WO2021085053A1

WO2021085053A1 - Work assistance system

Info

Publication number: WO2021085053A1
Application number: PCT/JP2020/037862
Authority: WO
Inventors: 卓也岩瀬
Original assignee: ヤンマーパワーテクノロジー株式会社
Priority date: 2019-10-29
Filing date: 2020-10-06
Publication date: 2021-05-06
Also published as: JP2021069294A; JP7399680B2

Abstract

This work assistance system comprises: an imaging unit (80A) that images visible light within an imaging range set around a work vehicle, and acquires color image information; an obstacle sensor (86) that acquires measurement information including the reflection intensity of near-infrared light by projecting and receiving the near-infrared light in a measurement range set around the work vehicle, and detects an obstacle on the basis of the acquired measurement information; a work assistance unit (23E, 23H, 80C) that assists work performed by the work vehicle on the basis of the color image information and the measurement information; a measurement unit that measures the position of the work vehicle and acquires position information; a growth information acquisition unit (80Ca) that acquires growth information for plants cultivated in a field on the basis of the color image information and the measurement information; and a storage unit (23G) that associates the growth information with the position information and stores the growth information.

Description

Work support system

The present invention relates to a work support system that supports work by a work vehicle such as a tractor or a passenger management machine.

In the tractor, which is an example of a work vehicle, by installing a dedicated plant sensor device that acquires the growth information (information on the growth status) of the crop (plant) on the tractor, the tractor travels in the field. , Some are configured to measure the growth status of crops cultivated in the field (see, for example, Patent Document 1).

The plant sensor device described in Patent Document 1 irradiates the same irradiation area in which the crop to be measured for growth status is cultivated with the first measurement light and the second measurement light, and the first measurement light from the growth status measurement target is applied. The reflected light of the 1st measurement light and the 2nd measurement light is acquired. Then, using the measured light and the reflected light, the normalized difference vegetation index (NDVI: Normalized Difference Vegetation Index) and the plant height value, which are examples of the spectral vegetation index, are acquired as the growth information of the crop to be measured in the growth condition. ..

As a result, in the technique described in Patent Document 1, it is possible to obtain the amount of fertilizer applied according to the growing condition of the crop based on the normalized vegetation index and the plant height value acquired by the plant sensor device. .. As a result, it is possible to support the work such that the amount of fertilizer applied to the crop can be adjusted according to the growing condition of the crop at the time of the spraying work in which the fertilizer sprayer is mounted on the tractor.

Japanese Patent No. 6526474

In the technique described in Patent Document 1, in order to enable the above-mentioned work support, a dedicated plant sensor device for acquiring a normalized difference vegetation index, a plant height value, etc., which is an example of growth information, is installed in the tractor. Therefore, in order to enable work support, the cost will rise and the configuration will be complicated.

In view of this situation, the main problem of the present invention is to enable work support using crop growth information while suppressing soaring costs and complication of composition.

The first feature configuration of the present invention is in a work support system.
An imaging unit that is mounted on a work vehicle working in a field and captures visible light in an imaging range set around the work vehicle to acquire color image information.
Measurement information including the reflection intensity of near-infrared light is acquired by the projection and reception of near-infrared light with respect to the measurement range set around the work vehicle mounted on the work vehicle, and based on the acquired measurement information. An obstacle sensor that detects obstacles and
A work support unit that supports work by the work vehicle based on the color image information and the measurement information, and
A positioning unit that measures the position of the work vehicle and acquires position information,
A growth information acquisition unit that acquires growth information of crops cultivated in the field based on the color image information and the measurement information.
The point is that it includes a storage unit that stores the growth information in association with the position information.

According to this configuration, the work support unit displays, for example, an image of the surroundings of the work vehicle on the display unit based on the color image information of the imaging unit to make it easier to visually recognize the situation around the work vehicle. Becomes possible. Further, the work support unit notifies the existence of an obstacle around the work vehicle based on the detection of the obstacle by the obstacle sensor, and makes it easier to avoid a collision with the obstacle. Becomes possible. In the work support for obstacles, the measurement information includes the reflection intensity of near-infrared light, so that the obstacle sensor floats dust, fog, etc., which are generated in the vicinity of the obstacle sensor and have a very weak reflection intensity. It is possible to avoid the possibility of erroneously detecting an object as an obstacle.

The growth information acquisition department acquires crop growth information by using the color image information and the measurement information acquired by the work support department to enable the above work support. The storage unit stores the growth information of the crop acquired by the growth information acquisition unit in association with the position information of the positioning unit.

Thereby, for example, the growth status of the crop in each predetermined area in the field can be evaluated based on the growth information of the crop stored in association with the position information in the storage unit, and the growth of the crop in each predetermined area evaluated can be evaluated. Based on the situation, the amount of fertilizer applied to the crop for each predetermined area can be calculated. Then, when performing fertilizer spraying work by a work vehicle for fertilizer spraying, if the amount of fertilizer applied to the crops in each predetermined area is adjusted based on the calculated fertilizer application amount, it is possible to adjust the amount of fertilizer applied to each predetermined area in the field. It is possible to improve the variation in the growth state of crops, improve the quality of crops cultivated in the field, and stabilize the yield.

That is, the use of an imaging unit and an obstacle sensor provided to enable work support such as making it easier to visually recognize the situation around the work vehicle and making it easier to avoid a collision with an obstacle. Therefore, it is possible to acquire the growth information of the crop without providing a dedicated sensor for acquiring the growth information of the crop. As a result, work support for improving crop quality and stabilizing yields, which is possible by acquiring crop growth information, will be provided while suppressing soaring costs and complication of composition. Can be done.

FIG. 1 is a diagram showing a schematic configuration of an automatic traveling system for a work vehicle. FIG. 2 is a plan view of a tractor showing an imaging range of each camera. FIG. 3 is a side view of the tractor showing the measurement range of each obstacle sensor. FIG. 4 is a plan view of the tractor showing the measurement range of each obstacle sensor. FIG. 5 is a plan view showing an example of a target route for automatic traveling. FIG. 6 is a block diagram showing a schematic configuration of an automatic traveling system for a work vehicle. FIG. 7 is a block diagram showing a schematic configuration of an obstacle detection system and the like. FIG. 8 is a plan view showing the positional relationship between the mounting position of each camera, the origin of the vehicle body coordinates, and the distance calculation reference point. FIG. 9 is a diagram showing an obstacle detection range and a non-detection range in the distance image of the first obstacle sensor. FIG. 10 is a diagram showing an obstacle detection range and a non-detection range in a working device descending state in a distance image of the second obstacle sensor. FIG. 11 is a diagram showing an obstacle detection range and a non-detection range in a working device ascending state in the distance image of the second obstacle sensor. FIG. 12 is a flowchart showing the control operation of the information integration processing unit in the obstacle information acquisition control. FIG. 13 is a flowchart showing the control operation of the obstacle control unit in the first collision avoidance control. FIG. 14 is a flowchart showing the control operation of the automatic driving control unit in the dirt handling control process. FIG. 15 is a plan view showing growth information acquisition areas set in a plurality of sections in the field. FIG. 16 is a diagram showing an example of a color image in front of the vehicle body generated from the color image information captured by the front camera of the imaging unit. FIG. 17 is a diagram showing an example of a distance image in front of the vehicle body generated from the measurement information of the first obstacle sensor. FIG. 18 is a diagram showing an example of a near-infrared image in front of the vehicle body generated from the measurement information of the first obstacle sensor. FIG. 19 is a flowchart showing the control operation of the growth information acquisition unit in the growth information acquisition control.

Hereinafter, an example of a mode for carrying out the present invention will be described with reference to the drawings.

As shown in FIGS. 1 to 5, the work vehicle V exemplified in the present embodiment is an example of a work device detachably connected to a tractor 1 which is an example of a traveling vehicle body and a rear portion via a link mechanism 2. It has a rotary tillage device 3 which is a rotary tiller. As a result, the work vehicle V is configured to have a rotary tillage specification capable of tilling work by the rotary tillage device 3. The rotary tillage device 3 is connected to the rear portion of the tractor 1 via a link mechanism 2 so as to be able to move up and down and roll.

The traveling vehicle body may be a passenger management machine other than the tractor 1 having a high ground clearance. The working device may be a plow, a disc halo, a cultivator, a subsoiler, a sowing device, a spraying device, a mowing device, or the like other than the rotary tiller 3.

The tractor 1 can be automatically traveled in the field A or the like shown in FIG. 5 by using the automatic traveling system for the work vehicle. As shown in FIGS. 1 and 6, the automatic traveling system for a work vehicle includes an automatic traveling unit 4 mounted on the tractor 1 and a wireless communication device set to communicate wirelessly with the automatic traveling unit 4. An example of a mobile communication terminal 5, etc. is included. The mobile communication terminal 5 is provided with a multi-touch type display device (for example, a liquid crystal panel) 50 that enables various information displays and input operations related to automatic driving.

A tablet-type personal computer, a smartphone, or the like can be adopted as the mobile communication terminal 5. Further, for wireless communication, wireless LAN (Local Area Network) such as Wi-Fi (registered trademark) and short-range wireless communication such as Bluetooth (registered trademark) can be adopted.

As shown in FIGS. 1 to 3 and 6, the tractor 1 includes driveable and steerable left and right front wheels 10, driveable left and right rear wheels 11, a cabin 13 forming a boarding-type driving unit 12, and a common rail. An electronically controlled diesel engine (hereinafter referred to as an engine) 14 having a system, a bonnet 15 covering the engine 14 and the like, a speed change unit 16 for shifting power from the engine 14, and the like are provided. An electronically controlled gasoline engine or the like having an electronic governor may be adopted as the engine 14.

