WO2023112739A1 - Système de commande de déplacement automatique - Google Patents

Système de commande de déplacement automatique Download PDF

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Publication number
WO2023112739A1
WO2023112739A1 PCT/JP2022/044703 JP2022044703W WO2023112739A1 WO 2023112739 A1 WO2023112739 A1 WO 2023112739A1 JP 2022044703 W JP2022044703 W JP 2022044703W WO 2023112739 A1 WO2023112739 A1 WO 2023112739A1
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WO
WIPO (PCT)
Prior art keywords
travel
route
steering
target
automatic
Prior art date
Application number
PCT/JP2022/044703
Other languages
English (en)
Japanese (ja)
Inventor
大久保樹
久保田祐樹
Original Assignee
株式会社クボタ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社クボタ filed Critical 株式会社クボタ
Priority to KR1020247013561A priority Critical patent/KR20240125549A/ko
Priority to CN202280080509.4A priority patent/CN118369631A/zh
Publication of WO2023112739A1 publication Critical patent/WO2023112739A1/fr

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/60—Intended control result
    • G05D1/644—Optimisation of travel parameters, e.g. of energy consumption, journey time or distance
    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
    • A01B69/00—Steering of agricultural machines or implements; Guiding agricultural machines or implements on a desired track
    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01C—PLANTING; SOWING; FERTILISING
    • A01C11/00—Transplanting machines
    • A01C11/02—Transplanting machines for seedlings
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/20—Control system inputs
    • G05D1/24—Arrangements for determining position or orientation
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/40—Control within particular dimensions
    • G05D1/43—Control of position or course in two dimensions
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D2105/00—Specific applications of the controlled vehicles
    • G05D2105/15—Specific applications of the controlled vehicles for harvesting, sowing or mowing in agriculture or forestry

Definitions

  • the present invention relates to an automatic travel control system that controls automatic travel of a work vehicle that automatically travels along a target travel route.
  • a work vehicle such as a rice transplanter performs work while automatically traveling along a target travel route generated in a field.
  • the target travel route includes a curved portion, and the work vehicle changes its traveling direction at the curved portion.
  • the direction of travel is changed by automatic steering control so that when the work vehicle reaches a bend (the position where the direction of travel starts), it travels along the target travel route.
  • the purpose of the present invention is to accurately perform automatic travel along a target travel route.
  • an automatic travel control system for a work vehicle that automatically travels along a target travel route, wherein the position of the body of the work vehicle is and a vehicle body position calculation unit that calculates the traveling direction, a situation acquisition unit that acquires at least one of a steering situation, a wheel situation, and a machine direction situation when the work vehicle is traveling manually, and the acquired steering situation , a storage unit for storing at least one of the wheel condition and the aircraft heading condition; and a target traveling path including a plurality of path elements and a target heading indicating the traveling direction of the aircraft in each of the path elements.
  • the vehicle has a steering consideration mode for controlling travel in consideration of at least one of the steering situation, the wheel situation, and the aircraft heading situation in addition to the position of the aircraft.
  • the already traveled route is generated as an approximate straight line of the traveled locus. Therefore, the point where the direction of travel is changed is the intersection of linear route elements (already traveled route), and there are cases where a sudden change of the direction of travel is required, and it is difficult to change the direction of travel along the route elements. There is In other words, if the route element is located outside the turn of the trajectory of the traveling direction change in manual traveling and the vehicle travels along the route element, the traveling direction change may be delayed.
  • the steering condition is an operation angle of a steering handle for receiving a steering operation for the work vehicle
  • the wheel condition is a turning angle of front wheels of the work vehicle
  • the machine body orientation condition is the machine body on the traveling trajectory. may be a change in the traveling direction of the
  • the traveling direction is changed at a position along the manual travel. can be started, delays in changing the direction of travel can be suppressed, and automatic travel can be performed accurately along the target travel route.
  • the travel control unit performs the automatic travel control in the steering consideration mode when changing the traveling direction of the aircraft body along the already traveled travel route.
  • the travel control unit may perform the automatic travel control in the steering consideration mode when the angle formed by the path elements before and after the start position of the change in the traveling direction is equal to or greater than a predetermined angle.
  • the start of the direction change is delayed with respect to the target travel route at locations where the direction of travel is changed abruptly.
  • a place where the direction of travel is abruptly changed is a place where the angle formed by the path elements before and after the place of change of the travel direction is large.
  • the travel control unit performs the automatic travel control in the steering consideration mode when an angle formed by the target azimuths in the route elements before and after the start position of the travel direction change is equal to or greater than a predetermined angle.
  • a place where the traveling direction is changed abruptly is a place where the angle formed by the target azimuth in the route elements before and after the traveling direction change is large. Therefore, according to the above configuration, it is possible to shift to the steering consideration mode at an appropriate point, and it is possible to perform automatic travel along the target travel route with high accuracy.
