WO2023112752A1 - Automated travel control system - Google Patents
Automated travel control system Download PDFInfo
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- WO2023112752A1 WO2023112752A1 PCT/JP2022/044765 JP2022044765W WO2023112752A1 WO 2023112752 A1 WO2023112752 A1 WO 2023112752A1 JP 2022044765 W JP2022044765 W JP 2022044765W WO 2023112752 A1 WO2023112752 A1 WO 2023112752A1
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- Prior art keywords
- travel
- target
- route
- traveling
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- 230000002194 synthesizing effect Effects 0.000 claims abstract description 7
- 241000209094 Oryza Species 0.000 description 15
- 235000007164 Oryza sativa Nutrition 0.000 description 15
- 235000009566 rice Nutrition 0.000 description 15
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- 238000007726 management method Methods 0.000 description 1
- -1 mat-like seedlings Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
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Classifications
-
- 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
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
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- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
- A01B69/00—Steering of agricultural machines or implements; Guiding agricultural machines or implements on a desired track
-
- 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
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 a running direction; a running route calculation unit that generates the target running route; wherein the target travel route generated by the travel route calculation unit includes a plurality of route elements and a target orientation that is an orientation along the target travel route in each of the route elements,
- the traveling control unit controls a traveling target orientation, which is the target orientation in the route element corresponding to the position of the machine body of the work vehicle, and a travel destination route, which is one or more of the route elements to be passed later.
- a destination target azimuth that is the target azimuth corresponding to each of the elements is synthesized to generate a synthetic target azimuth, and automatic travel control is performed so that the travel azimuth of the work vehicle in the route element becomes the synthetic target azimuth. I do.
- the start of the change of travel direction may be delayed with respect to the target travel route.
- a synthesized target bearing is generated by synthesizing the traveling target bearing and the destination target bearing, and the steering is controlled so that the traveling bearing is directed to the synthesized target bearing.
- the synthesized target bearing is obtained by synthesizing the destination target bearing and the running target bearing at a predetermined proportional ratio, and the proportional ratio of each of the destination target bearings is the current position of the aircraft. is preferably higher as it approaches the destination route element.
- the synthesized target bearing is obtained by combining the destination target heading in the destination route element to be passed next and the traveling target heading according to the distance between the destination route element and the position of the aircraft. It is preferable to synthesize at a determined proportional ratio.
- the proportional ratio varies depending on the difference between the destination target bearing and the running target bearing, and the proportional ratio of the destination target bearing increases as the bearing difference increases. preferable.
- the travel route calculation unit divides each of the route elements by a predetermined distance to set divided route elements, generates a divided target heading for each of the divided route elements, and
- the combined target azimuth may be generated by synthesizing the divided target azimuths in the matching divided route elements.
- the steering control may start too early for the location where the direction of travel is to be changed.
- the synthesized target bearing is generated at a predetermined distance before the location where the traveling direction is changed. Therefore, the synthesized target bearing is generated with high accuracy, and automatic travel along the target travel route can be performed with high accuracy. It becomes possible.
- the distance may vary according to the difference in orientation between the destination target orientation and the running target orientation, and may be longer as the orientation difference increases.
- the larger the angle of change in the direction of travel the more the steering control can be started before the place where the direction of travel is changed. It is possible to automatically travel along the 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 method. 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 route 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 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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Abstract
An automated travel control system for a work vehicle which executes automated travel along a target travel route, wherein the target travel route generated by a travel route calculation unit includes a plurality of route elements and the target direction TD at each of the route elements, which is a direction along the target travel route, and a travel control unit executes an automated travel control in a manner such that: a synthesized target direction TDM is generated by synthesizing the target direction while traveling, which is the target direction TD at a route element which corresponds to the position P of the body of the work vehicle, and the pre-travel target direction, which is the target direction TD which corresponds to each of the pre-travel route elements LA, which are the one or more route elements through which the vehicle is subsequently scheduled to pass; and the travel direction of the work vehicle at the route elements is the synthesized target travel direction TDM.