As shown in FIG. 6, the tractor 1 interrupts transmission to a fully hydraulic power steering unit 17 that steers the left and right front wheels 10, a brake unit 18 that brakes the left and right rear wheels 11, and a rotary tiller 3. The electro-hydraulic control type work clutch unit 19, the electro-hydraulic control type elevating drive unit 20 that elevates and drives the rotary tiller 3, and the electro-hydraulic control type rolling unit 21 that enables the rotary tiller 3 to be driven in the roll direction. A vehicle state detection device 22 including various sensors and switches for detecting various setting states and operating states of each part in the tractor 1, an in-vehicle control unit 23 having various control units, and the like are provided. .. The power steering unit 17 may be of an electric type having an electric motor for steering.

As shown in FIGS. 1 and 3, the driver unit 12 includes a steering wheel 25 for manual steering, a seat 26 for passengers, and an operation terminal 27 that enables various information displays and input operations. It is equipped. Although not shown, the driving unit 12 is provided with operating levers such as an accelerator lever and a speed change lever, and operating pedals such as an accelerator pedal and a clutch pedal. As the operation terminal 27, a multi-touch type liquid crystal monitor, an ISOBUS (isobus) compatible virtual terminal, or the like can be adopted.

Although not shown, the transmission unit 16 includes an electronically controlled continuously variable transmission that shifts the power from the engine 14, and an electron that switches the power after shifting by the continuously variable transmission between forward and reverse. A hydraulically controlled forward / backward switching device, etc. are included. As the continuously variable transmission, I-HMT (Integrated Hydro-static Mechanical Transmission), which is an example of a hydraulic mechanical continuously variable transmission having higher transmission efficiency than a hydrostatic continuously variable transmission (HST: Hydro Static Transmission), is used. It has been adopted. The forward / backward switching device includes a hydraulic clutch for interrupting forward power, a hydraulic clutch for interrupting reverse power, and an electromagnetic valve for controlling the flow of oil with respect to them.

Instead of the I-HMT, the continuously variable transmission includes an HMT (Hydraulic Mechanical Transmission), a hydrostatic continuously variable transmission, or a belt-type continuously variable transmission, which is an example of a hydraulic mechanical continuously variable transmission. , Etc. may be adopted. Further, the transmission unit 16 includes an electro-hydraulic control type stepped transmission having a plurality of hydraulic clutches for shifting and a plurality of solenoid valves for controlling the flow of oil with respect to the continuously variable transmission instead of the continuously variable transmission. It may be.

Although not shown, the brake unit 18 operates the left and right brakes that individually brake the left and right rear wheels 11 and the left and right brakes in conjunction with the depression operation of the left and right brake pedals provided in the driving unit 12. The foot brake system, the parking brake system that operates the left and right brakes in conjunction with the operation of the parking lever provided in the driver unit 12, and the brakes on the inside of the turn in conjunction with the steering of the left and right front wheels 10 at a set angle or more. It includes a turning brake system to operate, etc.

The vehicle state detection device 22 is a general term for various sensors and switches provided in each part of the tractor 1. As shown in FIG. 7, the vehicle state detection device 22 includes a vehicle speed sensor 22A that detects the vehicle speed of the tractor 1, a reverser sensor 22B that detects the operation position of the reverser lever for forward / backward switching, and a steering angle of the front wheels 10. The steering angle sensor 22C, which detects the above, is included. Although not shown, the vehicle state detection device 22 includes a rotation sensor that detects the output rotation speed of the engine 14, an accelerator sensor that detects the operation position of the accelerator lever, and a shift that detects the operation position of the shift lever. Sensors, etc. are included.

As shown in FIGS. 6 to 7, the vehicle-mounted control unit 23 includes an engine control unit 23A that controls the engine 14, and a speed change unit control unit 23B that controls the speed change unit 16 such as switching the vehicle speed and forward / backward movement of the tractor 1. , Steering control unit 23C that controls steering, work device control unit 23D that controls work devices such as rotary tiller 3, display control unit 23E that controls display and notification to operation terminals 27, etc., control related to automatic driving An automatic driving control unit 23F that functions as a work support unit, and a non-volatile vehicle-mounted storage unit 23G that stores a target route P (see FIG. 5) for automatic driving generated according to the field A. Etc. are included. Each of the control units 23A to 23F is constructed by an electronic control unit in which a microcontroller or the like is integrated, various control programs, or the like. The control units 23A to 23F are connected to each other so as to be able to communicate with each other via CAN (Control Area Network).

For mutual communication between the control units 23A to 23F, communication standards other than CAN and next-generation communication standards, such as in-vehicle Ethernet and CAN-FD (CAN with FLexible Data rate), may be adopted.

The engine control unit 23A executes engine speed maintenance control for maintaining the engine speed at the speed corresponding to the operation position of the accelerator lever based on the detection information from the accelerator sensor and the detection information from the rotation sensor. To do.

The speed change unit control unit 23B is a continuously variable transmission device so that the vehicle speed of the tractor 1 is changed to a speed according to the operation position of the speed change lever based on the detection information from the speed change sensor and the detection information from the vehicle speed sensor 22A. Vehicle speed control for controlling the operation of the vehicle, forward / backward switching control for switching the transmission state of the forward / backward switching device based on the detection information from the reverser sensor 22B, and the like are executed. The vehicle speed control includes a deceleration stop process in which the continuously variable transmission is decelerated to a zero speed state to stop the running of the tractor 1 when the speed change lever is operated to the zero speed position.

The work device control unit 23D has a work clutch control that controls the operation of the work clutch unit 19 based on the operation of the PTO switch provided in the operation unit 12, and the operation and height of the elevating switch provided in the operation unit 12. Lifting control that controls the operation of the lifting drive unit 20 based on the set value of the setting dial, and rolling that controls the operation of the rolling unit 21 based on the setting value of the roll angle setting dial provided in the driving unit 12. Perform control, etc. The PTO switch, the elevating switch, the height setting dial, and the roll angle setting dial are included in the vehicle condition detection device 22.

As shown in FIG. 6, the tractor 1 is provided with a positioning unit 30 that measures the position and orientation of the tractor 1. The positioning unit 30 includes a satellite navigation device 31 that measures the position and orientation of the tractor 1 using GNSS (Global Navigation Satellite System), which is an example of a satellite positioning system, a three-axis gyroscope, and three directions. An inertial measurement unit (IMU) 32, which has an acceleration sensor or the like and measures the posture, orientation, etc. of the tractor 1, is included. Positioning methods using GNSS include DGNSS (Differential GNSS: relative positioning method) and RTK-GNSS (Real Time Kinetic GNSS: interference positioning method). In this embodiment, RTK-GNSS suitable for positioning of a moving body is adopted. Therefore, as shown in FIG. 1, a base station 6 that enables positioning by RTK-GNSS is installed at a known position around the field.

As shown in FIGS. 1 and 6, the tractor 1 and the base station 6 are respectively the

GNSS antennas

33 and 60 that receive the radio waves transmitted from the positioning satellite 7 (see FIG. 1), and the tractor 1 and the base.

Communication modules

34, 61, etc. that enable wireless communication of each information including positioning information with the station 6 are provided. As a result, the satellite navigation device 31 of the positioning unit 30 receives the positioning information obtained by the GNSS antenna 33 of the tractor 1 receiving the radio waves from the positioning satellite 7, and the GNSS antenna 60 of the base station 6 receives the radio waves from the positioning satellite 7. The position and orientation of the tractor 1 can be measured with high accuracy based on the positioning information obtained by receiving the radio wave. Further, since the positioning unit 30 has the satellite navigation device 31 and the inertial measurement unit 32, the position, orientation, and attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 can be measured with high accuracy. ..

In this tractor 1, the inertial measurement unit 32 of the positioning unit 30, the GNSS antenna 33, and the communication module 34 are included in the antenna unit 35 shown in FIG. The antenna unit 35 is arranged at the center of the upper left and right on the front side of the cabin 13.

Although not shown, the vehicle body position when specifying the position of the tractor 1 is set to the rear wheel axle center position. The vehicle body position can be obtained from the positioning information from the positioning unit 42 and the vehicle body information including the positional relationship between the mounting position of the GNSS antenna 45 on the tractor 1 and the center position of the rear wheel axle.

As shown in FIG. 6, the mobile communication terminal 5 is provided with an electronic control unit in which a microcontroller and the like are integrated, a terminal control unit 51 having various control programs, and the like. The terminal control unit 51 is generated by a display control unit 51A that controls display and notification to the display device 50 and the like, a target route generation unit 51B that generates a target route P for automatic driving, and a target route generation unit 51B. A non-volatile terminal storage unit 51C for storing the target path P and the like is included. In the terminal storage unit 51C, as various information used for generating the target path P, vehicle body information such as the turning radius of the tractor 1 and the working width or the number of working ridges of the working device such as the rotary tilling device 3 and the above-mentioned are described. Field information obtained from positioning information, etc. are stored. In the field information, in order to specify the shape and size of the field A, a plurality of shape specifying points in the field A acquired by using GNSS when the tractor 1 is run along the outer peripheral edge of the field A. (Shape-specific coordinates) Four corner points Cp1 to Cp4 (see FIG. 5) and those corner points Cp1 to Cp4 are connected to specify the shape and size of the field A. Line SL (see FIG. 5), etc. are included.

As shown in FIG. 6, the tractor 1 and the mobile communication terminal 5 have

communication modules

28 and 52 that enable wireless communication of each information including positioning information between the vehicle-mounted control unit 23 and the terminal control unit 51. It is equipped. When Wi-Fi is adopted for wireless communication with the mobile communication terminal 5, the communication module 28 of the tractor 1 functions as a converter that converts communication information into both directions of CAN and Wi-Fi. The terminal control unit 51 can acquire various information about the tractor 1 including the position and orientation of the tractor 1 by wireless communication with the vehicle-mounted control unit 23. As a result, the display device 50 of the mobile communication terminal 5 can display various information including the position and orientation of the tractor 1 with respect to the target path P.

