WO2019064950A1

WO2019064950A1 - Automatic travel system

Info

Publication number: WO2019064950A1
Application number: PCT/JP2018/029768
Authority: WO
Inventors: 優飛兒玉
Original assignee: ヤンマー株式会社
Priority date: 2017-09-29
Filing date: 2018-08-08
Publication date: 2019-04-04
Also published as: JP2021099845A; JP6850706B2; JP7132381B2; JP2019066980A

Abstract

Provided is an automatic travel system with which it is possible to reduce unnecessary travel and improve work efficiency. The present invention is provided with: a position information acquisition unit 24; and a control unit 22 for setting one target travel route that is subject to automatic travel from among a plurality of continuous target travel routes, and switching the set target travel route on the basis of the current position P of a work vehicle 2 acquired by the position information acquisition unit 24, thereby causing the work vehicle 2 to automatically travel along the plurality of continuous target travel routes. A forward route Kf and a backward route Kb are provided in a continuous state as the target travel route. When switching the set target travel route from the forward route Kf currently being traveled to the subsequent backward route Kb or from the backward route Kb currently being traveled to the subsequent forward route Kf, the control unit 22 can switch the set target travel route when the work vehicle 2 has reached an advance switching point Ps, which is located ahead of an end point Kfe, Kbe of the target travel route being traveled by a set distance Df, Db based on the braking distance D1, D3 of the work vehicle 2.

Description

Automatic traveling system

The present invention relates to an automatic travel system that causes a work vehicle to travel automatically along a target travel path.

The above-described automatic travel system continuously operates the work vehicle based on a position information acquisition unit that acquires position information of the work vehicle using a satellite positioning system or the like and the current position of the work vehicle acquired by the position information acquisition unit. And a control unit for automatically traveling along a plurality of target traveling routes, and automatically traveling the working vehicle along a plurality of continuous target traveling routes generated in advance while acquiring the current position of the working vehicle as needed (See, for example, Patent Documents 1 and 2). In such an automatic travel system, since the work vehicle is automatically traveled along the target travel path, even if the user is not on the work vehicle, work by the work vehicle can be performed.

For example, as shown in FIG. 3, as a plurality of continuous target travel routes, the work route for traveling the work area R1 on the center side of the field and the non-work area R2 at the end of the field H A turnaround route is generated.
In the example shown in FIG. 3, a plurality of forward straight paths K1 (forward paths Kf) are generated to linearly move forward as work paths. In addition, a first forward rotation circuit K2 (forward travel path Kf) for advancing the work vehicle 2 while making a turn along an approximately 1⁄4 arc toward the machine body side (right side of the machine) following the forward straight path K1 as a turning path. A reverse linear path K3 (rear path Kb) for moving the working vehicle 2 linearly backward following the first forward rotation circuit K2, and a working vehicle 2 following the reverse linear path K3 to the side of the fuselage one side (body right side) The second forward turning circuit K4 (forward path Kf) is generated which is advanced while turning to connect to the next forward linear path K1.

Then, the control unit of the automatic travel system sets one target travel route to be automatically traveled from a plurality of continuous target travel routes K1 to K4, and the work for acquiring the set target travel route by the position information acquisition unit By switching based on the current position P of the vehicle 2, the work vehicle 2 is automatically traveled along a plurality of continuous target travel routes K1 to K4.
For example, first, by setting the set target travel route to the forward travel straight route K1, the tractor 2 is automatically traveled along the forward travel straight route K1, and then the set target travel route is moved as the work vehicle 2 moves. (1) The forward linear path K1, the first forward rotational circuit K2, the reverse linear path K3, and so on by sequentially switching in order of the forward rotational circuit K2, the reverse linear path K3, the second forward rotational circuit K4, and the next forward linear path K1. The work vehicle 2 is automatically traveled continuously in the order of the second forward rotation circuit K4 and the next forward linear path K1.

Here, the control unit of the automatic travel system switches the set target travel route to the next target travel route when the work vehicle 2 (the current position P of the work vehicle 2) reaches the end point of the target travel route during travel. I have to. For example, as shown in FIG. 12, the work vehicle 2 is set from the first forward rotation circuit K2 (see FIG. 12 (a)) while traveling to the reverse linear path K3 (the route traveling in FIG. 12 (d)) When switching the target travel route, as shown in FIG. 12 (b), setting is made when the work vehicle 2 (the current position P of the work vehicle 2) reaches the end point K2e of the first forward rotation circuit K2 during travel. The target travel route is switched to the reverse linear route K3.

International Publication No. 2015/119263 Patent No. 4295911

However, in order to stop the forward movement of the work vehicle 2 and move it backward in the field H, a corresponding braking distance corresponding to the vehicle speed or the like is required. Therefore, as shown in FIG. 12 (b), when the work vehicle 2 (the current position P of the work vehicle 2) reaches the end point K2e (Kfe) of the first forward rotation circuit K2 (forward path Kf) while traveling When the set target traveling route is switched to the subsequent reverse linear route K3 (rear route Kb), as shown in FIG. 12 (c), the work vehicle 2 moves to the first forward route K2 (forward route) immediately after switching the set target traveling route. The braking distance OR moves forward at least from the end point K2e (Kfe) of Kf) and travels wastefully past the end point K2e (Kfe) of the first forward path K2 (forward path Kf) on which the work vehicle 2 is traveling It will be.
Therefore, there is a disadvantage that the traveling efficiency of the work vehicle 2 is increased and the work efficiency is reduced. In addition, such a problem also occurs when the set target traveling route is switched from the rear route Kb during traveling to the subsequent forward route Kf.

In view of this situation, the main object of the present invention is to provide an automatic travel system capable of improving work efficiency by reducing unnecessary travel of a work vehicle.