Description
本発明は、目標走行経路に沿って自動走行を行う作業車の自動走行を制御する自動走行制御システムに関する。
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.
特許文献1に開示されるように、田植機等の作業車は圃場に生成された目標走行経路に沿って自動走行しながら作業を行う。ここで、目標走行経路は屈曲する箇所を含み、作業車は屈曲箇所で進行方向変更を行う。進行方向変更は、作業車が屈曲箇所(進行方向変更の開始位置)に到達すると目標走行経路に沿って走行するように、自動操舵制御により行われる。
As disclosed in Patent Document 1, a work vehicle such as a rice transplanter performs work while automatically traveling along a target travel route generated in a field. Here, 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.
しかしながら、急激に屈曲する箇所では、自動操舵制御が困難な場合があり、作業車が目標走行経路から外れ、適切に自動走行できない場合があった。
However, in places where there are sharp bends, automatic steering control may be difficult, and in some cases the work vehicle may deviate from the target travel route and be unable to travel properly automatically.
本発明は、目標走行経路に沿った自動走行を精度良く行うことを目的とする。
The purpose of the present invention is to accurately perform automatic travel along a target travel route.
上記目的を達成するために、本発明の一実施形態に係る自動走行制御システムは、目標走行経路に沿って自動走行を行う作業車の自動走行制御システムであって、前記作業車の機体の位置および走行方位を算出する機体位置算出部と、前記目標走行経路を生成する走行経路算出部と、前記機体の位置および前記走行方位に基づいて前記目標走行経路に沿って前記作業車が走行するように制御する走行制御部とを備え、前記走行経路算出部が生成する前記目標走行経路は、複数の経路要素とそれぞれの前記経路要素において前記目標走行経路に沿う方位である目標方位とを含み、前記走行制御部は、前記作業車の前記機体の位置に対応する前記経路要素における前記目標方位である走行中目標方位と、以降に通過する予定の1または複数の前記経路要素である走行先経路要素のそれぞれに対応する前記目標方位である走行先目標方位とを合成して合成目標方位を生成し、前記経路要素における前記作業車の前記走行方位が前記合成目標方位となるように自動走行制御を行う。
In order to achieve the above object, an automatic travel control system according to one embodiment of the present invention is 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 a running direction; a running route calculation unit that generates the target running route; wherein the target travel route generated by the travel route calculation unit includes a plurality of route elements and a target orientation that is an orientation along the target travel route in each of the route elements, The traveling control unit controls a traveling target orientation, which is the target orientation in the route element corresponding to the position of the machine body of the work vehicle, and a travel destination route, which is one or more of the route elements to be passed later. a destination target azimuth that is the target azimuth corresponding to each of the elements is synthesized to generate a synthetic target azimuth, and automatic travel control is performed so that the travel azimuth of the work vehicle in the route element becomes the synthetic target azimuth. I do.
目標走行経路に沿った自動走行において、進行方向が変更される際に、目標走行経路に対して進行方向変更の開始が遅れる場合がある。
When the direction of travel is changed during automatic travel along the target travel route, the start of the change of travel direction may be delayed with respect to the target travel route.
走行中目標方位と走行先目標方位とを合成して合成目標方位が生成され、合成目標方位に走行方位が向くように操舵制御される。これにより、走行先目標方位が考慮されるため、進行方向変更の開始が遅れることが抑制され、精度良く目標走行経路に沿った自動走行を行うことが可能となる。
A synthesized target bearing is generated by synthesizing the traveling target bearing and the destination target bearing, and the steering is controlled so that the traveling bearing is directed to the synthesized target bearing. As a result, since the destination target heading is taken into consideration, delays in starting to change the direction of travel can be suppressed, and automatic travel along the target travel route can be accurately performed.