  • the travel control unit when performing the automatic travel control in the steering consideration mode, is configured to start the automatic travel control from before a start position of the change in the traveling direction along the target travel route. is preferably controlled to
  • the travel control unit corrects the target travel route based on at least one of the steering situation, the wheel situation, and the aircraft heading situation when performing the automatic travel control in the steering consideration mode. Also good.
  • the vehicle automatically travels (automatically steers) along the target travel route that takes into consideration the steering situation, etc., so it is possible to accurately travel automatically along the target travel route.
  • the travel route calculation unit determines a direction change route as the target travel route from the forward travel trajectory during forward travel and the reverse travel trajectory during reverse travel when the traveling direction is changed, among the travel trajectories.
  • the travel control unit may perform the automatic travel control so that the work vehicle travels along the direction change route when the traveling direction is changed.
  • the vehicle automatically travels (automatically steers) along the direction change route that takes into consideration the steering situation, etc., so it is possible to accurately travel automatically along the target travel route.
  • FIG. 4 is a diagram illustrating the configuration of functional blocks related to automatic work traveling; It is a schematic diagram explaining work traveling of a rice transplanter.
  • FIG. 5 is a diagram for explaining a change in traveling direction and generation of an outer circuit route during circuit travel; FIG. 5 is a diagram for explaining a change in traveling direction and generation of an outer circuit route during circuit travel; It is a figure explaining the position of an airframe. It is a figure explaining the automatic driving
  • FIG. 10 is a diagram illustrating a configuration example for generating a combined target heading in divided route elements;
  • a rice transplanter that plants seedlings in a field FL while automatically traveling will be described below as an example of the working vehicle of the present invention.
  • front means forward in the longitudinal direction of the aircraft (running direction).
  • rear means the rear in the longitudinal direction (running direction) of the aircraft.
  • left-right direction or the lateral direction means the transverse direction of the fuselage (body width direction) perpendicular to the longitudinal direction of the fuselage. shall mean the direction of orientation.
  • the rice transplanter includes a ride-on, four-wheel-drive body 1 .
  • the fuselage 1 includes a link mechanism 13 of a parallel quadruple link type connected to the rear part of the fuselage 1 so as to be able to swing up and down, a hydraulic lifting link 13a for swinging the link mechanism 13, and a rear end region of the link mechanism 13.
  • a seedling planting device 3 that is rollably connected to the machine body 1;
  • the machine body 1 has wheels 12, an engine 2, and a hydraulic continuously variable transmission 9 as a mechanism for traveling.
  • the continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission).
  • the wheels 12 include steerable left and right front wheels 12A and non-steerable left and right rear wheels 12B. Power output from the engine 2 is transmitted to the continuously variable transmission 9 via a traveling transmission mechanism, and the continuously variable transmission 9 transmits front wheels 12A, rear wheels 12B, working device 1C (seedling planting device 3, fertilizing device). 4, etc.).
  • the engine 2 and the continuously variable transmission 9 are mounted on the front portion of the airframe 1 .
  • the seedling planting device 3 is configured in an eight-row planting format, for example.
  • the seedling planting device 3 includes a seedling platform 21, a planting mechanism 22 for eight rows, and the like. This seedling planting device 3 can be changed to a form of two-row planting, four-row planting, six-row planting, etc. by controlling each row clutch (not shown).
  • the seedling placement table 21 is a pedestal on which 8 rows of mat-like seedlings are placed.
  • the seedling mounting table 21 is continuously reciprocated (horizontally fed) in the left-right direction with a constant stroke corresponding to the lateral width of the mat-like seedling, and the seedling mounting table 21 is moved to the left and right stroke ends by the lateral feeding of a predetermined number of times.
  • Each mat-like seedling on the seedling mounting table 21 is longitudinally fed toward the lower end of the seedling mounting table 21 at a predetermined pitch (longitudinal feeding amount).
  • the eight planting mechanisms 22 are of a rotary type and are arranged in the left-right direction at regular intervals corresponding to the intervals between the planting rows.
  • each planting mechanism 22 receives power from the engine 2 when a planting clutch (not shown) is shifted to a transmission state, and each planting mechanism 22 receives power from the lower end of each mat-like seedling placed on the seedling placement table 21 .
  • a seedling (planting seedling) for one strain is cut and planted in the muddy part after leveling with a predetermined interval between the strains.
  • the seedling planting device 3 is in an operating state, the seedlings can be taken out from the mat-shaped seedlings placed on the seedling placement table 21 and planted in the mud part of the paddy field.