According to a first aspect of the present invention, there is provided a position information acquisition unit for acquiring position information of a work vehicle;
By setting one target travel route for automatic travel from a plurality of continuous target travel routes and switching the set target travel route based on the current position of the work vehicle acquired by the position information acquisition unit, continuous An automatic travel system comprising: a control unit for automatically traveling the work vehicle along a plurality of target travel paths to be
As the plurality of target travel paths, there are provided an advancing path for moving the work vehicle forward, and a rear track for moving the work vehicle backward.
The control unit is configured to switch the braking distance of the work vehicle when switching the set target traveling route from the traveling forward route to the following backward route or switching the traveling backward route to the following forward route When the work vehicle reaches the preceding switching point on the near side of the end point of the target travel route during traveling by the set distance as a reference, the set target travel path can be switched to the subsequent target travel route The point is characterized by

According to this configuration, the control unit sets the braking distance of the work vehicle as the reference when the set target traveling route is switched from the advancing route during traveling to the following backward route or from the backward route during traveling to the subsequent advancing route The set target traveling route can be switched to the subsequent target traveling route when the work vehicle reaches the preceding switching point on the near side of the end point of the target traveling route during traveling by the set distance.
Since the advance switching point is on the near side of the end point of the target travel route traveling by the set distance based on the braking distance of the work vehicle, the work vehicle travels the braking distance from the advance switching point immediately after switching the set target travel route. Even if the vehicle moves forward or backward, it is possible to prevent the work vehicle from passing the end point of the target travel path being traveled. Moreover, since the advance switching point is based on the set distance based on the braking distance of the work vehicle, the target travel while traveling is performed by switching the set target traveling route to the subsequent target traveling route at the advance switching point. The traveling direction of the work vehicle can be switched at or near the end point of the route, and the traveling on the subsequent target traveling route can be smoothly performed. Thus, unnecessary running of the work vehicle can be reduced to improve work efficiency.

A second characterizing feature of the present invention is that the set distance is set by adding a predetermined distance to the braking distance.

According to this configuration, since the preceding switching point for switching the set target traveling route can be made closer to the end point of the target traveling route during traveling by the set distance obtained by adding the predetermined distance to the braking distance, for example Even when the work vehicle moves forward or backward from the preceding switching point more than the braking distance when switching the set target travel route at high speed work, etc., the work vehicle passes the end point of the target travel route while traveling Can be properly avoided.

According to a third aspect of the present invention, the predetermined distance is a predetermined distance for forward movement used when switching from the forward path while traveling the set target travel path to the subsequent backward path, and the set target travel path And a predetermined reverse travel distance used when switching from the rear track to the forward path,
The reverse travel predetermined distance is larger than the forward travel predetermined distance.

According to this configuration, when the set target traveling route is switched from the forward traveling route to the following rear traveling route, a predetermined forward travel distance is added to the braking distance, and the traveling forward traveling route to the subsequent rear traveling route It is possible to set a set distance suitable for switching. In addition, when switching the set target travel route from the rear course while traveling to the subsequent forward road, a predetermined reverse travel distance is added to the braking distance, and it is suitable for switching from the rear course while running to the subsequent forward road. The set distance can be set.
Moreover, since the predetermined reverse travel distance is larger than the predetermined travel forward distance, the set distance in the case of switching from the backward path during traveling to the subsequent forward path is changed from the backward path during traveling to the subsequent forward path Therefore, the advance switching point can be made closer to the front side.
Therefore, when the work vehicle switches from the rear track while traveling with the work machine mounted on the rear side to the subsequent forward path, for example, the work machine on the rear side of the work vehicle jumps to an unplanned area It is possible to suppress the occurrence of inconvenience such as contact with an obstacle.

According to a fourth aspect of the present invention, there is provided an azimuth angle specifying unit for specifying an azimuth angle of the work vehicle,
When the control unit switches the set target traveling route from the forward path during traveling to the subsequent backward path after traveling or switches from the rear path during traveling to the subsequent forward path, the azimuth angle specifying unit When the angular deviation between the straight line along the current azimuth of the specified work vehicle and the straight line along the subsequent target travel route becomes equal to or less than a predetermined value, the preceding switching point in the target travel route while the work vehicle is traveling Even if the vehicle has not reached the above, the set target travel route is switched to the subsequent target travel route.

According to this configuration, the azimuth angle specifying unit can specify the azimuth angle of the work vehicle traveling on the target traveling route. Then, in the control unit, the angular deviation between the straight line along the current azimuth of the work vehicle specified by the azimuth specifying unit and the straight line along the subsequent target travel route becomes equal to or less than a predetermined value, When it is possible to shift to a posture along a subsequent target travel route with a short travel distance, etc., the target travel route follows the set target travel route even if the work vehicle has not reached the preceding switching point in the target travel route. You can switch to the route. Thus, unnecessary traveling of the work vehicle can be further reduced to further improve the work efficiency.

A diagram showing a schematic configuration of an automatic traveling system Block diagram showing a schematic configuration of an automatic traveling system A diagram showing a schematic configuration of a target travel route Diagram showing travel control of the work vehicle when switching from a traveling forward path to a following rear path during traveling Diagram showing travel control of the work vehicle when switching from a traveling forward path to a following rear path during traveling Diagram showing travel control of the work vehicle when switching from a rear track while traveling to a subsequent forward path Diagram showing travel control of the work vehicle when switching from a rear track while traveling to a subsequent forward path A diagram showing a schematic configuration of a turning route A diagram showing a schematic configuration of a turning route A diagram showing a schematic configuration of a turning route A diagram showing a schematic configuration of a turning route Diagram showing travel control of a work vehicle when switching from a forward path to a backward path during traveling in the prior art

An embodiment of an automatic travel system according to the present invention will be described based on the drawings.
As shown in FIG. 1, the automatic travel system 1 includes a tractor 2 as a work vehicle that automatically travels along a plurality of continuous target travel paths K1 to K4 (see FIG. 3), and various types of tractors 2. And a wireless communication terminal 3 capable of instructing information of And in this embodiment, the reference station 4 for acquiring position information on the tractor 2 is provided.