また、前記合成目標方位は、それぞれの前記走行先目標方位および前記走行中目標方位が所定の案分率で合成され、それぞれの前記走行先目標方位の前記案分率は現在の前記機体の位置が前記走行先経路要素に近づくほど高くなることが好ましい。
Further, the synthesized target bearing is obtained by synthesizing the destination target bearing and the running target bearing at a predetermined proportional ratio, and the proportional ratio of each of the destination target bearings is the current position of the aircraft. is preferably higher as it approaches the destination route element.
このような構成により、進行方向変更の開始箇所に近づくほど走行先目標方位の重みづけを大きくして合成目標方位を生成することができる。そのため、目標走行経路における進行方向変更の開始箇所に近づくにつれて徐々に操舵制御が進み、精度良く目標走行経路に沿った自動走行を行うことが可能となる。
With such a configuration, it is possible to generate a synthetic target azimuth by increasing the weighting of the destination target azimuth as it approaches the starting point of the direction change. Therefore, the steering control gradually progresses as the vehicle approaches the starting point of the direction change on the target travel route, and it becomes possible to perform automatic travel along the target travel route with high accuracy.
また、前記合成目標方位は、次に通過する予定の前記走行先経路要素における前記走行先目標方位と前記走行中目標方位とが、前記走行先経路要素と前記機体の位置との距離に応じて決まる案分率で合成されることが好ましい。
Further, the synthesized target bearing is obtained by combining the destination target heading in the destination route element to be passed next and the traveling target heading according to the distance between the destination route element and the position of the aircraft. It is preferable to synthesize at a determined proportional ratio.
このような構成により、進行方向変更箇所の前後の目標方位を合成して合成目標方位を生成することができる。そのため、進行方向変更の開始が早くになりすぎることが抑制されながら、目標走行経路における進行方向変更の開始箇所に近づくにつれて徐々に操舵制御が進み、精度良く目標走行経路に沿った自動走行を行うことが可能となる。
With such a configuration, it is possible to generate a combined target azimuth by synthesizing the target azimuths before and after the location where the traveling direction is changed. As a result, the steering control gradually advances as the vehicle approaches the starting point of the direction change on the target travel route, and the automatic travel along the target travel route is performed with high accuracy, while preventing the direction change from starting too early. becomes possible.
また、前記案分率は、前記走行先目標方位と前記走行中目標方位との方位差に応じて可変し、前記走行先目標方位の前記案分率は前記方位差が大きいほど高くなることが好ましい。
Further, the proportional ratio varies depending on the difference between the destination target bearing and the running target bearing, and the proportional ratio of the destination target bearing increases as the bearing difference increases. preferable.
このような構成により、進行方向変更の角度が大きいほど、走行先目標方位の重みづけを大きくすることができ、十分に走行先目標方位を考慮して進行方向変更が行われる。その結果、精度良く目標走行経路に沿った自動走行を行うことが可能となる。
With such a configuration, the greater the angle of change in the direction of travel, the greater the weighting of the target direction of travel, and the change of direction of travel is performed with sufficient consideration given to the target direction of travel. As a result, it becomes possible to perform automatic travel along the target travel route with high accuracy.
また、前記走行経路算出部は、それぞれの前記経路要素を所定の距離毎に分割して分割経路要素を設定し、前記分割経路要素毎に分割目標方位を生成し、前記走行制御部は、隣り合う前記分割経路要素における前記分割目標方位を合成して前記合成目標方位を生成しても良い。
Further, the travel route calculation unit divides each of the route elements by a predetermined distance to set divided route elements, generates a divided target heading for each of the divided route elements, and The combined target azimuth may be generated by synthesizing the divided target azimuths in the matching divided route elements.
経路要素が長い場合、進行方向変更箇所に対して操舵制御が早く開始されすぎる場合がある。上記構成によると、進行方向変更箇所に対して所定の距離だけ手前において合成目標方位が生成されるため、精度良く合成目標方位が生成され、精度良く目標走行経路に沿った自動走行を行うことが可能となる。
If the route element is long, the steering control may start too early for the location where the direction of travel is to be changed. According to the above configuration, the synthesized target bearing is generated at a predetermined distance before the location where the traveling direction is changed. Therefore, the synthesized target bearing is generated with high accuracy, and automatic travel along the target travel route can be performed with high accuracy. It becomes possible.