  • the fertilizing device 4 includes a hopper 25 (storage unit) that stores granular or powdery fertilizer, a feeding mechanism 26 that feeds out the fertilizer from the hopper 25, and conveys the fertilizer fed out by the feeding mechanism 26 and delivers the fertilizer to the field FL ( 3) and a fertilizing hose 28 that discharges to the Fertilizer stored in the hopper 25 is delivered by a delivery mechanism 26 by a predetermined amount and sent to the fertilizing hose 28, conveyed through the fertilizing hose 28 by the carrying wind of the blower 27, and discharged from the ditching device 29 to the field FL. be done.
  • the fertilizing device 4 supplies fertilizer to the field FL.
  • the airframe 1 has an operating section 14 in the rear area.
  • the driving unit 14 includes a steering handle 10 for steering the front wheels, a main gear shift lever 7A that adjusts the vehicle speed by performing a gear shift operation of the continuously variable transmission 9, an auxiliary gear shift lever 7B that enables gear shift operation of the sub transmission, and a seedling. It is equipped with a work operation lever 11 that enables the up/down operation of the planting device 3 and switching of the operating state, etc., a detachable information terminal 5, and a driver's seat 16 for the operator (driver/worker).
  • the sub-transmission lever 7B is used to switch the traveling vehicle speed between a work speed during work and a movement speed during movement.
  • the information terminal 5 has a touch panel for displaying (notifying) various types of information and notifying (outputting) it to the operator, and for accepting input of various types of information.
  • a preliminary seedling storage device 17A for storing preliminary seedlings is supported by a preliminary seedling support frame 17 in front of the operating section 14. As shown in FIG.
  • the aircraft 1 is equipped with a positioning unit 8.
  • the positioning unit 8 outputs positioning data for calculating the position and orientation of the aircraft 1 .
  • the positioning unit 8 includes a satellite positioning module 8A that receives radio waves from satellites of the global navigation satellite system (GNSS) and an inertial measurement module 8B that detects triaxial tilt and acceleration of the airframe 1 .
  • the positioning unit 8 is supported on top of the preliminary seedling support frame 17 . Based on the positioning data acquired by the positioning unit 8, the position P of the aircraft is intermittently calculated and stored.
  • GNSS global navigation satellite system
  • the rice transplanter is equipped with a control unit 30 that controls automatic work travel in the body 1.
  • the control unit 30 can perform data communication with the positioning unit 8, the steering handle 10, the wheels 12, the working device 1C, and the like.
  • the control unit 30 includes a body position calculator 33 , a travel route calculator 35 , a travel controller 37 , a work controller 38 , and a memory 40 .
  • the airframe position calculation unit 33 acquires positioning data from the positioning unit 8, and intermittently calculates the airframe position P and the running direction of the airframe 1 at the airframe position P based on the positioning data at predetermined time intervals.
  • the travel route calculation unit 35 generates a farm field map based on the position P of the machine body calculated when traveling along the outer periphery (outer edge) of the farm field FL. Further, the travel route calculation unit 35 generates a target travel route TL for automatic travel.
  • the target travel route TL includes a plurality of route elements, each of which includes a target bearing TD (see FIG. 7) that is a direction along the route element.
  • the travel control unit 37 performs steering control and drive control in automatic travel and manual travel.
  • the travel control unit 37 controls the front wheels 12A so as to travel along the target travel route TL during automatic travel, and controls the front wheels 12A according to the driver's operation on the steering handle 10 during manual travel. It controls the front wheels 12A.
  • the travel control unit 37 controls the travel orientation of the body 1 so as to match the target orientation TD corresponding to the route element during travel.
  • the work control unit 38 controls the operation of the work device 1C according to the driver's operation or a preset program.
  • the storage unit 40 stores various information such as the generated target travel route TL, a program for automatically controlling the work device 1C, and the position P of the machine body.
  • the rice transplanter in this embodiment can selectively perform manual travel and automatic travel.
  • Manual travel manual work travel
  • automatic travel automatic work travel
  • Manual travel manual work travel
  • automatic travel automatic work travel
  • the driver manually causes the rice transplanter to travel along the outer periphery (outer edge) of the field FL (periphery travel).
  • the travel route calculation unit 35 generates an outer peripheral shape (field map) of the farm field FL by this outer travel, and divides the farm field FL into an outer peripheral area OA and an inner area IA.
  • one side or a plurality of specified sides of the outer perimeter of the field FL is set as a replenishment side SL for replenishing agricultural materials such as mat-like seedlings, fertilizers, chemicals, and fuel to the rice transplanter. .
  • the travel route calculation unit 35 sets the target travel route TL along which the rice transplanter travels for work.
  • the target travel route TL includes a plurality of route elements set on the target travel route TL and a target heading TD (see FIG. 7) that is a direction along the target travel route TL in each route element.
  • a path element is formed from a straight line (approximate straight line) connecting at least two nodes LN.