The tractor 2 includes a vehicle body portion 6 on the rear side to which the working machine 5 can be attached, the front of the vehicle body portion 6 is supported by a pair of left and right front wheels 7, and the rear portion of the vehicle body portion 6 is supported by a pair of left and right rear wheels 8 It is done. A bonnet 9 is disposed at the front of the vehicle body portion 6, and an engine 10 (diesel engine) as a drive source is accommodated in the bonnet 9. On the rear side of the bonnet 9, a cabin 12 for the user to board is provided, and in the cabin 12, a steering handle 13 for the user to steer and operate, a driver's seat 14 for the user, etc. are provided. .

Although the tractor 2 is illustrated as a working vehicle in FIG. 1, a walking type working vehicle can be applied in addition to a riding type working vehicle such as a rice transplanter, a combine, a civil engineering / building work device, a snow removal vehicle, etc. besides a tractor.

As shown in FIG. 2, the tractor 2 is provided with a vehicle-side wireless communication unit 26, the wireless communication terminal 3 is provided with a terminal-side wireless communication unit 31, and the reference station 4 is provided with a reference station-side wireless communication unit 41. ing. Various information can be transmitted and received between the tractor 2 and the wireless communication terminal 3 by wireless communication between the vehicle-side wireless communication unit 26 and the terminal-side wireless communication unit 31, and the vehicle-side wireless communication unit 26 and the reference station Various types of information can be transmitted and received between the tractor 2 and the reference station 4 by wireless communication with the side wireless communication unit 41. The wireless communication terminal 3 and the reference station 4 are configured to be able to transmit and receive various types of information via the tractor 2. Incidentally, by wireless communication between the terminal side wireless communication unit 31 and the reference station side wireless communication unit 41, the wireless communication terminal 3 and the reference station 4 can directly transmit and receive various information without using the tractor 2. You can also. The frequency bands used for wireless communication between the wireless communication units may be a common frequency band or different frequency bands.

As illustrated in FIG. 2, the tractor 2 includes a positioning antenna 21, a vehicle-side control unit 22, a vehicle-side wireless communication unit 26, a storage unit (not shown), and the like.
The vehicle-side control unit 22 includes a traveling control unit 23, a position information acquisition unit 24, an azimuth specifying unit 25, and the like. The vehicle-side control unit 22 is the position information of its own (the current position P which is the installation position of the positioning antenna 21) acquired at any time by the position information acquiring unit 24 and the self specified by the azimuth specifying unit 25 at any time. Travel control with appropriate reference to the azimuth angle (current azimuth angle), the attitude of oneself measured by an inertial measurement device (not shown) with a 3-axis gyro and 3-direction accelerometer etc. provided in the tractor 2 The engine control unit, a transmission capable of switching between forward and reverse, a steering unit, and a brake unit (not shown) control various units provided in the tractor 2 and are arranged along the target travel paths K1 to K4. Thus, the tractor 2 can be driven automatically.

The positioning antenna 21 is configured to receive, for example, a signal from a positioning satellite 15 that constitutes a satellite positioning system (GNSS), as shown in FIG. The positioning antenna 21 is disposed, for example, on the top surface of the roof of the cabin 12 of the tractor 2.

As a positioning method using a satellite positioning system, as shown in FIG. 1, a reference station 4 installed at a predetermined reference point is provided, and satellite positioning of tractor 2 (mobile station) is performed by positioning correction information from the reference station 4 It is possible to apply a positioning method for obtaining the current position P of the tractor 2 by correcting the information. For example, various positioning methods such as DGPS (differential GPS positioning) and RTK positioning (real-time kinematic positioning) can be applied. Incidentally, as the positioning method, single positioning may be used without the reference station 4.

In this embodiment, for example, since RTK positioning is applied, as shown in FIGS. 1 and 2, in addition to the positioning antenna 21 provided on the tractor 2 on the mobile station side, the reference station 4 is provided. It is done. Position information of a reference point which is an installation position of the reference station 4 is set in advance and grasped. The reference station 4 is disposed, for example, at a position (reference point) which does not interfere with the traveling of the tractor 2 such as around the field H. The reference station 4 is provided with a reference station wireless communication unit 41 and a reference station positioning antenna 42.

In RTK positioning, the carrier phase (satellite positioning information) from the positioning satellite 15 is measured by both the reference station 4 installed at the reference point and the positioning antenna 21 of the tractor 2 on the mobile station side for which position information is to be determined. doing. The reference station 4 generates positioning correction information including the measured satellite positioning information and the position information of the reference point every time the satellite positioning information is measured from the positioning satellite 15 or each time the setting period elapses, and the reference station side wireless The positioning correction information is transmitted from the communication unit 41 to the vehicle-side wireless communication unit 26 of the tractor 2. The position information acquisition unit 24 of the tractor 2 obtains the current position P of the tractor 2 using the satellite positioning information measured by the positioning antenna 21 and the positioning correction information transmitted from the reference station 4. The position information acquisition unit 24 obtains, for example, latitude information and longitude information as the current position P of the tractor 2.

The azimuth specifying unit 25 of the tractor 2 is configured to specify the azimuth of the tractor 2 from the change state of the current position P of the tractor 2 acquired by the position information acquiring unit 24 along with the movement of the tractor 2 There is. For example, when the azimuth information identification unit 25 acquires the current position P by the position information acquisition unit 24, the azimuth angle identification unit 25 refers to the current position P immediately before stored in the storage unit and determines the current current from the current position P immediately before that. The direction of the velocity vector toward the position P is specified as the azimuth angle of the tractor 2. Although the current position P acquired by the position information acquiring unit 24 immediately before and stored in the storage unit can be used as the current position P immediately before the above, for example, when the traveling of the tractor 2 starts, the single positioning is performed. Alternatively, the current position P obtained by the user can be used.

The wireless communication terminal 3 includes, for example, a tablet-type personal computer having a touch panel, and can display various information on the touch panel, and can also input various information by operating the touch panel. The wireless communication terminal 3 can be carried and used outside of the tractor 2 by the user, and can also be used by attaching to the side of the driver's seat 14 of the tractor 2 or the like.