The target route generation unit 51B targets based on the turning radius of the tractor 1 included in the vehicle body information, the working width or the number of working ridges of the work device, the shape and size of the field A included in the field information, and the like. Generate route P.

For example, as shown in FIG. 5, in the rectangular field A, the start position p1 and the end position p2 of the automatic running are set, and the working running direction of the tractor 1 is set to be along the short side of the field A. If so, the target route generation unit 51B first sets the field A as a margin region adjacent to the outer peripheral edge of the field A based on the above-mentioned four corner points Cp1 to Cp4 and the rectangular shape specifying line SL. It is divided into A1 and a workable area A2 located inside the margin area A1.

Next, the target path generation unit 51B sets the workable area A2 at each long side end of the workable area A2 based on the turning radius of the tractor 1, the work width of the work device, the number of work ridges, and the like. It is divided into a pair of end regions A2a to be formed and a central region A2b set between the pair of end regions A2a. After that, the target route generation unit 51B generates a plurality of parallel routes P1 arranged in parallel in the central region A2b at predetermined intervals according to the work width or the number of work ridges in the direction along the long side of the field A. To do. Further, the target route generation unit 51B generates a plurality of connection paths P2 for connecting the plurality of parallel paths P1 in the traveling order of the tractor 1 in each end region A2a.

As a result, the target route generation unit 51B can generate a target route P capable of automatically traveling the tractor 1 from the start position p1 to the end position p2 of the automatic travel set in the field A shown in FIG. ..

In the field A shown in FIG. 5, in the margin area A1, when the tractor 1 automatically travels on the end of the workable area A2, the work device or the like comes into contact with other objects such as ridges and fences adjacent to the field A. This is an area secured between the outer peripheral edge of the field A and the workable area A2 in order to prevent the above. Each end region A2a is a direction change region when the tractor 1 changes direction from the currently traveling parallel path P1 toward the next parallel path P1 according to the connection path P2. The central region A2b is a work region in which the tractor 1 automatically travels in a working state according to each parallel path P1.

In the target route P shown in FIG. 5, each parallel route P1 is a work route in which the tractor 1 automatically travels while performing work by a work device such as a rotary tiller 3. Each connection path P2 is a non-work path in which the tractor 1 automatically travels without performing work by the work device. The start position position p3 of each parallel path P1 is a work start position at which the tractor 1 starts work by the work device. The terminal position p4 of each parallel path P1 is a work stop position at which the tractor 1 stops the work by the work device. Of the start position p3 of each parallel path P1, the start position p3 of the parallel path P1 in which the traveling order of the tractor 1 is set first is the start position p1 of automatic traveling. The start end position p3 of the remaining parallel path P1 is the connection position with the end position of the connection path P2. Further, the terminal position p4 of the parallel path P1 in which the traveling order of the tractor 1 is set last is the end position p2 of the automatic traveling. The end position p4 of the remaining parallel path P1 is the connection position with the start position of the connection path P2.

The target route P shown in FIG. 5 is merely an example, and the target route generation unit 51B has different vehicle body information depending on the model of the tractor 1 and the type of the working device, and different field A according to the field A. Based on field information such as shape and size, various target paths P suitable for them can be generated.

The target route P is stored in the terminal storage unit 51C in a state associated with vehicle body information, field information, and the like, and can be displayed on the display device 50 of the mobile communication terminal 5. The target path P includes a target vehicle speed of the tractor 1 in each parallel path P1, a target vehicle speed of the tractor 1 in each connection path P2, a front wheel steering angle in each parallel path P1, a front wheel steering angle in each connection path P2, and the like. include.

The terminal control unit 51 transmits field information, a target route P, etc. stored in the terminal storage unit 51C to the vehicle-mounted control unit 23 in response to a transmission request command from the vehicle-mounted control unit 23. The vehicle-mounted control unit 23 stores the received field information, the target route P, and the like in the vehicle-mounted storage unit 23G. Regarding the transmission of the target route P, for example, the terminal control unit 51 transmits all of the target route P from the terminal storage unit 51C to the vehicle-mounted control unit 23 at once before the tractor 1 starts automatic traveling. It may be. Further, the terminal control unit 51 divides the target route P into a plurality of divided route information for each predetermined distance, and each time the traveling distance of the tractor 1 reaches the predetermined distance from the stage before the tractor 1 starts automatic traveling. , A predetermined number of division route information according to the traveling order of the tractor 1 may be sequentially transmitted from the terminal storage unit 51C to the vehicle-mounted control unit 23.

In the vehicle-mounted control unit 23, detection information from various sensors and switches included in the vehicle state detection device 22 is input to the automatic driving control unit 23F via the speed change unit control unit 23B, the steering control unit 23C, and the like. Has been done. As a result, the automatic traveling control unit 23F can monitor various setting states in the tractor 1, operating states of each unit, and the like.

In the automatic driving control unit 23F, various manual setting operations for satisfying the automatic driving start condition are performed by a user such as a passenger or an administrator, and the driving mode of the tractor 1 is changed from the manual driving mode to the automatic driving mode. In the switched state, when the display device 50 of the mobile communication terminal 5 is operated to command the start of automatic driving, the positioning unit 30 acquires the position and orientation of the tractor 1 and follows the target route P. The automatic running control for automatically running 1 is started.

While the automatic driving control is being executed, the automatic driving control unit 23F is, for example, when the user operates the display device 50 of the mobile communication terminal 5 to instruct the end of the automatic driving, or is on board the driving unit 12. When the user operates a manual operating tool such as the steering wheel 25 or the accelerator pedal, the automatic driving control is terminated and the driving mode is switched from the automatic driving mode to the manual driving mode.

The automatic driving control by the automatic driving control unit 23F includes automatic driving control processing for the engine that transmits a control command for automatic driving related to the engine 14 to the engine control unit 23A, and control for automatic driving related to switching the vehicle speed and forward / backward movement of the tractor 1. Automatic control processing for vehicle speed that transmits commands to the speed change unit control unit 23B, automatic control processing for steering that transmits control commands for automatic driving related to steering to the steering control unit 23C, and automatic control processing related to work devices such as the rotary tiller 3. It includes a work automatic control process for transmitting a running control command to the work device control unit 23D.

In the automatic engine control process, the automatic driving control unit 23F issues an engine speed change command to the engine control unit 23A, which instructs the engine speed to be changed based on the set speed included in the target path P. Send. The engine control unit 23A executes engine speed change control that automatically changes the engine speed in response to various control commands regarding the engine 14 transmitted from the automatic travel control unit 23F.

In the vehicle speed automatic control process, the automatic driving control unit 23F is included in the shift operation command for instructing the shift operation of the continuously variable transmission based on the target vehicle speed included in the target path P, and the target path P. A forward / backward switching command for instructing a forward / backward switching operation of the forward / backward switching device based on the traveling direction of the tractor 1 and the like are transmitted to the speed change unit control unit 23B. The speed change unit control unit 23B is a vehicle speed control that automatically controls the operation of the stepless speed change device in response to various control commands related to the continuously variable transmission device, the forward / backward changeover device, etc. transmitted from the automatic travel control unit 23F. In addition, automatic forward / backward switching control that automatically controls the operation of the forward / backward switching device is executed. The vehicle speed control includes, for example, an automatic deceleration stop process in which the continuously variable transmission is decelerated to a zero speed state to stop the running of the tractor 1 when the target vehicle speed included in the target path P is zero speed. It is included.

In the automatic steering control process, the automatic driving control unit 23F transmits a steering command for instructing steering of the left and right front wheels 10 to the steering control unit 23C based on the front wheel steering angle and the like included in the target path P. .. The steering control unit 23C sets the automatic steering control for controlling the operation of the power steering unit 17 to steer the left and right front wheels 10 and the left and right front wheels 10 in response to the steering command transmitted from the automatic driving control unit 23F. When the steering is steered at an angle or more, the brake unit 18 is operated to operate the brake inside the turning, and automatic brake turning control is executed.

In the automatic work control process, the automatic traveling control unit 23F uses the rotary tillage device 3 and the like based on the arrival of the tractor 1 at each work start position (starting position p3 of each parallel path P1) included in the target path P. The work device is based on the work start command for instructing the switching of the work device to the work state of the work device and the arrival of the tractor 1 at each work stop position (end position p4 of each parallel path P1) included in the target path P. A work stop command or the like instructing the switching to the non-working state is transmitted to the working device control unit 23D. The work device control unit 23D controls the operation of the elevating drive unit 20 and the like in response to various control commands related to the work device transmitted from the automatic traveling control unit 23F, and lowers the work device to the work height to operate. Automatic work start control and automatic work stop control in which the work device is raised to a non-work height and put on standby are executed.

That is, the above-mentioned automatic traveling unit 4 includes a power steering unit 17, a brake unit 18, a work clutch unit 19, an elevating drive unit 20, a rolling unit 21, a vehicle state detection device 22, an in-vehicle control unit 23, a positioning unit 30, and the like. ,

Communication modules

28, 34, and the like are included. Then, when these operate properly, the tractor 1 can be automatically driven with high accuracy according to the target route P, and the work by the working device such as the rotary tilling device 3 can be properly performed.

As shown in FIGS. 6 to 7, the tractor 1 is provided with an obstacle detection system 80 that monitors the surroundings of the tractor 1 and detects obstacles existing around the tractor 1. Obstacles detected by the obstacle detection system 80 include a person such as a worker working in the field A, another work vehicle, and an existing utility pole or tree in the field A.