  • the node LN corresponds to at least part of the aircraft position P that is intermittently calculated based on the positioning data acquired by the positioning unit 8 .
  • an internal round-trip route IPL and a turning route are generated as the target travel route TL.
  • the internal round-trip route IPL is a route element substantially parallel to one side of the field FL, and the turning route is a route connecting the two internal round-trip routes IPL.
  • the internal round-trip route IPL is a travel route for work travel throughout the entire internal area IA. Automatic work travel is performed along the inner round trip path IPL. The turning travel of the turning route connecting the inner round-trip routes IPL is automatically performed by a predetermined technique. Note that the internal round-trip route IPL may be curved, in which case the internal round-trip route IPL will include a plurality of route elements.
  • the surrounding planting travel is performed to go around the outer peripheral area OA one or more times along the outer periphery (outer edge) of the field FL.
  • two travel routes an inner loop route IRL and an outer loop route ORL, are generated as the route (target travel route TL) on which the surrounding planting is performed.
  • the entire outer peripheral area OA is traveled for work.
  • work travel is performed by unmanned automatic work travel or manned automatic work travel (automatic work travel with a person on board), and on the outer loop route ORL, work travel is performed by manual work travel or manned automatic work travel. done.
  • the inner circuit route IRL may be manually traveled for work, or the outer circuit route ORL may be unmanned and automatically traveled for work.
  • the machine body 1 when the traveling direction of the machine body 1 is changed at a corner of the farm field FL (hereinafter simply referred to as "moving direction change") in the outer circumference traveling of the field FL by manual traveling, the machine body 1 is controlled as follows. It is run like this. As illustrated in FIG. 4, when changing the direction of travel at the corner of the field FL, first, the machine body 1 travels along the outer circumference of the field FL to the vicinity of the edge (corner) of the field FL. do. The running at this time becomes like the running locus ML1. Next, the machine body 1 moves backward as indicated by the travel locus ML2. Next, the steering handle 10 is operated, and the body 1 travels forward as indicated by the travel locus ML3.
  • the steering handle 10 is operated, and the machine body 1 travels backward to the end position of the travel locus ML1 as indicated by the travel locus ML4.
  • reverse running is indicated by a dashed line.
  • the machine 1 completes the change of traveling direction, and the machine 1 travels along the outer circumference of the field FL like the traveling locus ML5 with the ending position of the traveling locus ML1 as the starting position of the traveling locus ML5.
  • the aircraft position calculation unit 33 intermittently calculates the aircraft position P based on the positioning data acquired by the positioning unit 8 and stores it in the storage unit 40 . Therefore, the position P of the aircraft is connected to positions along the travel locus (ML1 to ML5). Then, the traveling route calculation unit 35 does not use the position P of the aircraft on the traveling trajectory (ML2 to ML4) related to the change in traveling direction, and calculates from the node LN that is at least a part of the position P of the aircraft on the traveling trajectory ML1.
  • An outer circular route ORL is generated from the approximate straight line (already traveled route) and the approximate straight line (already traveled route) calculated from the node LN that is at least part of the position P of the aircraft on the travel locus ML5. Therefore, the outer loop route ORL is a route that substantially coincides with the travel locus ML1 and the travel locus ML5. That is, the outer circumference route ORL is generated along the traveling locus ML1 and the traveling locus ML5 actually linearly traveled in the outer circumference traveling without considering the traveling locus (ML2 to ML4) related to the change in the traveling direction in the outer circumference traveling. be done.
  • the travel route calculation unit 35 may extract the node LN from the calculated position P of the aircraft by any method, or may extract the position P of the aircraft for each predetermined number and set it as the node LN. In addition, the travel route calculation unit 35 generates a straight line connecting the positions P of the aircraft in the order of travel, and based on the angle formed by the adjacent straight lines, the position P of the aircraft whose angle formed by the straight line is less than or equal to a predetermined angle is deleted.
  • a node LN may be generated by In this case, when the machine body 1 travels in a nearly straight line, a node LN corresponding to the start position and the end position is generated in the generated route element.
  • An outer loop route ORL is generated using at least a portion of the position P of the aircraft on the trajectory ML6 and the position P of the aircraft on the travel trajectory ML8 as nodes LN. That is, the outer loop route ORL is generated from the approximate straight line (already traveled route) calculated from the nodes LN on the travel locus ML6 and the approximate straight line (already traveled route) calculated from the nodes LN on the travel locus ML8. be.
  • the traveling direction change is not limited to the traveling direction change by moving forward, but the traveling direction change is performed by repeating forward and backward. Also good.
  • the travel route calculation unit 35 does not use the position P (node LN) of the aircraft related to the change in traveling direction to generate the outer loop route ORL, and does not use the position P of the aircraft on the travel locus ML6 and the position of the aircraft on the travel locus ML8. position P (node LN) of is used to generate the outer loop path ORL.