As shown in FIG. 2, the wireless communication terminal 3 includes a terminal-side wireless communication unit 31 and a terminal-side control unit 32.
A path generation unit 33, a display unit 34 and the like are provided. The route generation unit 33 is configured to generate a plurality of continuous target travel routes K1 to K4 (see FIG. 3) on which the tractor 2 automatically travels. Further, the wireless communication terminal 3 is provided with a storage unit (not shown), and the storage unit stores various types of information such as information registered by the user.

When automatic traveling of the tractor 2 is performed, the user operates the touch panel of the wireless communication terminal 3 to generate information for generating the target traveling routes K1 to K4 such as the field area, and information on the tractor 2 and the work machine 5. I have registered. The route generation unit 33 of the wireless communication terminal 3 generates target traveling routes K1 to K4 on which the tractor 2 automatically travels based on the registration information and the like.
For example, as shown in FIG. 3, the route generation unit 33 is a work route for performing work such as tilling while automatically traveling the tractor 2 as a target travel route in the field H, and the tractor 2 is linear Forward straight path K1 is generated.
Further, the route generation unit 33 is a turning route for turning the tractor 2 as a target travel route in the agricultural field H, and turns the tractor 2 along the approximately 1⁄4 arc toward the one side (right side of the machine) The first forward rotation circuit K2 which advances forward while continuing the reverse linear path K3 which continues to reverse the tractor 2 linearly to the first forward rotation circuit K2, continues the tractor 2 continuously to the reverse linear path K3 to the aircraft body side (right side of the aircraft) A second forward turning circuit K4 is generated which advances while turning in a quarter arc.
The target travel routes K1 to K4 shown in FIG. 3 are merely examples, and the target travel route generated by the route generation unit 33 can be changed as appropriate.

When the route generation unit 33 generates a plurality of continuous target travel routes K1 to K4, information on the field H such as the shape and position information of the field H is registered first. Then, in the field H, as a region for generating the target travel paths K1 to K4, a work area R1 in which work such as tillage is performed and a non-work area R2 (headland) in which the work is not performed are specified.
The path generation unit 33 generates an advancing straight path K1 as a working path with respect to the work area R1, and a first advancing turn circuit K2 as a turning path in the non-working area R2, a reverse linear path K3, a second advance A spiral circuit K4 is generated. The forward straight path K1 is a path which is automatically traveled from one end side to the other end in the working area R1 in the field H, and the forward straight path K1 extends from the start point S to the goal point G over the entire working area R1. A plurality of adjacent fields are generated in the width direction of the field H. The forward straight path K1 is generated in such a manner that adjacent ones have their traveling directions reverse to each other.
The first forward rotation circuit K2 as a turning path, the reverse linear passage K3 and the second forward rotation circuit K4 connect the start point K4e and the end point K1e in two forward linear passages K1 aligned in the width direction of the field H It is generated as a route to turn around.
Specifically, as shown on the left side of FIG. 3, the end point K1e of the straight forward path K1 and the start point of the first forward turning circuit K2 are continuous at the same point where the straight advancing path K1 and the first forward turning circuit K2 are continuous. It is in the state. The end point K2e of the first forward rotation circuit K2 and the start point of the reverse linear passage K3 are in the same position, and the first forward rotation circuit K2 and the reverse linear passage K3 are continuous. An end point K3e of the reverse linear travel K3 and a start point of the second forward rotation circuit K4 are in the same position, and the reverse linear travel K3 and the second forward rotation circuit K4 are continuous. The end point K4e of the second forward rotation circuit K4 and the start point of the next forward linear passage K1 are in the same position, and the second forward rotation circuit K4 and the next forward linear passage K1 are in a continuous state.

Thus, when the route generation unit 33 generates the target travel routes K1 to K4, the terminal-side control unit 32 of the wireless communication terminal 3 transmits route information on the target travel routes K1 to K4 from the wireless communication terminal 3 to the tractor 2. By transferring, the vehicle-side control unit 22 of the tractor 2 can acquire the route information. As for transfer of route information from the wireless communication terminal 3 to the tractor 2, route information of all the target travel routes K1 to K4 may be transferred before the tractor 2 starts automatic traveling, for example, When the tractor 2 is traveling automatically, route information of one or more subsequent target traveling paths following the traveling target traveling path is sequentially transferred as the tractor 2 moves. It is also good.
The vehicle-side control unit 22 automatically travels the tractor 2 along a plurality of continuous target traveling routes K1 to K4 while acquiring the current position P of the vehicle by the position information acquiring unit 24 based on the acquired route information. It can be done. The current position P of the tractor 2 acquired by the position information acquiring unit 24 is transmitted from the tractor 2 to the wireless communication terminal 3 in real time (for example, several seconds), and the current position of the tractor 2 in the wireless communication terminal 3 I try to grasp P.

When generating the target travel routes K1 to K4, the reference vehicle speed of the tractor 2 is set for each of the target travel routes K1 to K4. The reference vehicle speed of the tractor 2 with respect to the forward straight road K1, the reference vehicle speed of the tractor 2 with respect to the first forward rotation circuit K2 and the second forward rotation circuit K4, and the reference vehicle speed of the tractor 2 with respect to the reverse travel K3 may be set to the same vehicle speed. Different vehicle speeds can be set. The vehicle speed information indicating the reference vehicle speed of the tractor 2 is configured to allow wireless communication from the wireless communication terminal 3 to the tractor 2 along with the route information.

In the wireless communication terminal 3, when the user operates the touch panel to instruct start of automatic traveling, the wireless communication terminal 3 transmits an instruction for starting automatic traveling to the tractor 2. Thereby, in the tractor 2, the vehicle-side control unit 22 receives the start instruction of the automatic traveling, and while acquiring the current position P of the position information acquisition unit 24, a plurality of continuous target travel routes K1 to ... It is configured to perform automatic travel control for causing the tractor 2 to automatically travel along K4.