As shown in FIG. 7, the obstacle detection system 80 includes an imaging unit 80A that captures visible light around the tractor and acquires color image information, and an obstacle detection unit that detects obstacles existing around the tractor 1. The 80B and the information integration processing unit 80C that integrates and processes the color image information from the imaging unit 80A and the detection information from the obstacle detection unit 80B are included.

As shown in FIGS. 1 to 3 and 7, the imaging unit 80A includes a front camera 81 in which the first imaging range Ri1 in front of the cabin 13 is set as the imaging range, and a second imaging range Ri2 in the rear of the cabin 13. After being set to the imaging range, the camera 82, the third imaging range Ri3 to the right of the cabin 13 was set to the imaging range, the right camera 83, and the fourth imaging range Ri4 to the left of the cabin 13 were set to the imaging range. A left camera 84 and an image processing device 85 (see FIG. 7) that processes color image information from each of the cameras 81 to 84 are included.

The front camera 81 and the rear camera 82 are arranged on the left and right center lines of the tractor 1. The front camera 81 is arranged at the center of the upper left and right of the front end side of the cabin 13 in a front-down posture in which the front side of the tractor 1 is viewed from the diagonally upper side. As a result, in the front camera 81, a predetermined range on the front side of the vehicle body with the left and right center lines of the tractor 1 as the axis of symmetry is set as the first imaging range Ri1. The rear camera 82 is arranged at the center of the upper left and right on the rear end side of the cabin 13 in a rear-down posture in which the rear side of the tractor 1 is viewed from the diagonally upper side. As a result, in the rear camera 82, a predetermined range on the rear side of the vehicle body with the left and right center lines of the tractor 1 as the axis of symmetry is set in the second imaging range Ri2. The right camera 83 is arranged at the center of the upper part on the right end side of the cabin 13 in a downward-sloping posture looking down on the right side of the tractor 1 from the diagonally upper side. As a result, in the right camera 83, a predetermined range on the right side of the vehicle body is set to the third imaging range Ri3. The left camera 84 is arranged at the center of the upper part on the left end side of the cabin 13 in a downward-sloping posture looking down on the left side of the tractor 1 from the diagonally upper side. As a result, in the left camera 84, a predetermined range on the left side of the vehicle body is set to the fourth imaging range Ri4.

The image processing device 85 is constructed by an electronic control unit in which a microcontroller and the like are integrated, various control programs, and the like. The image processing device 85 is connected to the vehicle-mounted control unit 23, the information integration processing unit 80C, and the like via CAN so that they can communicate with each other.

The image processing device 85 performs image processing on the color image information sequentially transmitted from each of the cameras 81 to 84. For example, the image processing device 85 performs an image generation process that generates front, rear, left, and right images corresponding to the imaging range of each camera 81 to 84 with respect to the color image information sequentially transmitted from each camera 81 to 84. An omnidirectional image generation process for generating an omnidirectional image (for example, a surround view) of the tractor 1 by synthesizing color image information from all cameras 81 to 84 is performed. Then, an image transmission process is performed in which each generated image and the omnidirectional image are transmitted to the display control unit 23E of the vehicle-mounted control unit 23. The display control unit 23E transmits each image from the image processing device 85 and the omnidirectional image to the operation terminal 27 via the CAN, and also to the display control unit 51A of the mobile communication terminal 5 via the

communication modules

28 and 52. Send.

As a result, the omnidirectional image generated by the image processing device 85, the image corresponding to the traveling direction of the tractor 1, and the like can be displayed on the operation terminal 27 of the tractor 1, the display device 50 of the mobile communication terminal 5, and the like. Then, by this display, the user can visually recognize the situation around the tractor 1 and the situation in the traveling direction.

That is, the display control unit 23E of the vehicle-mounted control unit 23 displays the omnidirectional image generated by the image processing device 85, the image corresponding to the traveling direction of the tractor 1, and the like as the display device of the operation terminal 27 of the tractor 1 and the mobile communication terminal 5. By displaying it at 50 or the like, it functions as a work support unit that enables work support such as making it easier for the user to visually recognize the situation around the work vehicle V.

The image processing device 85 is subjected to learning processing for recognizing a person such as a worker working in the field A, another work vehicle, and an existing utility pole or tree in the field A as an obstacle. .. As a result, the image processing device 85 has an obstacle that affects the traveling of the tractor 1 in the imaging range Ri1 to Ri4 of any of the cameras 81 to 84 based on the color image information sequentially transmitted from the cameras 81 to 84. An obstacle determination process for determining whether or not an object exists can be performed.

When the image processing device 85 determines in the obstacle determination process that an obstacle exists in any of the imaging ranges Ri1 to Ri4, the image processing apparatus 85 performs a coordinate calculation process for obtaining the coordinates of the obstacle on the image in which the obstacle exists. This is performed, and coordinate conversion processing is performed to convert the obtained coordinates of the obstacle into coordinates based on the vehicle body coordinate origin based on the mounting position and mounting angle of each of the cameras 81 to 84. Then, a distance calculation process is performed to obtain the linear distance between the converted coordinates and the preset distance calculation reference point as the distance from the distance calculation reference point to the obstacle, and the converted coordinates and the obtained obstacle are reached. The obstacle information transmission process of transmitting the distance and the distance as information about the obstacle to the information integration processing unit 80C is performed. On the other hand, when there is no obstacle in any of the imaging ranges Ri1 to Ri4, an undetected transmission process for transmitting the fact that the obstacle has not been detected to the information integration processing unit 80C is performed.

As described above, when an obstacle exists in any of the imaging ranges Ri1 to Ri4 of the cameras 81 to 84, the image processing device 85 transmits information about the obstacle to the information integration processing unit 80C. By receiving the information about the obstacle, the integrated processing unit 80C can grasp that the obstacle exists in the imaging range Ri1 to Ri4 of each of the cameras 81 to 84, and the position of the obstacle. And the distance to the obstacle can be obtained. Further, when there is no obstacle in any of the imaging ranges Ri1 to Ri4 of the cameras 81 to 84, the image processing device 85 transmits the undetected obstacle to the information integration processing unit 80C, so that the information is integrated. By receiving the undetected information, the processing unit 80C can grasp that there is no obstacle in any of the imaging ranges Ri1 to Ri4 of the cameras 81 to 84.

The vehicle body coordinate origin in the above coordinate conversion process and the distance calculation reference point in the distance calculation process are set according to the mounting positions of the cameras 81 to 84. Specifically, as shown in FIG. 8, the vehicle body coordinate origin O1 and the distance calculation reference point Rp1 are set for the front camera 81 according to the mounting position thereof. For the rear camera 82, the vehicle body coordinate origin O2 and the distance calculation reference point Rp2 are set according to the mounting position. For the right camera 83, the vehicle body coordinate origin O3 and the distance calculation reference point Rp3 are set according to the mounting position. For the left camera 84, the vehicle body coordinate origin O4 and the distance calculation reference point Rp4 are set according to the mounting position.

As a result, for example, when an obstacle exists in the first imaging range Ri1 of the front camera 81, the image processing device 85 obtains the coordinates of the obstacle on the image of the front camera 81 in which the obstacle exists (coordinates). (Calculation processing), the obtained coordinates of the obstacle are converted into coordinates (x, y) based on the vehicle body coordinate origin O1 shown in FIG. 8 based on the mounting position and mounting angle of the front camera 81 (coordinate conversion). Processing), the linear distance between the converted coordinates (x, y) and the distance calculation reference point Rp1 is obtained as the distance La from the distance calculation reference point Rp1 to the obstacle O (distance calculation processing).

Various settings can be changed for the relationship between the vehicle body coordinate origins O1 to O4, the distance calculation reference points Rp1 to Rp4, and the mounting positions of the cameras 81 to 84 described above.

As shown in FIGS. 1, 3 to 4, and 7, the obstacle detection unit 80B includes a first obstacle sensor 86 that detects an obstacle existing in front of the tractor 1 and an obstacle sensor 86 behind the tractor 1. A second obstacle sensor 87 for detecting an obstacle and a third obstacle sensor 88 for detecting obstacles existing on the left and right sides of the tractor 1 are included. The first obstacle sensor 86 and the second obstacle sensor 87 employ a lidar sensor that uses a pulsed near-infrared laser beam (an example of near-infrared light) to detect an obstacle. The third obstacle sensor 88 employs a sonar that uses ultrasonic waves to detect obstacles.

As shown in FIGS. 1 to 4 and 7, the first obstacle sensor 86 includes a first measuring unit 86A that measures a distance to a measurement object existing in a measuring range using near-infrared laser light. It has a first control unit 86B that generates a distance image or the like based on measurement information from the first measurement unit 86A. The second obstacle sensor 87 is based on the measurement information from the second measurement unit 87A that measures the distance to the measurement object existing in the measurement range using the near-infrared laser light and the measurement information from the second measurement unit 87A. It has a second control unit 87B that generates a distance image and the like. The third obstacle sensor 88 exists in the measurement range based on the ultrasonic sensor 88A on the right side and the ultrasonic sensor 88B on the left side for transmitting and receiving ultrasonic waves, and the ultrasonic waves transmitted and received by the

ultrasonic sensors

88A and 88B, respectively. It has a single third control unit 88C that measures the distance to the object to be measured.

The

control units

86B, 87B, 88C of the obstacle sensors 86 to 88 are constructed by an electronic control unit in which a microcontroller and the like are integrated, various control programs, and the like. The

control units

86B, 87B, 88C are connected to the vehicle-mounted control unit 23, the information integration processing unit 80C, and the like via CAN so as to be intercommunicationable.

As shown in FIGS. 3 to 4, in the first obstacle sensor 86, the first measurement range Rm1 in front of the cabin 13 is set as the measurement range. In the second obstacle sensor 87, the second measurement range Rm2 behind the cabin 13 is set as the measurement range. In the third obstacle sensor 88, a third measurement range Rm3 to the right of the cabin 13 and a fourth measurement range Rm4 to the left of the cabin 13 are set as measurement ranges.

