second zone. The specific target vehicle speed is calculated based on the reference vehicle speed of the second section when the deceleration release signal is output when the separation distance from the shift reference position is less than a predetermined distance. Autonomous traveling system described.
The target vehicle speed setting unit performs the predetermined control when the traveling vehicle is positioned in the first section and a separation distance between a current position of the traveling vehicle and the shift reference position is less than a predetermined distance. The autonomous traveling system according to claim 1, wherein when the signal is output, the specific target vehicle speed is calculated based on the reference vehicle speed of the second section.
A display control unit that controls image display by the display unit;
Further including a route generation unit capable of generating the traveling route;
The display control unit can display the traveling path on the display unit, and a predetermined image indicating the position of the traveling vehicle when the predetermined control signal is output from the work machine side control unit , Can be displayed on the travel route displayed on the display unit,
The autonomous traveling system according to any one of claims 1 to 5, wherein the route generation unit can generate another traveling route passing through the plurality of predetermined images displayed on the display unit.