A description of the automatic travel control of the tractor 2 will be added.
The vehicle-side control unit 22 of the tractor 2 sets one target traveling route for automatic traveling from a plurality of continuous target traveling routes K1 to K4, and the setting target traveling route is acquired by the position information acquiring unit 24. By switching based on the current position P of itself, the tractor 2 is automatically traveled along a plurality of continuous target travel paths K1 to K4.
In the example illustrated in FIG. 3, the vehicle-side control unit 22 first causes the tractor 2 to automatically travel along the forward straight path K1 by setting the set target travel route to the forward straight path K1. As the set target traveling route is sequentially switched in the order of the first forward turning circuit K2, the reverse straight path K3, the second forward turning circuit K4, and the next forward straight path K1, the forward straight path K1, the The tractor 2 is automatically traveled continuously in the order of (1) forward rotation circuit K2, reverse linear passage K3, second forward rotation circuit K4, and next forward linear passage K1.
The straight forward path K1, the first forward turning circuit K2, and the second forward turning circuit K4 correspond to the forward path Kf for advancing the tractor 2, and the reverse straight path K3 corresponds to the rear path Kb for reversing the tractor 2. Do.

Here, the vehicle-side control unit 22 of the tractor 2 changes the timing according to the relationship between the target traveling route during traveling and the subsequent target traveling route (the relationship between the advancing route Kf and the rear route Kb, the forward / backward relationship of the tractor 2). And is configured to switch the set target travel route. Hereinafter, the timing of switching of the set target travel route by the vehicle-side control unit 22 will be described.

<When switching the set target traveling route from the advancing route in traveling to the subsequent advancing route>
In this case, when the tractor 2 (the current position P of the tractor 2) reaches the end point Kfe of the advancing path Kf during traveling, the vehicle-side control unit 22 switches the set target traveling path to the subsequent advancing path Kf.
In the example shown in FIG. 4A, when the tractor 2 travels on the straight forward path K1, the vehicle-side control unit 22 controls the tractor 2 (the current position P of the tractor 2) to travel on the forward straight path K1. When the end point K1e is reached, the set target travel route is switched to the subsequent first forward rotation circuit K2. By switching the set target travel route at this timing, it is possible to automatically travel the tractor 2 along the first forward rotation circuit K2 continuously from the end point K1e of the forward straight passage K1.

<When switching from the forward path on which the set target travel route is traveling to the following rear path>
As described above, in order to stop the forward movement of the tractor 2 on the field H and move it backward, a corresponding braking distance corresponding to the vehicle speed or the like is required. Therefore, when switching the set target travel route from the forward travel path Kf during traveling to the subsequent rear path Kb, the vehicle-side control unit 22 moves forward for the braking distance that occurs when the tractor 2 is switched from forward travel to reverse travel. The set target travel route is switched at the considered timing.
Specifically, as shown in FIGS. 4 (a) and 4 (b), the vehicle-side control unit 22 is for advancing based on the forward movement of the tractor 2 (the current position P of the tractor 2) for the braking distance. The set target traveling route is switched to the subsequent reverse linear route K3 when the leading switching point Ps on the near side of the end point K2e in the first forward rotating circuit K2 during traveling is reached by the set distance Df.

The forward set distance Df is set by the vehicle-side control unit 22 by adding (adding) the forward predetermined distance D2 to the braking distance D1 according to the vehicle speed when switching the tractor 2 from forward to reverse.
The braking distance D1 specifies the vehicle speed of the tractor 2 by, for example, detecting the actual vehicle speed of the tractor 2 with a vehicle speed sensor provided in the tractor 2, etc. It can be determined by referring to a table indicating the relationship. The forward movement predetermined distance D2 is set in advance based on, for example, the distance from the installation position of the positioning antenna 21 in the tractor 2 to the front end of the tractor 2.
In this case, for example, the vehicle-side control unit 22 detects the vehicle speed at any time by the vehicle speed sensor in real time or the like, and the forward setting distance based on the braking distance D1 at every timing of detecting the vehicle speed of the tractor 2 The advance switching point Ps can be specified as needed by obtaining Df.

The braking distance D1 according to the vehicle speed when switching the tractor 2 from forward to reverse may be determined, for example, by specifying the reference vehicle speed of the tractor 2 set for each of the target travel paths as the vehicle speed of the tractor 2. In that case, the vehicle-side control unit 22 can specify the advance switching point Ps by obtaining the forward setting distance Df in consideration of the braking distance D1 at the timing immediately after switching the setting target traveling route or the like.

As shown in FIG. 4C, when the set target traveling route is switched at the timing (the timing of FIG. 4B) when the tractor 2 (the current position P of the tractor 2) reaches the preceding switching point Ps thus identified. In addition, the vehicle-side control unit 22 applies a braking force to the forward movement of the tractor 2 by, for example, operating control of a brake device, a transmission, etc., and the tractor at or near the end point K2e of the first forward rotation circuit K2. Stop 2 Then, the vehicle-side control unit 22 moves the tractor 2 backward along the reverse linear path K3 as shown in FIG. 4D, for example, by performing operation control of the transmission.
Therefore, even when the tractor 2 is switched from forward to reverse, the traveling direction of the tractor 2 can be switched at or near the end point K2e of the first forward rotation circuit K2, and the tractor 2 passes by the end point K2e in advance. It can avoid and useless traveling of the tractor 2 can be further reduced.

Furthermore, as shown in FIG. 5, the vehicle-side control unit 22 makes an acute angle between a straight line Lc along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and a straight line L3 along the subsequent target travel route. When the angular deviation θc on the side becomes equal to or less than the predetermined value θa, the set target traveling route is switched to the subsequent target traveling route even if the tractor 2 (the current position P of the tractor 2) has not reached the preceding switching point Ps.
Specifically, as shown in FIG. 5, when the tractor 2 travels the first forward rotation circuit K2, as the tractor 2 moves forward, a straight line Lc along the current azimuth angle of the tractor 2 and the following The angle deviation θc on the acute angle side with the straight line L3 along the reverse linear path K3 gradually decreases. The vehicle-side control unit 22 calculates and monitors this angle deviation θc as needed, and even if the tractor 2 (the current position P of the tractor 2) has not reached the leading switching point Ps in the first forward rotation circuit K2, When the angular deviation θc becomes a predetermined value θa, the set target traveling route is switched to the following reverse linear route K3.
For example, the predetermined value θa of the angular deviation θc is set to an allowable value that allows the tractor 2 to shift to a posture along a subsequent target traveling route in a short time or a short traveling distance.