As shown in FIGS. 1 and 3 to 4, the first obstacle sensor 86 and the second obstacle sensor 87 are arranged on the left and right center lines of the tractor 1 like the front camera 81 and the rear camera 82. The first obstacle sensor 86 is arranged at the center of the upper left and right on the front end side of the cabin 13 in a front-down posture looking down on the front side of the tractor 1 from an obliquely upper side. As a result, in the first obstacle sensor 86, a predetermined range on the front side of the vehicle body with the left and right center lines of the tractor 1 as the axis of symmetry is set in the first measurement range Rm1 by the measurement unit 86A. The second obstacle sensor 87 is arranged at the center of the upper left and right on the rear end side of the cabin 13 in a rearward lowering posture in which the rear side of the tractor 1 is viewed from the diagonally upper side. As a result, in the second obstacle sensor 87, a predetermined range on the rear side of the vehicle body with the left and right center lines of the tractor 1 as the axis of symmetry is set in the second measurement range Rm2 by the measurement unit 87A.

The first obstacle sensor 86 and the second obstacle sensor 87 are interlocked with the switching when the tractor 1 is traveling forward when the forward / backward switching device of the speed change unit 16 is switched to the forward transmission state. The 86 is in the operating state, and the second obstacle sensor 87 is in the operating stopped state. Further, when the tractor 1 is traveling backward when the forward / backward switching device of the speed change unit 16 is switched to the reverse transmission state, the first obstacle sensor 86 is stopped in operation in conjunction with the switching, and the second obstacle sensor 87 is in the operating state.

As shown in FIG. 2, the ultrasonic sensor 88A on the right side is attached to the boarding / alighting step 24 on the right side arranged between the front wheel 10 on the right side and the rear wheel 11 on the right side in a posture facing outward to the right of the vehicle body. As a result, in the ultrasonic sensor 88A on the right side, a predetermined range on the right outer side of the vehicle body is set to the third measurement range Rm3. As shown in FIGS. 1 to 3, the ultrasonic sensor 88B on the left side is attached to the boarding / alighting step 24 on the left side arranged between the front wheel 10 on the left side and the rear wheel 11 on the left side in a posture facing outward to the left of the vehicle body. .. As a result, in the ultrasonic sensor 88B on the left side, a predetermined range on the left outer side of the vehicle body is set to the fourth measurement range Rm4.

As shown in FIGS. 3 to 4 and 7, in the measuring

units

86A and 87A of the first obstacle sensor 86 and the second obstacle sensor 87, the irradiated near-infrared laser light reaches the distance measuring point and returns. Each AF point (measurement) in the first measurement range Rm1 or the second measurement range Rm2 from each measuring

unit

86A, 87A by the TOF (Time Of Flight) method that measures the distance to the AF point based on the round-trip time to Measure the distance to (an example of an object). Each of the measuring

units

86A and 87A scans the near-infrared laser light vertically and horizontally at high speed over the entire first measurement range Rm1 or the second measurement range Rm2, and the distance to the distance measurement point for each scanning angle (coordinate). Is sequentially measured to perform three-dimensional measurement in the first measurement range Rm1 or the second measurement range Rm2. Each of the measuring

units

86A and 87A has the intensity of the reflected light from each AF point obtained when the near-infrared laser beam is scanned vertically and horizontally at high speed over the entire first measurement range Rm1 or the second measurement range Rm2 (hereinafter,). , Called reflection intensity) are measured sequentially. The measuring

units

86A and 87A repeatedly measure the distance to each AF point in the first measuring range Rm1 or the second measuring range Rm2, each reflection intensity, and the like in real time.

Each

control unit

86B, 87B of the first obstacle sensor 86 and the second obstacle sensor 87 has a distance to each AF point measured by each

measurement unit

86A, 87A, a scanning angle (coordinates) for each AF point, and the like. From the measurement information of the above, a distance image is generated, a range-finding point group presumed to be an obstacle is extracted, and the measurement information regarding the extracted range-finding point group is transmitted to the information integration processing unit 80C as measurement information regarding the obstacle candidate. ..

The

control units

86B and 87B of the first obstacle sensor 86 and the second obstacle sensor 87 determine whether or not the distance values of the distance measurement points measured by the

measurement units

86A and 87A meet the invalid condition. , The distance value that meets the invalid condition is transmitted to the information integration processing unit 80C as an invalid value.

Specifically, each of the

control units

86B and 87B has the characteristic of being dirty on the sensor surface that it exists at a close distance from the first obstacle sensor 86 or the second obstacle sensor 87. The distance value of the AF point is invalid. This prevents the distance value of the distance measuring point regarding the dirt on the sensor surface from being used as the measurement information regarding the obstacle in the information integrated processing unit 80C.

Further, each of the

control units

86B and 87B utilizes the characteristic of suspended matter such as dust and fog that the reflection intensity is very weak while being present at a short distance of the first obstacle sensor 86 or the second obstacle sensor 87. , The distance value of the AF point having that feature is regarded as an invalid value. This prevents the distance value of the distance measuring point regarding the suspended object from being used as the measurement information regarding the obstacle in the information integration processing unit 80C.

As shown in FIGS. 3 to 4 and 7, the third control unit 88C of the third obstacle sensor 88 has a third measurement range Rm3 or a third measurement range Rm3 based on the transmission and reception of ultrasonic waves by the left and right ultrasonic sensors 88A and 88B. 4 Determine the presence or absence of the object to be measured in the measurement range Rm4. The third control unit 88C measures each ultrasonic sensor 88A by the TOF (Time Of Flight) method of measuring the distance to the AF point based on the round-trip time until the transmitted ultrasonic wave reaches the AF point and returns. , 88B measures the distance from the measurement target, and transmits the measured distance to the measurement target and the direction of the measurement target to the information integration processing unit 80C as measurement information regarding the obstacle.

As shown in FIGS. 4 and 9 to 11, each of the

control units

86B and 87B of the first obstacle sensor 86 and the second obstacle sensor 87 has a vehicle body with respect to the measurement ranges Rm1 and Rm2 of the

measurement units

86A and 87A. By performing cut processing and masking processing based on information and the like, the obstacle detection target range by the first obstacle sensor 86 and the second obstacle sensor 87 is limited to the first detection range Rd1 and the second detection range Rd2. doing.

In the cutting process, the

control units

86B and 87B acquire the maximum left-right width of the vehicle body including the work device (the left-right width of the rotary tillage device 3 in the present embodiment) by communicating with the in-vehicle control unit 23, and the vehicle body The obstacle detection target width Wd is set by adding a predetermined safety band to the maximum left-right width. Then, in the first measurement range Rm1 and the second measurement range Rm2, the left and right ranges outside the detection target width Wd are set as the first non-detection range Rnd1 by the cut process and excluded from the respective detection ranges Rd1 and Rd2.

In the masking process, the

control units

86B and 87B are predetermined in a range in which the front end side of the tractor 1 enters the first measurement range Rm1 and a range in which the rear end side of the working device enters the second measurement range Rm2. The range to which the safety band is added is set to the second non-detection range Rnd2 by the masking process and excluded from the respective detection ranges Rd1 and Rd2.

Then, by limiting the obstacle detection target range to the first detection range Rd1 and the second detection range Rd2 in this way, the first obstacle sensor 86 and the second obstacle sensor 87 can be detected from the detection target width Wd. Increased detection load by detecting obstacles that are out of the way and do not collide with the tractor 1, and the front end side of the tractor 1 or the rear end of the work device that is in the first measurement range Rm1 or the second measurement range Rm2. The risk of erroneous detection of the side as an obstacle is avoided.

The second non-detection range Rnd2 shown in FIG. 9 is an example of a non-detection range suitable for the front side of the vehicle body where the left and right front wheels 10 and the bonnet 15 are present. The second non-detection range Rnd2 shown in FIG. 10 is an example of a non-detection range suitable for a working state in which the rotary tillage device 3 is lowered to the working height on the rear side of the vehicle body. The second non-detection range Rnd2 shown in FIG. 11 is an example of a non-detection range suitable for a non-working state in which the rotary tillage device 3 is raised to the evacuation height on the rear side of the vehicle body. The second non-detection range Rnd2 on the rear side of the vehicle body is appropriately switched in conjunction with the raising and lowering of the rotary tillage device 3.

Information on the first detection range Rd1, the second detection range Rd2, the first non-detection range Rnd1, and the second non-detection range Rnd2 is included in the above-mentioned distance image, and the information integration processing unit is included with the above-mentioned distance image. It is transmitted to 80C.

As shown in FIG. 4, the detection ranges Rd1 and Rd2 of the first obstacle sensor 86 and the second obstacle sensor 87 are stopped based on the collision determination process in which the collision prediction time becomes the set time (for example, 3 seconds). It is divided into a control range Rsc, a deceleration control range Rdc, and a notification control range Rnc. The stop control range Rsc is set in the range from the first obstacle sensor 86 or the second obstacle sensor 87 to the determination reference position of the collision determination process. The deceleration control range Rdc is set in the range from the determination reference position to the deceleration start position. The notification control range Rnc is set in the range from the deceleration start position to the measurement limit position of the first obstacle sensor 86 or the second obstacle sensor 87. Each determination reference position is set at a position where a constant separation distance L (for example, 2000 mm) is set in the front-rear direction of the vehicle body from the front end or the rear end of the vehicle body including the rotary tillage device 3.

As shown in FIG. 7, the information integration processing unit 80C is constructed by an electronic control unit in which a microcontroller and the like are integrated, various control programs, and the like. The information integration processing unit 80C combines information from the imaging unit 80A, which has low distance measurement accuracy but high object discrimination accuracy, and measurement information from the obstacle detection unit 80B, which has low object discrimination accuracy but high distance measurement accuracy. Based on this, the obstacle information output control that acquires and outputs information about the obstacle is executed.