また、前記距離は、前記走行先目標方位と前記走行中目標方位との方位差に応じて可変し、前記方位差が大きいほど長くなっても良い。
In addition, the distance may vary according to the difference in orientation between the destination target orientation and the running target orientation, and may be longer as the orientation difference increases.
上記構成によると、進行方向変更の角度が大きいほど、進行方向変更箇所の手前から操舵制御を開始することができ、走行先経路要素に沿うように進行方向変更が容易に行われ、精度良く目標走行経路に沿った自動走行を行うことが可能となる。
According to the above configuration, the larger the angle of change in the direction of travel, the more the steering control can be started before the place where the direction of travel is changed. It is possible to automatically travel along the travel route.
以下、本発明の作業車として、自動走行しながら圃場FLに苗を植え付ける田植機を例に説明する。
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.
ここで、理解を容易にするために、本実施形態では、特に断りがない限り、「前」(図1に示す矢印Fの方向)は機体前後方向(走行方向)における前方を意味し、「後」(図1に示す矢印Bの方向)は機体前後方向(走行方向)における後方を意味するものとする。また、左右方向または横方向は、機体前後方向に直交する機体横断方向(機体幅方向)を意味し、「左」は図1における紙面の手前の方向、「右」は図1における紙面の奥向きの方向を意味するものとする。
Here, for ease of understanding, in the present embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means forward in the longitudinal direction of the aircraft (running direction). "Rear" (the direction of arrow B shown in FIG. 1) means the rear in the longitudinal direction (running direction) of the aircraft. In addition, the 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.
〔全体構造〕
図1に示すように、田植機は、乗用型で四輪駆動形式の機体1を備える。機体1は、機体1の後部に昇降揺動可能に連結された平行四連リンク形式のリンク機構13、リンク機構13を揺動駆動する油圧式の昇降リンク13a、リンク機構13の後端部領域にローリング可能に連結される苗植付装置3、および、機体1の後端部領域から苗植付装置3にわたって架設されている施肥装置4等を備える。 [Overall structure]
As shown in FIG. 1, 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;
図1に示すように、田植機は、乗用型で四輪駆動形式の機体1を備える。機体1は、機体1の後部に昇降揺動可能に連結された平行四連リンク形式のリンク機構13、リンク機構13を揺動駆動する油圧式の昇降リンク13a、リンク機構13の後端部領域にローリング可能に連結される苗植付装置3、および、機体1の後端部領域から苗植付装置3にわたって架設されている施肥装置4等を備える。 [Overall structure]
As shown in FIG. 1, the rice transplanter includes a ride-on, four-wheel-
機体1は、走行のための機構として車輪12、エンジン2、および主変速装置である油圧式の無段変速装置9を備える。無段変速装置9は、例えばHST(Hydro-Static Transmission:静油圧式無段変速装置)である。車輪12は、操舵可能な左右の前輪12Aと、操舵不能な左右の後輪12Bとを有する。エンジン2から出力される動力は、走行用伝達機構を介して無段変速装置9に伝えられ、無段変速装置9から前輪12A、後輪12B、作業装置1C(苗植付装置3、施肥装置4等)等にも伝達される。エンジン2および無段変速装置9は、機体1の前部に搭載される。
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 .
苗植付装置3は、一例として8条植え形式に構成される。苗植付装置3は、苗載せ台21、8条分の植付機構22等を備える。なお、この苗植付装置3は、図示されていない各条クラッチの制御により、2条植え、4条植え、6条植え等の形式に変更可能である。
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).