As described above, even if the tractor 2 (the current position P of the tractor 2) does not reach the preceding switching point Ps of the first forward rotating circuit K2 during traveling, the setting target traveling is performed when the angle deviation θc becomes the predetermined value θa. By switching the route to the subsequent reverse linear route K3, useless traveling of the tractor 2 can be further reduced.

<When switching from the rear track while driving to the set target travel path to the following forward road>
Even when the set target travel route is switched from the rear track Kb to the next forward travel path Kf during traveling, in order to stop the backward movement of the tractor 2 on the field H, a corresponding braking distance corresponding to the vehicle speed or the like is required. . Therefore, when switching the set target travel route from the rear route Kb during traveling to the subsequent forward route Kf, the vehicle-side control unit 22 moves backward for the braking distance that occurs when the tractor 2 switches from reverse to forward. The set target travel route is switched at the considered timing.
Specifically, as shown in FIG. 6, the vehicle-side control unit 22 is traveling while the tractor 2 (the current position P of the tractor 2) is set for the reverse travel distance Db in consideration of backward travel for the braking distance. When the advance switching point Ps on the near side of the end point K3e in the reverse linear path K3 is reached, the set target traveling route is switched to the subsequent second forward rotation circuit K4.

The reverse setting distance Db is set by the vehicle-side control unit 22 by adding (adding) the reverse distance D4 to the braking distance D3 according to the vehicle speed when switching the tractor 2 from reverse to forward.
The braking distance D3 specifies, for example, the vehicle speed of the tractor 2 by detecting the actual vehicle speed of the tractor 2 with a vehicle speed sensor provided in the tractor 2, etc. It can be determined by referring to a table indicating the relationship.
The predetermined reverse distance D4 is larger than the predetermined distance D2 for forward movement taking into consideration that the working machine 5 is attached to the rear of the tractor 2, for example, from the installation position of the positioning antenna 21 in the tractor 2 The distance to the rear end of the work machine 5 mounted at the rear is previously set.
In this case, for example, the vehicle-side control unit 22 detects the vehicle speed at any time by the vehicle speed sensor in real time or the like, and sets the reverse setting distance Db in consideration of the braking distance D3 at every timing of detecting the vehicle speed of the tractor 2 The leading switching point Ps can be specified as needed.

The braking distance D3 according to the vehicle speed when switching the tractor 2 from reverse to forward is specified, as the vehicle speed of the tractor 2, the reference vehicle speed of the tractor 2 set for each of the target travel paths, similarly to the braking distance D1 described above. In this case, the vehicle-side control unit 22 determines the setting distance Db for reverse in consideration of the braking distance D3 at the timing immediately after switching the set target traveling route, etc., and specifies the advance switching point Ps. can do.
The braking distance D3 according to the vehicle speed when switching the tractor 2 from reverse to forward may be substituted for the braking distance D1 according to the vehicle speed when switching the tractor 2 from forward to reverse, for example.

As shown in FIG. 6C, when the set target travel route is switched at the timing (the timing of FIG. 6B) when the tractor 2 (the current position P of the tractor 2) reaches the preceding switching point Ps thus identified. In addition, the vehicle-side control unit 22 applies a braking force to the reverse movement of the tractor 2 by, for example, operating control of a brake device or a transmission, and stops the tractor 2 at the end point K3e of the reverse linear path K3 or in the vicinity thereof. Let Then, the vehicle-side control unit 22 moves the tractor 2 forward along the second forward rotation circuit K4 as shown in FIG. 6 (d), for example, by operating the transmission.
Therefore, even when the tractor 2 is switched from reverse to forward, the traveling direction of the tractor 2 can be switched at or near the end point K3e on the reverse linear path K3, and the tractor 2 is prevented from passing the end point K3e in advance. , Wasteful traveling of the tractor 2 can be further reduced.

Furthermore, as shown in FIG. 7, the vehicle-side control unit 22 makes an acute angle between a straight line Lc along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and a straight line L4 along the subsequent target travel route. When the angular deviation θc on the side becomes equal to or less than the predetermined value θb, the set target traveling route is switched to the subsequent target traveling route even if the tractor 2 has not reached the preceding switching point Ps.
Specifically, when the tractor 2 is traveling on the reverse linear path K3, as the tractor 2 moves backward, a straight line Lc along the current azimuth angle of the tractor 2 and a straight line along the subsequent second forward rotating circuit K4 The angle deviation θc on the acute angle side with L4 gradually decreases. The straight line L4 can be a tangent or the like of a point within a predetermined distance that can be shifted from the current position P of the tractor 2 traveling on the reverse linear path K3 in the second forward rotation circuit K4.
The vehicle-side control unit 22 calculates the angle deviation θc at any time and monitors the angle deviation even if the tractor 2 (the current position P of the tractor 2) has not reached the leading switching point Ps in the reverse linear path K3. When θc becomes a predetermined value θb, the set target traveling route is switched to the subsequent second forward rotation circuit K4.
For example, the predetermined value θb of the angular deviation θc is set to an allowable value that allows the tractor 2 to shift to a posture along a subsequent target traveling route in a short time or a short traveling distance. The predetermined value θb of the angle deviation θc when switching the tractor 2 from forward to reverse and the predetermined value θa of the angle deviation θc when switching the tractor 2 from forward to reverse may be set to the same value or different values. It can be set to

As described above, even if the tractor 2 (the current position P of the tractor 2) does not reach the advance switching point Ps on the reverse straight road K3 during traveling, the set target travel route is set if the angular deviation θc becomes the predetermined value θb. By switching to the subsequent second forward rotation circuit K4, useless traveling of the tractor 2 can be further reduced.