  • the outer loop route ORL is not limited to the case where it is generated based on the travel locus of the outer periphery travel as described above, and may be generated based on the generated farm field map similarly to the inner loop route IRL. .
  • the airframe position calculation unit 33 calculates by converting the positioning data acquired by the positioning unit 8 so that the center-of-gravity position CP of the airframe 1 becomes the position P of the airframe, as shown in FIG. Since automatic traveling is performed based on the position P of the aircraft, the center of gravity position CP is the control point of the aircraft 1 in automatic traveling.
  • the center of gravity position CP of the fuselage 1 is, for example, the center of the rear axle.
  • the travel control unit 37 controls the target azimuth TD with respect to the route elements on the target travel route TL and the Automatic traveling (automatic steering) is controlled based on the azimuth (traveling direction of the aircraft 1). Specifically, the travel control unit 37 automatically steers the aircraft 1 so that the orientation of the aircraft 1 (traveling direction of the aircraft 1) coincides with the target orientation TD in the route element corresponding to the position P of the traveling aircraft. do.
  • the traveling control unit 37 directs the orientation of the machine body 1 (traveling direction of the machine body 1) to the target direction TD1 on the first route element TL1 while traveling on the first route element TL1 of the target traveling route TL. automatically steers. Then, when the fuselage 1, which is the position where the target heading TD changes (the bending position, the starting position of the direction change), reaches the terminal position of the first path element TL1 (the starting position of the second path element TL2), the travel control unit 37 carries out automatic steering (moving direction change) so that the heading of the airframe 1 (moving direction of the airframe 1) is directed toward the target heading TD2 in the second path element TL2. In this manner, the body 1 automatically travels along the target travel route TL.
  • the fuselage 1 which is the position where the target heading TD changes (the bending position, the starting position of the direction change)
  • the travel control unit 37 carries out automatic steering (moving direction change) so that the heading of the airframe 1 (moving direction of the airframe
  • the travel control unit 37 controls automatic travel along the target travel route TL based on the target azimuth TD and the travel azimuth of the fuselage 1 (travel direction of the fuselage 1). Since the target azimuth TD and the traveling azimuth of the aircraft 1 are determined based on the position P of the traveling aircraft, the aircraft 1 reaches the start position of the second path element TL2 (flexion position start position of change of traveling direction). Only then does the steering control (travel direction change) based on the target heading TD2 in the second path element TL2 start. Therefore, the steering control may be started with a delay after the start of traveling on the second path element TL2. If the angle difference (bending angle) increases, the direction of travel may not be appropriately changed, and it may be difficult to travel along the route element after the direction of travel is changed, especially in the initial stage of travel.
  • steering control is performed to appropriately change the direction of travel.
  • An embodiment of steering control will be described below.
  • the steering angle SA of the steering handle 10 is stored as the steering situation along with the position P of the aircraft when traveling on the outer circumference. Then, when the vehicle automatically travels along the already traveled route, automatic travel control (steering control) is performed in consideration of the steering angle SA at least when changing the direction of travel.
  • the steering angle SA of the steering handle 10 when driving on the outer circumference can be taken into consideration at least when changing the direction of travel
  • the position where the steering handle 10 is started to be operated can be considered and the two outer The steering control for changing the direction of travel can be started before the intersection of the loop route ORL (starting position for changing the direction of travel).
  • the steering control is prevented from being delayed, and automatic travel along the target travel route TL can be accurately performed.
  • control unit 30 further includes a steering situation acquisition section 50 (situation acquisition section).
  • the steering condition acquisition unit 50 acquires the steering angle SA (steering condition) of the steering wheel 10 during manual driving and stores it in the storage unit 40 in association with the position P of the aircraft.
  • the travel control unit 37 has a normal mode and a steering consideration mode when performing automatic travel.
  • the normal mode is a mode in which steering control is performed so that the target heading TD corresponding to the path element at the position P of the running body and the running heading of the body 1 match.
  • the steering consideration mode is a mode in which steering control is performed in consideration of the steering angle SA in addition to the position P and the traveling direction of the aircraft body 1 at least when changing the traveling direction.
  • the steering angle SA of the steering handle 10 is within the range of fine adjustment.
  • the steering angle SA of the steering handle 10 becomes large.
  • the travel control unit 37 refers to the steering angle SA corresponding to the position P of the traveling aircraft stored in the storage unit 40 when traveling on the outer circuit route ORL, which is the already traveled travel route. , when it reaches a position where the steering angle SA is equal to or greater than a predetermined angle, or when it reaches a predetermined distance before reaching it, it recognizes that it is an area where the direction of travel is to be changed, and shifts to the steering consideration mode. Then, the traveling control unit 37 starts steering control so that the traveling direction changes toward the target bearing TD on the next outer loop route ORL (already traveled route).