Hereinafter, the control operation of the information integration processing unit 80C in the obstacle information acquisition control will be described with reference to the flowchart shown in FIG.
Here, the information integration processing unit 80C obtains information on obstacles based on color image information from the front camera 81 of the imaging unit 80A and measurement information from the first obstacle sensor 86 of the obstacle detection unit 80B. Only the control operation when acquiring and outputting will be described. In addition to this, when acquiring and outputting information on obstacles based on the information from the rear camera 82 of the imaging unit 80A and the measurement information from the second obstacle sensor 87 of the obstacle detection unit 80B, and , Information integration in the case of acquiring and outputting information on obstacles based on the information from the left and

right cameras

83 and 84 of the imaging unit 80A and the measurement information from the third obstacle sensor 88 of the obstacle detection unit 80B. Since the control operation of the processing unit 80C is the same as the case based on the information from the front camera 81 and the measurement information from the first obstacle sensor 86, the description of the control operation of the information integration processing unit 80C in these cases Is omitted.

The information integration processing unit 80C performs the first determination process of determining whether or not an obstacle is detected from the color image information of the front camera 81 based on the information from the image pickup unit 80A (step # 1), and also Based on the measurement information from the obstacle detection unit 80B, a second determination process for determining whether or not the distance image of the first obstacle sensor 86 includes an obstacle candidate is performed (step # 2).

The information integration processing unit 80C detects an obstacle from the color image information of the front camera 81 in the first determination process, and includes an obstacle candidate in the distance image of the first obstacle sensor 86 in the second determination process. If this is the case, a third determination process for determining whether or not the position of the obstacle and the position of the obstacle candidate described above match is performed (step # 3).

When the position of the obstacle and the position of the obstacle candidate match in the third determination process, the information integration processing unit 80C determines the obstacle (obstacle candidate) by the front camera 81 and the first obstacle sensor 86. Is determined to be a proper detection state in which the front camera 81 and the first obstacle sensor 86 properly detect the same obstacle (obstacle candidate). Then, based on this determination result, the distance information of the obstacle candidate measured by the first obstacle sensor 86 is applied to the obstacle detected from the color image information of the front camera 81, and this information is detected as an obstacle. The appropriate information acquisition process to be acquired as information and the appropriate information output process to output the acquired obstacle detection information are performed (steps # 4 to 5).

When the position of the obstacle and the position of the obstacle candidate do not match, the information integration processing unit 80C determines the position of the obstacle in the color image information of the front camera 81 in the distance information from the first obstacle sensor 86. The fourth determination process for determining whether or not the measured value at the position corresponding to is valid is performed (step # 6).

When the measurement value described above is valid in the fourth determination process, the information integration processing unit 80C determines that the detection state of the obstacle (obstacle candidate) by the front camera 81 and the first obstacle sensor 86 is the front camera 81. The obstacle is properly detected from the color image information of the above, and the measurement by the first obstacle sensor 86 is performed properly, but the obstacle is detected as an obstacle from the distance image of the first obstacle sensor 86. It is determined that the detection state is quasi-appropriate and cannot be specified as a candidate. Then, based on this determination result, the first obstacle sensor 86 measures the obstacle detected from the color image information of the front camera 81 with respect to the measurement target corresponding to the position of the obstacle indicated by the front camera 81. The quasi-appropriate information acquisition process for acquiring this information as obstacle detection information and the quasi-appropriate information output process for outputting the acquired obstacle detection information are performed by applying the distance information (steps # 7 to 8).

When the measurement value described above is not valid in the fourth determination process, the information integration processing unit 80C determines that the detection state of the obstacle (obstacle candidate) by the front camera 81 and the first obstacle sensor 86 is the front camera 81. Obstacles are properly detected from the color image information, but in the distance image of the first obstacle sensor 86, dust, fog, etc. at the measurement target position corresponding to the position of the obstacle indicated by the front camera 81, etc. The measured value for the object to be measured corresponding to the position of the obstacle indicated by the front camera 81 is invalid due to the generation of floating objects or the adhesion of dirt on the sensor surface of the first obstacle sensor 86. Determined to be in a state. Then, based on this determination result, the distance information for the obstacle calculated from the color image information of the front camera 81 is applied to the obstacle detected from the color image information of the front camera 81, and this information is detected as the obstacle. The camera independent information acquisition process to be acquired as information and the camera independent information output process to output the acquired obstacle detection information are performed (steps # 9 to 10).

The in-vehicle control unit 23 includes an obstacle control unit 23H that executes control related to obstacles based on obstacle detection information from the information integration processing unit 80C. The obstacle control unit 23H is constructed by an electronic control unit in which a microcontroller and the like are integrated, various control programs, and the like. The obstacle control unit 23H is connected to the information integration processing unit 80C or the like via CAN so that they can communicate with each other.

The obstacle control unit 23H executes collision avoidance control for avoiding a collision with an obstacle based on the obstacle detection information from the information integration processing unit 80C. Specifically, when the obstacle control unit 23H acquires the obstacle detection information by the appropriate information output processing or the quasi-appropriate information output processing from the information integration processing unit 80C, the first collision avoidance control is performed as the collision avoidance control. To execute. When the obstacle control unit 23H acquires the obstacle detection information by the camera-only information output processing from the information integration processing unit 80C, the second collision avoidance control has a higher collision avoidance rate than the first collision avoidance control as the collision avoidance control. Executes collision avoidance control.

Hereinafter, the control operation of the obstacle control unit 23H in the first collision avoidance control will be described based on the flowchart shown in FIG.
Here, a case where an obstacle is located in the first detection range Rd1 of the first obstacle sensor 86 will be described as an example.

The obstacle control unit 23H determines whether the obstacle is located in the notification control range Rnc of the first detection range Rd1 shown in FIG. 4 based on the distance to the obstacle included in the obstacle detection information. A fifth determination process for determining whether or not it is located, a sixth determination process for determining whether or not it is located in the deceleration control range Rdc, and a seventh determination process for determining whether or not it is located in the stop control range Rsc. (Steps # 11 to 13).

When the obstacle control unit 23H detects that the obstacle is located in the notification control range Rnc of the first detection range Rd1 in the fifth determination process, the obstacle control unit 23H determines that the obstacle is located in the notification control range Rnc. The first command to give a notification command to the display control unit 23E of the vehicle-mounted control unit 23 and the display control unit 51A of the terminal control unit 51 to notify the display device 50 of the operation terminal 27 of the tractor 1 or the mobile communication terminal 5. The notification command process is performed (step # 14).

Thereby, it is possible to notify the user such as the passenger of the driving unit 12 or the manager outside the vehicle that the obstacle is located in the notification control range Rnc of the first detection range Rd1 with respect to the tractor 1.

When the obstacle control unit 23H detects that the obstacle is located in the deceleration control range Rdc of the first detection range Rd1 in the sixth determination process, the obstacle control unit 23H determines that the obstacle is located in the deceleration control range Rdc. A second command to the display control unit 23E of the vehicle-mounted control unit 23 and the display control unit 51A of the terminal control unit 51 to give a notification command to be notified by the operation terminal 27 of the tractor 1 or the display device 50 of the mobile communication terminal 5. The notification command process is performed (step # 15). Further, the obstacle control unit 23H performs a deceleration command process for instructing the speed change unit control unit 23B of a deceleration command for reducing the vehicle speed of the tractor 1 as the obstacle located in the deceleration control range Rdc approaches the tractor 1. (Step # 16).

Thereby, it is possible to notify the user such as the passenger of the driving unit 12 or the manager outside the vehicle that the obstacle is located in the deceleration control range Rdc of the first detection range Rd1 with respect to the tractor 1. Further, by the control operation of the speed change unit control unit 23B, the vehicle speed of the tractor 1 can be appropriately reduced as the work vehicle V approaches the obstacle.

When the obstacle control unit 23H detects that the obstacle is located in the stop control range Rsc of the first detection range Rd1 in the seventh determination process, the obstacle control unit 23H determines that the obstacle is located in the stop control range Rsc. A third command to give a notification command to the display control unit 23E of the vehicle-mounted control unit 23 and the display control unit 51A of the terminal control unit 51 to notify the display device 50 of the operation terminal 27 of the tractor 1 or the mobile communication terminal 5. The notification command process is performed (step # 17). Further, the obstacle control unit 23H performs a deceleration stop command process for instructing the speed change unit control unit 23B of a deceleration stop command for decelerating and stopping the tractor 1 while the obstacle is located in the stop control range Rsc (step). # 18).

Thereby, it is possible to notify the user such as the passenger of the driving unit 12 or the manager outside the vehicle that the obstacle is located in the stop control range Rsc of the first detection range Rd1 with respect to the tractor 1. Further, by the control operation of the speed change unit control unit 23B, the tractor 1 can be decelerated and stopped while the obstacle is located in the stop control range Rsc, thereby avoiding the possibility that the work vehicle V collides with the obstacle. Can be done.

Next, the control operation of the obstacle control unit 23H in the second collision avoidance control will be described. The obstacle control unit 23H has a first detection range Rd1 described above as compared with the case of the first collision avoidance control described above. The deceleration control range is such that the distance from the judgment reference position to the boundary between the deceleration control range Rdc and the stop control range Rsc and the distance from the judgment reference position to the boundary between the notification control range Rnc and the deceleration control range Rdc are long. In a state where the front-rear lengths of Rdc and the stop control range Rsc are lengthened, the same control processes as those of steps # 11 to 18 in the first collision avoidance control are performed. As a result, the second collision avoidance control is a collision avoidance control capable of avoiding a collision with an obstacle at an earlier timing than the first collision avoidance control.