<When switching from the rear track while driving to the set target travel route to the rear road following it>
There is also a case where it is desired to escape from the field H for some reason while traveling in the field H along the target travel route. In that case, for example, the setting target travel route is switched from the end point Kbe (K3e) of the back route Kb (backward straight path K3) as a turning route during driving to a back route Kb (not shown) It is conceivable to escape from the field H and the like. When the target travel route is switched from the rear track Kb to the subsequent rear track Kb during travel as described above, although not shown, the vehicle-side control unit 22 operates similarly to the case of switching from the forward path Kf to the forward path Kf. When the tractor 2 (the current position P of the tractor 2) reaches the end point Kbe of the rear path Kb during traveling, the set target travel path is switched to the subsequent rear path Kb. By switching the set target travel route at this timing, it is possible to automatically travel the tractor 2 along the following rear route Kb continuously from the end point Kbe of the rear route Kb during traveling.

As described above, as shown in FIG. 3, the path generation unit 33 generates the forward straight path K1 that is the work path for the work area R1, and the first forward turning as the turning path for the non-work area R2. Although the path K2, the reverse linear path K3 and the second forward rotation circuit K4 are generated, the turning path generated for the non-operation area R2 is not limited to that shown in FIG. It is also possible to generate turning routes K5 to K10 as shown.

As shown in FIG. 8, the route generation unit 33 uses the fifth forward straight path K5, the sixth forward turning circuit K6, the seventh forward straight path K7, the eighth reverse straight path K8, and the ninth forward turning as the turning paths. A road K9 and a tenth forward straight road K10 are generated. Therefore, the turning path is in the order of the fifth forward straight path K5, the sixth forward turning circuit K6, the seventh forward straight path K7, the eighth reverse straight path K8, the ninth forward turning circuit K9, and the tenth forward straight path K10. It is in a continuous state.

The fifth forward linear path K5 is a path for advancing the tractor 2 linearly following the forward linear path K1. The sixth forward rotation circuit K6 is a path for advancing the tractor 2 along the approximately 1⁄4 arc while continuing to the fifth forward linear path K5 while turning to the first side (left side) of the machine. The seventh forward linear path K7 causes the tractor 2 to move forward linearly with the sixth forward rotary circuit K6 so that the traveling direction of the tractor 1 becomes the direction along the eighth reverse linear path K8. It is a path to change the direction. The eighth reverse linear passage K8 is a path for reversing the advancing direction of the tractor 1 and causing the tractor 2 to linearly reverse, following the seventh forward linear passage K7. The ninth forward rotation circuit K9 reverses the advancing direction of the tractor 1 following the eighth reverse linear path K8 and advances the tractor 2 while turning along an approximately 1⁄4 arc toward the one side (the left side of the machine) of the machine It has become a route for. The tenth forward linear path K10 causes the tractor body 2 to move forward linearly with the ninth forward rotary circuit K9 so that the traveling direction of the tractor 1 is in the direction along the forward linear path K1. It is a route to change.
The fifth forward straight path K5, the sixth forward turning circuit K6, the seventh forward straight path K7, the ninth forward turning circuit K9, and the tenth forward straight path K10 correspond to the forward path Kf for advancing the tractor 2; The eighth reverse linear path K8 corresponds to a rear track Kb for moving the tractor 2 backward.

The switching timing of the set target traveling route by the vehicle-side control unit 22 in the turning route shown in FIG. 8 will be described.

When the set target traveling route is switched from the straight forward path K1 to the fifth forward straight path K5, when switched from the fifth forward straight path K5 to the sixth forward turning circuit K6, the sixth forward turning circuit K6 to the seventh forward straight path When switching to K7, when switching from the ninth forward rotation circuit K9 to the tenth forward linear path K10, each of the cases switching from the tenth forward linear path K10 to the forward linear path K1 is the forward path while traveling the set target travel path. It will be a case where it switches from Kf to the following advancing path Kf. Therefore, in this case, when the tractor 2 reaches the end point of the forward travel path Kf in which the tractor 2 is traveling, the vehicle side control unit 22 switches the set target travel path to the subsequent forward travel path Kf.

The case of switching from the seventh forward straight road K7 to the eighth reverse straight road K8 is the case where the set target travel route is switched from the forward travel path Kf during traveling to the subsequent rear track Kb. Therefore, in this case, when the tractor 2 reaches the advance switching point Ps on the front side of the end point K7e in the seventh forward rectilinear advance path K7 during travel by the vehicle-side control unit 22 by the set travel distance Df. The set target travel route is switched to a subsequent eighth reverse linear route K8. At this time, in the same manner as described above, the vehicle-side control unit 22 determines an acute angle between a straight line along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and a straight line along the following eighth reverse linear path K8. When the angular deviation on the side becomes equal to or less than the predetermined value, the set target travel route can be switched to the subsequent eighth reverse linear route K8 even if the tractor 2 has not reached the preceding switching point Ps.

The case where the set target traveling route is switched from the eighth reverse linear path K8 to the ninth forward rotation circuit K9 is the case where the set target traveling route is switched from the rear course Kb during traveling to the subsequent forward path Kf. Therefore, in this case, the vehicle-side control unit 22 sets the tractor 2 when it has reached the leading switching point Ps on the front side of the end point K8e on the eighth reverse rectilinear path K8 during traveling by the reverse set distance Db. The target travel route is switched to the subsequent ninth forward rotation circuit K9. At this time, in the same manner as described above, the vehicle-side control unit 22 determines an acute angle between a straight line along the current azimuth angle of the tractor 2 specified by the azimuth angle specifying unit 25 and a straight line along the subsequent ninth forward turn circuit K9. When the angular deviation on the side becomes equal to or less than the predetermined value, the set target traveling route can be switched to the subsequent ninth forward rotation circuit K9 even if the tractor 2 has not reached the preceding switching point Ps.