  • the traveling direction change is started before the traveling direction change start position, which is the intersection of the adjacent outer loop routes ORL (path elements), and the delay of the traveling direction change start is suppressed. Automatic travel along the outer circuit route ORL can be accurately performed.
  • the transition to the steering consideration mode is not limited to being performed when the steering angle SA of the steering handle 10 is equal to or greater than a predetermined angle. It may be done when it becomes more than that.
  • the transition to the steering consideration mode is not limited to being performed based on the steering angle SA of the steering handle 10, but is performed based on the target travel route TL.
  • An angle SA may be considered.
  • the transition to the steering consideration mode is performed, for example, by the angle formed by the route elements before and after the intersection (starting position of change in traveling direction) of the adjacent outer loop routes ORL (route elements), or the adjacent outer loop route ORLs. This is performed when the angle formed by the target azimuth TD corresponding to the route elements before and after the intersection (starting position of changing the traveling direction) of (route element) is equal to or greater than a predetermined angle.
  • the travel control unit 37 enters the steering consideration mode. Then, taking into consideration the steering angle SA, the change of the traveling direction is started before the starting position of the changing of the traveling direction.
  • the steering control for changing the traveling direction of the airframe 1 to the target heading TD on the outer loop route ORL after the traveling direction change may be performed steeper than in the normal mode.
  • the steering consideration mode is implemented at any change in the direction of travel, such as a change in the direction of travel at the corner of the field FL.
  • the traveling control unit 37 confirms that the vehicle is traveling forward and backward while the steering handle 10 is being operated as a steering condition. In this case, it is possible to determine that the location is where the direction of travel has been changed, and shift to the steering consideration mode. In addition, in the steering consideration mode, the travel control unit 37 performs steering at an early stage according to the steering conditions, i.e., forward and reverse, and the amount of operation of the steering wheel 10 at that time (steering angle SA, amount of change in steering angle SA, etc.). Steering control such as starting control or performing steep steering can be performed.
  • the steering consideration mode is not limited to the configuration for adjusting the steering control, and may be the configuration for correcting the target travel route TL. That is, in order to accurately automatically travel along the target travel route TL (outer loop route ORL) after changing the travel direction, the travel control unit 37 smoothes the outer loop route ORL (route elements) before and after changing the travel direction. , the outer circular route ORL (route element) before and after changing the traveling direction may be corrected based on the steering situation.
  • the steering handle 10 when traveling on the outer periphery, the steering handle 10 is operated along trajectories such as trajectory ML2, trajectory ML3, and trajectory ML4 to move forward and backward. is performed.
  • the outer loop route ORL (route element) in the target travel route TL is obtained as an approximate straight line of the travel locus ML1 and the travel locus ML5 as described above. Therefore, it becomes difficult to appropriately change the direction of travel, and there have been cases where automatic travel along the target travel route TL cannot be accurately performed.
  • the direction of travel is changed while the steering handle 10 is operated along a locus such as the traveling locus ML7 when traveling on the outer circumference.
  • the outer loop route ORL (route element) in the target travel route TL is obtained as an approximate straight line of the travel locus ML6 and the travel locus ML8, as described above. Therefore, it becomes difficult to appropriately change the direction of travel, and there have been cases where automatic travel along the target travel route TL cannot be accurately performed.
  • the travel control unit 37 predicts the travel route for the outer travel based on the operation status of the steering handle 10 during the outer travel. Then, based on the predicted travel route, the travel control unit 37 corrects the route elements before and after changing the traveling direction and the target heading TD so as to smoothly connect the route elements before and after changing the traveling direction.
  • the target driving route TL is corrected so that the target heading TD is gradually switched. Automatic travel along the target travel route TL can be performed with high accuracy.
  • the steering consideration mode is not limited to the configuration for adjusting the steering control, and may be the configuration for generating the target travel route TL when changing the traveling direction based on the steering situation.
  • the travel route calculation unit 35 When generating the target travel route TL, the travel route calculation unit 35 reads out the steering angle SA (steering situation) stored in the storage unit 40, and determines the travel direction change point at which the steering consideration mode should be entered as described above. To detect. When generating the target travel route TL at the travel direction change location determined to shift to the steering consideration mode, the travel route calculation unit 35 determines the route elements related to the travel direction change based on the steering situation as the steering consideration mode. and the target heading TD.
  • SA steering situation
  • the direction change route TLR includes a route element and a target heading TD corresponding to the route element.
  • the travel route calculation unit 35 sequentially connects at least some of the positions P of the aircraft that were not used when generating the outer loop route ORL to generate the direction change route TLR (previous travel route).