As a result, the obstacle control unit 23H avoids a collision with an obstacle based on the measurement information from the imaging unit 80A, which has a lower distance measurement accuracy than the measurement information from the obstacle detection unit 80B. In the above case, it is possible to avoid a collision with an obstacle in a state where the collision avoidance rate is higher than that of the first collision avoidance control. As a result, it is possible to satisfactorily avoid collision with an obstacle based on the measurement information from the image pickup unit 80A having low distance measurement accuracy.

The automatic driving control of the automatic driving control unit 23F is based on the adhesion of dirt (measurement obstruction) on the sensor surfaces of the first obstacle sensor 86 and the second obstacle sensor 87 when it is detected. A dirt handling control process for controlling the traveling of the tractor 1 is included.

Hereinafter, the control operation of the automatic driving control unit 23F in the dirt handling control process will be described based on the flowchart shown in FIG.
Here, too, the case of the first obstacle sensor 86 will be described as an example.

The automatic driving control unit 23F has a ratio of an invalid value caused by a measurement obstruction such as dirt included in the measurement information from the first obstacle sensor 86 to the measurement range Rm1 of the first obstacle sensor 86. The eighth determination process for determining whether or not is equal to or greater than a predetermined value (for example, 50%) is performed (step # 21).

The automatic driving control unit 23F can maintain the vehicle speed of the tractor 1 and the traveling state of the tractor 1 in the creep traveling state when the ratio of the invalid value occupied by the eighth determination process is equal to or more than a predetermined value. A deceleration command process for instructing the speed change unit control unit 23B to reduce the speed to a low speed is performed (step # 22).

When the ratio of the invalid value is not equal to or more than the predetermined value in the eighth determination process, the automatic driving control unit 23F issues a vehicle speed maintenance command for maintaining the vehicle speed of the tractor 1 to the current vehicle speed to the speed change unit control unit 23B. The vehicle speed maintenance command process to be commanded is performed (step # 23).

After performing the deceleration command process, the automatic driving control unit 23F performs the ninth determination process of determining whether or not the creep traveling state of the tractor 1 has been continued for a predetermined time (step # 24). Then, the automatic traveling control unit 23F performs the above-mentioned eighth determination process (step # 25) until the creep traveling state is continued for a predetermined time, and the ratio of the invalid value is determined in this eighth determination process. If it drops below the value, the sensor surface of the first obstacle sensor 86 is not dirty, but floating objects such as dust and fog are flying around the first obstacle sensor 86. It is determined that the tractor 1 is present, and a vehicle speed return command process is performed to command the speed change unit control unit 23B to return the vehicle speed to the original vehicle speed before the tractor 1 is lowered to the ultra-low speed (step # 26). After that, the process returns to step # 21.

When the creep running state is continued for a predetermined time, the automatic running control unit 23F determines that the sensor surface of the first obstacle sensor 86 is dirty, and immediately stops the running of the tractor 1. A traveling stop command process for commanding a stop command to the speed change unit control unit 23B is performed (step # 27).

That is, when the ratio of the invalid value to the measurement range Rm1 of the first obstacle sensor 86 becomes equal to or more than a predetermined value during the automatic traveling of the tractor 1 by the automatic traveling control of the automatic traveling control unit 23F, the tractor Since the vehicle speed of 1 is reduced to an ultra-low speed slower than the low speed and the running state of the tractor 1 is maintained in the creep running state, it is invalid as compared with the case where the running state of the tractor 1 is maintained in the low speed running state. Time to determine whether the cause of the value is a deposit such as dirt on the sensor surface of each obstacle sensor 86 to 88, or a floating substance such as dust or dust flying around each obstacle sensor 86 to 88. Can be lengthened.

Then, by lengthening the determination time in this way, it becomes easier to determine whether the cause of the invalid value is a deposit or a suspended substance, and thereby, when the cause of the invalid value is a suspended substance, it is based on this suspended substance. It is possible to suppress a decrease in work efficiency due to the tractor 1 stopping traveling. Further, it is possible to suppress the occurrence of the inconvenience that the work vehicle V collides with an obstacle while determining whether the cause of the invalid value is an adhered substance or a suspended object.

Then, as is clear from the above description, the information integration processing unit 80C and the obstacle control unit 23H have an obstacle around the work vehicle V based on the detection of the obstacle by the imaging unit 80A and the obstacle detection unit 80B. It functions as a work support unit that enables work support such as notifying the existence of an object and avoiding a collision with an obstacle.

As shown in FIGS. 7 and 15 to 18, the information integration processing unit 80C was cultivated in the field A based on the color image information from the image pickup unit 80A and the measurement information from the first obstacle sensor 86. The growth information acquisition unit 80Ca that acquires the growth information of the crop Z, which is an index of the growth evaluation of the crop Z, is included. The growth information acquisition unit 80Ca divides the central area (work area) A2b of the field A into a plurality of sections and sets the crop Z for each growth information acquisition area (an example of a predetermined area) Ag (see FIGS. 15 to 18). Get the growth information of. The growth information acquisition unit 80Ca provides growth information for crop Z, such as a normalized difference vegetation index (hereinafter referred to as NDVI), which is an example of a vegetation index indicating the activity of crop Z, a vegetation coverage rate corresponding to the number of stems, and Obtain the plant height value of crop Z, etc.

In addition, when setting the growth information acquisition area Ag, the front-rear length and work width of a work device (for example, a fertilizer spraying device that sprays fertilizer) that works using growth evaluation based on growth information are taken into consideration. It is preferable to set it. FIG. 16 is an example of a color image in front of the vehicle body generated from the color image information captured by the front camera 81 of the image pickup unit 80A. FIG. 17 is an example of a distance image in front of the vehicle body generated from the measurement information of the first obstacle sensor 86. FIG. 18 is an example of a near-infrared image of the front of the vehicle body generated from the measurement information of the first obstacle sensor 86.

The growth information acquisition unit 80Ca is, for example, associated with the automatic traveling of the tractor 1 in the middle cultivation work state in which a cultivator (not shown) for the middle cultivation work, which is an example of the work device, is connected to the rear part of the tractor 1. Growth information acquisition control is executed to acquire the growth information of the crop Z for each growth area Ag.

Hereinafter, the control operation of the growth information acquisition unit 80Ca in the growth information acquisition control will be described with reference to the flowchart shown in FIG. 19 and FIGS. 15 to 18.

The growth information acquisition unit 80Ca performs a color image information acquisition process for acquiring the color image information of the first imaging range Ri1 imaged by the front camera 81 from the imaging unit 80A, and the growth information acquisition area Ag (from the color image information of the front camera 81). The visible red light reflectance acquisition process for acquiring the visible red light reflectance R in (see FIG. 16) is performed (steps # 31 to 32).

The growth information acquisition unit 80Ca performs the measurement information acquisition process of acquiring the measurement information by the first obstacle sensor 86 from the obstacle detection unit 80B, and the growth information acquisition area Ag included in the measurement information of the first obstacle sensor 86. The reflection intensity acquisition process for acquiring the reflection intensity (see FIG. 18) of the near-infrared laser light from each existing measurement object, and the average value of each reflection intensity in the acquired growth information acquisition area Ag are the growth information acquisition area. The near-infrared light reflectance calculation procedure, which is calculated as the near-infrared light reflectance IR in Ag, is performed (steps # 33 to 35).

The growth information acquisition unit 80Ca has the reflectance R of visible red light and the reflectance of near-infrared light in the same growth information acquisition area Ag acquired by the visible red light reflectance acquisition process and the near-infrared light reflectance calculation procedure. By substituting IR into NDVI = (IR-R) / (IR + R), which is a calculation formula for calculating NDVI, an NDVI calculation procedure for calculating NDVI in the growth information acquisition area Ag is performed (step # 36).

As a result, the growth information acquisition unit 80Ca can acquire the NDVI based on the color image information from the image pickup unit 80A and the measurement information from the first obstacle sensor 86. The value of NDVI takes a value of -1 to 1, and the higher the nitrogen absorption of crop Z and the higher the activity, the higher the value. The growth information acquisition unit 80Ca can generate an NDVI image by coloring black to white, for example, according to the value of the NDVI, and can visualize the activity of the crop Z and the like.

The growth information acquisition unit 80Ca performs a vegetation coverage acquisition process for acquiring the vegetation coverage in the growth information acquisition area Ag based on the above NDVI image (step # 37). Then, the nitrogen absorption amount of the crop Z in the growth information acquisition area Ag is estimated by taking the product of the NDVI in the same growth information acquisition area Ag acquired by the NDVI calculation treatment and the reflection intensity acquisition process and the vegetation coverage rate. Nitrogen absorption amount estimation processing is performed (step # 38).

The growth information acquisition unit 80Ca is the color image information of the front camera 81 acquired in the color image information acquisition process, the mounting position and angle of the front camera 81 in the tractor 1, and the first obstacle sensor acquired in the measurement information acquisition process. Color image information of the front camera 81 and measurement information of the first obstacle sensor 86 based on the distance value information included in the measurement information of the 86 and the mounting position and mounting angle of the first obstacle sensor 86 in the tractor 1. The plant height calculation process for acquiring the plant height of each crop Z cultivated in the same growth information acquisition area Ag (see FIGS. 16 to 17) included in and the growth information acquisition area for the average value of the plant height of each crop Z. The plant height value calculation process for calculating the plant height value of the crop Z in Ag is performed (steps # 39 to 40).

The growth information acquisition unit 80Ca associates the acquired NDVI, vegetation coverage, nitrogen absorption amount, plant height value of crop Z, etc. in the same growth information acquisition area Ag with the position information of the tractor 1 acquired by the positioning unit 30. The growth information storage process to be stored in the vehicle-mounted storage unit 23G is performed (step # 41).