苗載せ台21は、8条分のマット状苗を載置する台座である。苗載せ台21は、マット状苗の左右幅に対応する一定ストロークで継続的に左右方向に往復移動(横送り)し、所定の横送り回数の横送りにより苗載せ台21が左右のストローク端に達する毎に、苗載せ台21上の各マット状苗を苗載せ台21の下端に向けて所定のピッチ(縦送り量)で縦送りする。8個の植付機構22は、ロータリ式で、植え付け条間に対応する一定間隔で左右方向に配置される。そして、各植付機構22は、植付クラッチ(図示せず)が伝動状態に移行されることによりエンジン2から動力が伝達され、苗載せ台21に載置された各マット状苗の下端から一株分の苗(植付苗)を切り取って、整地後の泥土部に所定の株間で植え付ける。これにより、苗植付装置3の作動状態では、苗載せ台21に載置されたマット状苗から苗を取り出して水田の泥土部に植え付けることができる。
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. Then, 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. As a result, when 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.
施肥装置4は、粒状または粉状の肥料を貯留するホッパ25(貯留部)と、ホッパ25から肥料を繰り出す繰出機構26と、繰出機構26によって繰り出された肥料を搬送すると共に肥料を圃場FL(図3参照)に排出する施肥ホース28とを有する。ホッパ25に貯留された肥料が、繰出機構26によって所定量ずつ繰り出されて施肥ホース28へ送られて、ブロワ27の搬送風によって施肥ホース28内を搬送され、作溝器29から圃場FLへ排出される。このように、施肥装置4は圃場FLに肥料を供給する。
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. Thus, the fertilizing device 4 supplies fertilizer to the field FL.
図1に示すように、機体1は、その後部側領域に運転部14を備える。運転部14は、前輪操舵用のステアリングハンドル10、無段変速装置9の変速操作を行うことで車速を調節する主変速レバー7A、副変速装置の変速操作を可能にする副変速レバー7B、苗植付装置3の昇降操作と作動状態の切り換え等を可能にする作業操作レバー11、着脱可能な情報端末5、および、オペレータ(運転者・作業者)用の運転座席16等を備える。副変速レバー7Bは、走行車速を、作業中の作業速と移動中の移動速とに切り替える操作に用いられる。例えば、圃場間の移動は移動速で行われ、植付作業等は作業速で行われる。情報端末5は、各種の情報を表示(報知)してオペレータに報知(出力)すると共に、各種の情報の入力を受け付けるタッチパネルを有する。さらに、運転部14の前方に、予備苗を収容する予備苗収納装置17Aが予備苗支持フレーム17に支持される。
As shown in FIG. 1, 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. For example, movement between fields is performed at the movement speed, and planting work and the like are performed at the work speed. 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. Further, 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.
さらに、機体1は測位ユニット8を備える。測位ユニット8は、機体1の位置および方位を算出するための測位データを出力する。測位ユニット8には、全地球航法衛星システム(GNSS)の衛星からの電波を受信する衛星測位モジュール8Aと、機体1の三軸の傾きや加速度を検出する慣性計測モジュール8Bが含まれている。測位ユニット8は、予備苗支持フレーム17の上部に支持される。測位ユニット8が取得する測位データに基づいて、機体の位置Pが断続的に算出され、記憶される。
Furthermore, 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.
〔自動走行〕
自動走行により、田植機が圃場FLに苗植付作業を行う自動作業走行について図1を参照しながら図2~図7を用いて説明する。 [Automatic driving]
2 to 7, referring to FIG. 1, automatic work traveling in which the rice transplanter carries out seedling planting work in the field FL by automatic traveling will be described.
自動走行により、田植機が圃場FLに苗植付作業を行う自動作業走行について図1を参照しながら図2~図7を用いて説明する。 [Automatic driving]
2 to 7, referring to FIG. 1, automatic work traveling in which the rice transplanter carries out seedling planting work in the field FL by automatic traveling will be described.
まず、田植機の自動作業走行を行うための機能の構成について、図2を用いて説明する。
First, the configuration of the function for automatic work travel of the rice transplanter will be explained using FIG.