  • the traveling direction when traveling on the outer circumference, the traveling direction may be changed in order to avoid obstacles OB. Since it is necessary to avoid the obstacle OB even in actual automatic driving, it is appropriate to generate the direction change route TLR as the target travel route TL.
  • the travel route calculation unit 35 A direction change route TLR that follows the traveling locus of the direction change is generated based on the steering situation.
  • the target travel route TL is generated as a route that avoids the obstacle OB, and automatic travel that avoids the obstacle OB can be performed by automatically traveling along the target travel route TL. .
  • the steering situation can be the operation angle of the steering handle 10 (steering angle SA) or the amount of operation of the steering handle 10 (change amount of the steering angle SA, etc.).
  • the transition to the steering consideration mode is not limited to the steering situation, and may be performed in consideration of at least one of the steering situation, the wheel situation, and the aircraft heading situation.
  • the wheel conditions are the steering angle SA (turning angle) of the front wheels 12A and the difference in rotation speed between the left and right front wheels 12A.
  • the azimuth condition of the aircraft 1 is a change in the traveling direction of the aircraft 1, and may be obtained from the change in the traveling direction of the aircraft 1 on the traveling trajectory in manual traveling obtained from the change in the position P of the aircraft, or on the target traveling route TL. It may be obtained from the difference in the target heading TD.
  • the control unit 30 includes a situation acquisition section that acquires the wheel situation and the aircraft heading situation.
  • the steering condition acquisition unit 50 is an example of a condition acquisition unit, and the condition acquisition unit acquires at least one of the steering condition, wheel condition, and aircraft heading condition.
  • a crawler is provided as a traveling device instead of the wheel 12, the rotational speed difference between the left and right crawlers is acquired as the wheel condition.
  • a steering operating tool such as an operating lever may be used instead of the steering handle 10, and the operating angle and amount of operation of the steering operating tool may be used as the steering condition.
  • the already traveled travel route on which the steering consideration mode is implemented includes not only the route elements along the travel route of the outer circumference travel, but also the farm field FL traveled before the work travel. It may be a route element along the actual travel route.
  • the internal round-trip route IPL or the inner circuit route IRL traveled during the rice planting work of the previous year may be set as the target travel route TL for the current work travel. In this case, the steering situation during traveling on the internal round-trip route IPL and the inner loop route IRL prior to the previous year is used in the steering consideration mode.
  • the target heading TD driving target heading
  • the target headings TD destination target headings
  • the target headings TD destination target headings
  • the composite target heading TDM is combined with the aircraft 1
  • Automatic driving automatic steering is controlled so as to match the direction of travel (see FIG. 1).
  • the traveling control unit 37 generates a synthetic target orientation TDM by synthesizing the traveling target orientation and the traveling destination target orientation in the route element (destination route element LA) to be passed next (adjacent in the traveling direction). , is stored in the storage unit 40 . Then, the traveling control unit 37 controls automatic traveling (automatic steering) so that the traveling direction of the body 1 coincides with the synthesized target heading TDM at the current traveling position.
  • the direction of travel is changed in consideration of the target heading TD (target direction of the destination) of the destination route element LA. Suppressed.
  • the travel control unit 37 may be configured to generate the combined target heading TDM only when the length of the route element before and after the change in traveling direction is equal to or less than a predetermined length.
  • the traveling control unit 37 synthesizes the traveling target heading and the traveling target heading at a predetermined proposal rate, and combines the proposed rate with the current aircraft position P and the destination route element, which is the route element to be traveled next. It may be determined according to the distance from LA (starting point for changing traveling direction).
  • n3 ( ⁇ n2) the draft rate of the target heading during driving: the draft rate of the destination target heading
  • the draft sentence ratio of the target heading during travel:the draft draft ratio of the destination target heading is 50%:50%.
  • the effect of the destination target azimuth becomes smaller at a position away from the destination route element LA, so that the synthesized target azimuth TDM gradually approaches the destination target azimuth, and a steep traveling direction is obtained.
  • the change is suppressed and the traveling direction is appropriately changed.
  • the fuselage 1 is prevented from deviating from the destination route element LA, and automatic travel along the target travel route TL is accurately performed. Therefore, the fuselage 1 is prevented from swelling outward with respect to the destination path element LA, and is prevented from coming into contact with the ridges of the field FL, the obstacle OB (see FIG. 9), and the like.
  • the travel control unit 37 sets the draft rate lower for the destination target azimuth further away from the traveling route element LC.
  • Embodiment 2 (1) In Embodiment 2, as shown in FIG. A plurality of divided path elements TLD having predetermined lengths may be generated by dividing by predetermined distances.
  • the travel control unit 37 sets the divided target direction TDD of each divided route element TLD as the target direction TD of the currently running route element LC or the destination route element LA that is the division source.
  • the travel control unit 37 combines the divided target azimuths TDD at least in the divided route elements TLD before and after the traveling direction change to generate a combined target azimuth TDM.