As described above, in FIG. 8, the eighth reverse linear path K8 is generated as the turning path, and the setting target travel path is switched from the forward path Kf to the back path Kb, and the setting target travel path is the back path. There is a case of switching from Kb to the forward path Kf. Instead of this, as shown in FIGS. 9 to 11, there are cases where the set target travel route is switched from the forward route Kf to the rear route Kb and cases where the set target travel route is switched from the rear route Kb to the forward route Kf It is also possible to generate a turnaround route. In this case, with regard to switching of the set target travel route, the set target travel route is switched from the forward travel path Kf during traveling to the subsequent forward travel path Kf, so the vehicle side control unit 22 determines that the tractor 2 is traveling. When the end point of the forward path Kf is reached, the set target travel path is switched to the following forward path Kf.

As shown in FIG. 9, the path generation unit 33 uses, as a turning path, an eleventh forward straight path K11, a twelfth forward turning circuit K12, a thirteenth forward straight path K13, a fourteenth forward turning circuit K14, and a fifteenth straight line. The passage K15 can be generated. The eleventh forward linear path K11, the thirteenth forward linear path 13, and the fifteenth forward linear path K15 are paths for advancing the tractor 2 linearly. The twelfth forward rotation circuit K12 and the fourteenth forward rotation circuit K14 form a path for advancing the tractor 2 while turning to the first side of the machine (the left side of the machine).

Further, instead of FIG. 9, as shown in FIG. 10 and FIG. 11, the path generation unit 33 can also generate a turning path by combining a plurality of forward linear paths and a plurality of forward rotation circuits. 3, 8, and 9 show the case where the delimitation (the one-dot chain line in the figure) between the work area R1 and the non-work area R2 is linear, while FIGS. In this case, the division between work area R1 and non-work area R2 (in the figure, an alternate long and short dash line) is inclined (in the figure, the area on the right is lower than the area on the left). It shows.

In FIG. 10, the straight forward path is the sixteenth straight forward path K16, the eighteenth forward straight path K18, and the twentieth forward straight path K20, and the forward turning circuit is the seventeenth forward turning circuit K17, the nineteenth forward turning. It is road K19. In the turning path shown in FIG. 10, the tractor 2 travels away from the subsequent forward straight path K1 to ensure a turning radius for the tractor 2 to turn and drive the nineteenth forward turning circuit K19. .

In FIG. 11, the straight forward path is the 21st straight forward path K21, the 23rd forward straight path K23, and the 25th forward straight path K25, and the forward turn circuit is the 22nd forward turn circuit K22, the 24th forward turn It is road K24. In the turning path shown in FIG. 11, first, the traveling direction of the tractor 2 is changed to the side approaching the subsequent advancing straight path K1, and the tractor 2 is linearly advanced diagonally forward along the 23rd advancing straight path K23. It is advanced to approach the following forward straight path K1, and the turning radius for the tractor 2 to turn on the twenty-fourth forward turning circuit K24 is secured. The turning path shown in FIG. 11 is applied, for example, when the preceding forward straight path K1 and the following forward straight path K1 are separated.

[Another embodiment]
(1) In the above embodiment, as the set distance based on the braking distance of the tractor 2, two types of the set distance for forward movement Df and the set distance for reverse movement Db are shown as an example, but even one common type Good.

(2) In the above embodiment, although the setting distance based on the braking distance of the tractor 2 is set by adding the predetermined distance to the braking distance of the tractor 2 is shown as an example, the braking distance may be determined by another method It may be set in consideration of Moreover, although two types, the predetermined distance D2 for advance, and the predetermined distance D4 for reverse, were shown as an example as a predetermined distance, it may be one common type.

The present invention can be applied to various automatic travel systems in which a work vehicle is automatically traveled along a target travel route.

1 Automatic traveling system 2 Tractor (work vehicle)
22 Vehicle side control unit (control unit)
23 travel control unit 24 position information acquisition unit 25 azimuth angle identification unit Df forward set distance (set distance)
Db Reverse set distance (Set distance)
D1, D3 Braking distance D2 predetermined distance for forward movement (predetermined distance)
D4 predetermined distance for reverse (predetermined distance)
K1 forward straight road (target travel route)
K1e End point K2 1st forward rotation circuit (target travel route)
K2e end point K3 reverse straight road (target travel route)
K3e End point K4 Second forward rotation circuit (target travel route)
K4e End point Kf Forward track Kfe End point Kb Back track Kbe End point Ps Leading switching point θc Angle deviation θa, θb Predetermined value

Claims

A position information acquisition unit that acquires position information of a work vehicle;
By setting one target travel route for automatic travel from a plurality of continuous target travel routes and switching the set target travel route based on the current position of the work vehicle acquired by the position information acquisition unit, continuous An automatic travel system comprising: a control unit for automatically traveling the work vehicle along a plurality of target travel paths to be
As the plurality of target travel paths, there are provided an advancing path for moving the work vehicle forward, and a rear track for moving the work vehicle backward.
The control unit is configured to switch the braking distance of the work vehicle when switching the set target traveling route from the traveling forward route to the following backward route or switching the traveling backward route to the following forward route When the work vehicle reaches the preceding switching point on the near side of the end point of the target travel route during traveling by the set distance as a reference, the set target travel path can be switched to the subsequent target travel route Automatic traveling system characterized by
The automatic traveling system according to claim 1, wherein the set distance is set by adding a predetermined distance to the braking distance.
The predetermined distance is a predetermined distance for advancing which is used when switching the set target travel route from the forward travel route to the following backward travel path, and the set target travel route is switched from the back travel route to the forward travel path And a predetermined distance for reverse movement to be used
The automatic traveling system according to claim 2, wherein the reverse travel distance is larger than the forward travel distance.
An azimuth angle identification unit for identifying an azimuth angle of the work vehicle;
When the control unit switches the set target traveling route from the forward path during traveling to the subsequent backward path after traveling or switches from the rear path during traveling to the subsequent forward path, the azimuth angle specifying unit When the angular deviation between the straight line along the current azimuth of the specified work vehicle and the straight line along the subsequent target travel route becomes equal to or less than a predetermined value, the preceding switching point in the target travel route while the work vehicle is traveling The automatic travel system according to any one of claims 1 to 3, wherein the set target travel route is switched to the subsequent target travel route even if the vehicle has not reached.