田植機は、機体1に、自動作業走行を制御する制御ユニット30を備える。制御ユニット30は、測位ユニット8、ステアリングハンドル10、車輪12、作業装置1C等との間でデータ通信が可能である。制御ユニット30は、機体位置算出部33、走行経路算出部35、走行制御部37、作業制御部38、および記憶部40を備える。
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 .
機体位置算出部33は、測位ユニット8から測位データ取得し、測位データに基づいて、所定の時間毎に断続的に機体の位置Pと機体の位置Pにおける機体1の走行方位とを算出する。
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.
走行経路算出部35は、圃場FLの外周(外縁)に沿った外周走行の際に算出された機体の位置Pに基づいて、圃場マップを生成する。さらに、走行経路算出部35は、自動走行の目標走行経路TLを生成する。目標走行経路TLは、複数の経路要素を含み、経路要素毎に経路要素に沿う方向である目標方位TD(図7参照)が含まれる。
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.
走行制御部37は、自動走行および手動走行における、操舵制御および駆動制御を行う。操舵制御において、走行制御部37は、自動走行の際には目標走行経路TLに沿って走行するように前輪12Aを制御し、手動走行の際には運転者のステアリングハンドル10に対する操作に応じて前輪12Aを制御する。自動走行の際には、走行制御部37は、走行中の経路要素に対応する目標方位TDと一致するように機体1の走行方位を制御する。
The travel control unit 37 performs steering control and drive control in automatic travel and manual travel. In steering control, 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. During automatic travel, 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.
作業制御部38は、運転者の操作、あるいはあらかじめ設定されたプログラムに応じて、作業装置1Cの動作を制御する。
The work control unit 38 controls the operation of the work device 1C according to the driver's operation or a preset program.
記憶部40は、生成された目標走行経路TLや作業装置1Cを自動制御するプログラム、機体の位置P等の各種情報を記憶する。
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.
次に、図2~図7を用いて、目標走行経路TLを生成し、目標走行経路TLに沿った自動走行(自動操舵)を行う構成について説明する。
Next, a configuration for generating a target travel route TL and performing automatic travel (automatic steering) along the target travel route TL will be described with reference to FIGS.
本実施形態における田植機は、手動走行および自動走行を選択的に行うことができる。手動走行(手動作業走行)と自動走行(自動作業走行)とは、運転部14に配置される自動・手動切替スイッチ(図示せず)を切り替えることにより選択される。
The rice transplanter in this embodiment can selectively perform manual travel and automatic travel. Manual travel (manual work travel) and automatic travel (automatic work travel) are selected by switching an automatic/manual selector switch (not shown) arranged in the operation unit 14 .
田植機が苗植付作業を行う際には、まず、圃場FLの外周(外縁)に沿って、運転者が手動操作で、田植機を走行させる(外周走行)。図3に示すように、走行経路算出部35は、この外周走行によって、圃場FLの外周形状(圃場マップ)を生成し、圃場FLを外周領域OAと内部領域IAに区分する。また、この際、圃場FLの外周辺のうちの一辺または指定された複数辺が、田植機にマット状苗や肥料、薬剤、燃料等の農業資材を補給するための補給辺SLとして設定される。
When the rice transplanter performs the seedling planting work, first, the driver manually causes the rice transplanter to travel along the outer periphery (outer edge) of the field FL (periphery travel). As shown in FIG. 3, 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. Also, at this time, 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. .
図2~図5に示すように、圃場マップが生成されると、走行経路算出部35は、田植機が作業走行を行う目標走行経路TLを設定する。目標走行経路TLは、目標走行経路TL上に設定される複数の経路要素と、各経路要素において目標走行経路TLに沿う方向である目標方位TD(図7参照)とが含まれる。経路要素は、少なくとも2つのノードLNを繋ぐ直線(近似直線)から形成される。ノードLNは、測位ユニット8が取得する測位データに基づいて断続的に算出される機体の位置Pの少なくとも一部に対応する。
As shown in FIGS. 2 to 5, when the field map is generated, 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 .