That is, in this work vehicle V, the obstacle detection system 80 provided in the tractor 1 in order to avoid a collision with the obstacle detection is used for NDVI, vegetation coverage, nitrogen absorption amount, plant height of crop Z, and the like. It can also be used as a growth information acquisition unit for acquiring growth information of crop Z cultivated in the field A of. As a result, compared to the case where the tractor 1 is provided with a dedicated growth information acquisition unit, it is possible to acquire the growth information of the crop Z with high accuracy while suppressing the complexity of the configuration and the soaring cost of the tractor 1. it can.

As shown in FIG. 7, the information integration processing unit 80C evaluates the growth status of the crop in each growth information acquisition area Ag based on the growth information of the crop acquired by the growth information acquisition unit 80Ca, and acquires the growth information. A growth evaluation unit 80Cb for calculating the amount of fertilizer applied for each area Ag is included. The growth evaluation unit 80Cb stores the calculated fertilizer application amount for each growth information acquisition area Ag in the vehicle-mounted storage unit 23G in a state of being associated with the position information of the tractor 1 acquired by the positioning unit 30.

When the automatic travel control unit 23F automatically travels the tractor 1 to which the fertilizer spraying device, which is an example of the work device, is connected to perform the fertilizer application work, the vehicle-mounted storage unit 23G stores the tractor 1 in association with the position information of the tractor 1. Fertilizer application amount that automatically adjusts the fertilizer application amount by the fertilizer spraying device for each growth information acquisition area Ag based on the fertilizer application amount for each growth information acquisition area Ag and the position information of the tractor 1 acquired by the positioning unit 30 during the fertilizer application work. Perform adjustment control.

As a result, it is possible to easily and appropriately improve the variation in the growth of crops in each growth information acquisition area Ag in the field A, and as a result, improve the quality of the crops cultivated in the field A and stabilize the yield. be able to.

[Another Embodiment]
Another embodiment of the present invention will be described.
It should be noted that the configurations of the respective different embodiments described below are not limited to being applied individually, but can also be applied in combination with the configurations of other other embodiments.

(1) The configuration of the work vehicle V can be changed in various ways.
For example, the work vehicle V may have a semi-crawler specification traveling vehicle body 1 having left and right crawlers instead of the left and right rear wheels 11.
For example, the work vehicle V may have a traveling vehicle body 1 having a full crawler specification, which is provided with left and right crawlers instead of the left and right front wheels 10 and the left and right rear wheels 11.
For example, the work vehicle V may be configured to have a traveling vehicle body 1 capable of only manual traveling.
For example, the work vehicle V may be configured to have an electric specification including an electric motor instead of the engine 14.
For example, the work vehicle V may be configured in a hybrid specification including an engine 14 and an electric motor.

(2) The information integrated processing unit 80C and the obstacle control unit 23H, which function as work support units, have obstacles around the work vehicle V based on the detection of obstacles only by the obstacle detection unit 80B. It may be configured to provide work support such as notifying the user and avoiding a collision with an obstacle.
Further, the obstacle control unit 23H facilitates avoiding a collision with an obstacle by performing only a notification process for notifying the existence of an obstacle around the work vehicle V based on the detection of the obstacle. , Etc. may be configured to provide work support.

(3) The growth information acquisition unit 80Ca obtains the growth information of the crop Z cultivated in the field A based on the color image information from the rear camera 82 of the imaging unit 80A and the measurement information from the second obstacle sensor 87. It may be configured to acquire.

(4) As the third obstacle sensor 88, the right rider sensor in which the third measurement range Rm3 on the right side of the cabin 13 is set as the measurement range and the fourth measurement range Rm4 on the left side from the cabin 13 are in the measurement range. It may be provided with a set left rider sensor.
Then, in this configuration, the growth information acquisition unit 80Ca grows the crop Z cultivated in the field A based on the color image information from the right camera 83 of the imaging unit 80A and the measurement information from the rider sensor on the right side. It may be configured to retrieve information. Further, the growth information acquisition unit 80Ca acquires the growth information of the crop Z cultivated in the field A based on the color image information from the left camera 84 of the imaging unit 80A and the measurement information from the rider sensor on the left side. It may be configured in.

(5) The growth information acquisition unit 80Ca is configured to acquire a green normalized difference vegetation index (GNDVI: Green Normalized Difference Vegetation Index), which is less affected by the soil in the furrows than NDVI, as growth information of crop Z. You may. The green normalized vegetation index is a calculation formula for calculating GNDVI, which is a calculation formula for calculating the reflectance G of visible green light and the reflectance IR of near-infrared light in the growth information acquisition area Ag. It can be calculated by substituting into IR + G).
Further, the growth information acquisition unit 80Ca is configured to acquire a vertical vegetation index (PVI: Perpendicular Vegetation Index), a soil-corrected normalized difference vegetation index (SAVI: Soil Adjusted Difference Vegetation Index), and the like as growth information of crop Z. You may.

(6) The positioning unit 30 has acquired growth information such as NDVI, vegetation coverage, nitrogen absorption amount, and plant height value of crop Z acquired by the growth information acquisition unit 80Ca, and evaluation results by the growth evaluation unit 80Cb. It may be stored in the cloud server in a state associated with the position information of the tractor 1.

(7) The in-vehicle control unit 23 or the cloud server may be provided with the information integrated processing unit 80C including the growth information acquisition unit 80Ca and the growth evaluation unit 80Cb.

The second characteristic configuration of the present invention is
The obstacle sensor is a rider sensor that three-dimensionally measures the distance to a measurement object existing in the measurement range.
The growth information acquisition unit acquires the plant height value of the crop as the growth information based on the distance information of the rider sensor.

According to this configuration, since the rider sensor has high distance measurement accuracy, it is possible to acquire the plant height value of the crop with high accuracy as the growth information of the crop. Then, based on the crop growth information including the plant height value of the acquired crop, the growth status of the crop in each predetermined area in the field can be evaluated more accurately, and based on the growth status of the crop in each predetermined area evaluated. Therefore, the appropriate amount of fertilizer applied to the crops in each predetermined area can be calculated more accurately.

As a result, work support for improving crop quality and stabilizing yield can be provided more appropriately based on crop growth information including highly accurate crop height values.

The third characteristic configuration of the present invention is
The growth information acquisition unit acquires the reflectance of visible red light from the color image information, acquires the reflectance of the near infrared light from the measurement information, and uses the normalized vegetation index as the growth information. There is a point to acquire.

According to this configuration, it is possible to appropriately evaluate the growth status of the crop in each predetermined area in the field based on the growth information of the crop including the typical normalized vegetation index as the growth information of the crop, and the evaluated predetermined value. The appropriate amount of fertilizer applied to the crops in each predetermined area can be calculated based on the growth status of the crops in each area.

As a result, work support for improving the quality of crops and stabilizing the yield can be appropriately provided based on the growth information of crops including the normalized difference vegetation index.

The fourth characteristic configuration of the present invention is
The work support unit includes an automatic travel control unit that automatically travels the work vehicle according to a target route generated according to the field based on the position information.
The growth information acquisition unit is at a point of acquiring the growth information for each predetermined area set by dividing the field into a plurality of areas in accordance with the automatic traveling of the work vehicle.

According to this configuration, it is possible to acquire crop growth information for each predetermined area in the field without the trouble of manually running the work vehicle in the field.

As a result, it is possible to provide good work support for improving the quality of crops and stabilizing the yield while eliminating the labor required for acquiring crop growth information.

The fifth characteristic configuration of the present invention is
The growth information acquisition unit calculates the fertilizer application amount for each predetermined area based on the growth information for each predetermined area.
The automatic traveling control unit automatically adjusts the fertilizer application amount for each predetermined area based on the position information and the fertilizer application amount when the fertilizer application work is performed by the automatic travel of the work vehicle.

According to this configuration, fertilization work according to crop growth information for each predetermined area in the field can be performed by automatic running of the work vehicle.

As a result, it is possible to provide good work support for improving the quality of crops and stabilizing the yield while significantly reducing the labor required for the user.

Claims

An imaging unit that is mounted on a work vehicle working in a field and captures visible light in an imaging range set around the work vehicle to acquire color image information.
Measurement information including the reflection intensity of near-infrared light is acquired by the projection and reception of near-infrared light with respect to the measurement range set around the work vehicle mounted on the work vehicle, and based on the acquired measurement information. An obstacle sensor that detects obstacles and
A work support unit that supports work by the work vehicle based on the color image information and the measurement information, and
A positioning unit that measures the position of the work vehicle and acquires position information,
A growth information acquisition unit that acquires growth information of crops cultivated in the field based on the color image information and the measurement information.
A work support system including a storage unit that stores the growth information in association with the position information.
The obstacle sensor is a rider sensor that three-dimensionally measures the distance to a measurement object existing in the measurement range.
The work support system according to claim 1, wherein the growth information acquisition unit acquires a plant height value of a crop as the growth information based on the distance information of the rider sensor.
The growth information acquisition unit acquires the reflectance of visible red light from the color image information, acquires the reflectance of the near-infrared light from the measurement information, and uses the normalized vegetation index as the growth information. The work support system according to claim 1 or 2 to be acquired.
The work support unit includes an automatic travel control unit that automatically travels the work vehicle according to a target route generated according to the field based on the position information.
According to any one of claims 1 to 3, the growth information acquisition unit acquires the growth information for each predetermined area set by dividing the field into a plurality of areas in accordance with the automatic traveling of the work vehicle. Described work support system.
The growth information acquisition unit calculates the fertilizer application amount for each predetermined area based on the growth information for each predetermined area.
The fourth aspect of claim 4, wherein the automatic traveling control unit automatically adjusts the fertilizer application amount for each predetermined area based on the position information and the fertilizer application amount when the fertilizer application work is performed by the automatic travel of the work vehicle. Work support system.