  • the travel control unit 37 controls automatic travel (automatic steering) so that the travel direction of the airframe 1 becomes the combined target azimuth TDM in the divided route element TLD during travel.
  • the travel control unit 37 may provide a proportional rate when generating the combined target heading TDM, and changes the proportional rate according to the distance to the location where the traveling direction is changed. Also good.
  • the steering control can be performed in the vicinity of the direction change. , a more appropriate synthesized target azimuth TDM can be generated without being excessively influenced by the destination target azimuth. As a result, automatic travel along the target travel route TL can be performed with higher accuracy.
  • the length of the split path element TLD may be variable.
  • the length of the divided path element TLD may be shortened as it approaches the direction change point.
  • the composite target azimuth TDM can be generated with higher accuracy without being excessively affected by the destination target azimuth.
  • the length of the divided route element TLD is made longer as the difference between the destination target heading of the destination route element LA and the running target heading of the running route element LC is greater. You can As a result, the steering control can be started before the change in the direction of travel as the angle of the direction of travel is increased, and the automatic travel along the target travel route TL can be performed with higher accuracy.
  • the synthesized target azimuth TDM is not limited to being synthesized by the travel control unit 37. Any functional block such as the travel route calculation unit 35 May be synthesized. Similarly, the generation of the divided route element TLD is not limited to the configuration generated by the travel control unit 37, and arbitrary functional blocks such as the travel route calculation unit 35 may be synthesized.
  • control unit 30 In each embodiment including other embodiments, some or all of the functional blocks that make up the control unit 30 are not limited to the configuration provided in the machine body 1, and communicate with the information terminal 5 or the machine body 1 It may be provided in a management computer or the like provided outside the body 1 if possible.
  • control unit 30 is not limited to those configured from the above functional blocks, and may be configured from arbitrary functional blocks.
  • each functional block of the control unit 30 may be further subdivided, or conversely, part or all of each functional block may be grouped together.
  • the functions of the control unit 30 may be realized by a method executed by any functional block, not limited to the above functional blocks.
  • part or all of the functions of the control unit 30 may be configured by software.
  • a program related to software is stored in an arbitrary storage device such as the storage unit 40 and executed by a processor such as a CPU included in the control unit 30 or a processor provided separately.
  • the present invention is not limited to rice transplanters, but can be applied to the automatic traveling of various work vehicles that automatically travel on the work site, including combine harvesters and tractors.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Soil Sciences (AREA)
  • Environmental Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Guiding Agricultural Machines (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Transplanting Machines (AREA)

Abstract

Le présent système de déplacement automatique pour un véhicule de travail qui se déplace automatiquement le long d'un itinéraire de déplacement cible (TL) comprend : une section d'acquisition d'état (50) pour acquérir au moins l'un quelconque d'un état de direction (SA), d'un état de roue et d'une direction de carrosserie de véhicule lorsque le véhicule de travail se déplace manuellement ; et une section de commande de déplacement (37) pour commander un déplacement automatique de telle sorte que le véhicule de travail se déplace le long de l'itinéraire de déplacement cible (TL), sur la base d'au moins une position (P) et d'une direction de déplacement de la carrosserie de véhicule. L'itinéraire de déplacement cible (TL) généré par une section de calcul d'itinéraire de déplacement (35) comprend un itinéraire de déplacement pré-parcouru généré sur la base d'un trajet de déplacement que le véhicule de travail a parcouru manuellement à l'avance, et la section de commande de déplacement (37) a un mode de prise en considération de direction pour commander le déplacement en tenant compte d'au moins l'un quelconque de l'état de direction (SA), l'état de roue, et la direction de carrosserie de véhicule en plus de la position (P) de la carrosserie de véhicule lors d'un déplacement le long de l'itinéraire de déplacement prédéterminé.
PCT/JP2022/044703 2021-12-17 2022-12-05 Système de commande de déplacement automatique WO2023112739A1 (fr)

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CN202280080509.4A CN118369631A (zh) 2021-12-17 2022-12-05 自动行驶控制系统

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019165665A (ja) * 2018-03-23 2019-10-03 ヤンマー株式会社 作業車両用の自動走行システム
CN112215440A (zh) * 2020-11-17 2021-01-12 西安合众思壮导航技术有限公司 一种实现农用车辆作业控制的方法、装置及设备

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JP7489779B2 (ja) 2020-01-14 2024-05-24 株式会社クボタ 作業機

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019165665A (ja) * 2018-03-23 2019-10-03 ヤンマー株式会社 作業車両用の自動走行システム
CN112215440A (zh) * 2020-11-17 2021-01-12 西安合众思壮导航技术有限公司 一种实现农用车辆作业控制的方法、装置及设备

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