内部領域IAでは、目標走行経路TLとして、内部往復経路IPLと旋回経路とが生成される。内部往復経路IPLは、圃場FLの一つの辺に略平行な経路要素であり、旋回経路は2つの内部往復経路IPLを繋ぐ経路である。内部往復経路IPLは、内部領域IAの全体をくまなく作業走行する走行経路である。自動作業走行は内部往復経路IPLに沿って行われる。内部往復経路IPLを繋ぐ旋回経路の旋回走行は、あらかじめ定められた手法により自動走行で行われる。なお、内部往復経路IPLは屈曲しても良く、その場合、内部往復経路IPLは複数の経路要素が含まれることとなる。
In the internal area IA, 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 method. 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.
外周領域OAでは、圃場FLの外周(外縁)に沿って外周領域OA内を1または複数回周回する周り植え走行が行われる。例えば、周り植え走行を行う経路(目標走行経路TL)として、内側周回経路IRLと外側周回経路ORLの2つの走行経路が生成される。内側周回経路IRLと外側周回経路ORLとを作業走行することにより、外周領域OAの全体の作業走行が行われる。内側周回経路IRLは無人自動作業走行または有人自動作業走行(人が搭乗した状態での自動作業走行)で作業走行が行われ、外側周回経路ORLは手動作業走行または有人自動作業走行で作業走行が行われる。また、モード選択によって、内側周回経路IRLが手動作業走行で作業走行が行われたり、外側周回経路ORLが無人自動走行で作業走行が行われたりする構成とされても良い。
In the outer peripheral area OA, 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. For example, 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. By traveling for work on the inner loop route IRL and the outer loop route ORL, the entire outer peripheral area OA is traveled for work. On the inner loop route IRL, 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. In addition, depending on the mode selection, 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.
ここで、手動走行による圃場FLの外周走行において、圃場FLの角部等で機体1の進行方向を変更(以下、単に「進行方向変更」と称す)する際には、機体1は、以下のように走行される。図4に例示されるように、圃場FLの角部で進行方向変更を行う際には、まず、機体1は、圃場FLの外周に沿って圃場FLの端部(角部)の近傍まで走行する。この際の走行は、走行軌跡ML1のようになる。次に、機体1は、走行軌跡ML2に示されるように後進する。次に、機体1は、ステアリングハンドル10が操作されて、走行軌跡ML3に示されるように前進しながら走行する。そして、機体1は、ステアリングハンドル10が操作されて、走行軌跡ML4に示されるように走行軌跡ML1の終端位置まで後進しながら走行する。なお、図4では、後進走行は破線で示される。これにより、機体1の進行方向変更が終了し、機体1は、走行軌跡ML1の終端位置を走行軌跡ML5の始端位置として、圃場FLの外周に沿って走行軌跡ML5のように走行する。
Here, 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. Then, 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. In addition, in FIG. 4 , reverse running is indicated by a dashed line. As a result, 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.
なお、外周走行において、機体位置算出部33は、測位ユニット8が取得する測位データに基づいて、機体の位置Pを断続的に算出し、記憶部40に記憶する。そのため、機体の位置Pは、走行軌跡(ML1~ML5)に沿う位置に連なることになる。そして、走行経路算出部35は、進行方向変更に係る走行軌跡(ML2~ML4)における機体の位置Pを用いず、走行軌跡ML1における機体の位置Pの少なくとも一部であるノードLNから算出された近似直線(既走走行経路)と、走行軌跡ML5における機体の位置Pの少なくとも一部であるノードLNから算出された近似直線(既走走行経路)とから、外側周回経路ORLを生成する。そのため、外側周回経路ORLは、走行軌跡ML1および走行軌跡ML5と略一致する経路となる。すなわち、外側周回経路ORLは、外周走行における進行方向変更に係る走行軌跡(ML2~ML4)は考慮されず、外周走行において実際に直線状に走行された走行軌跡ML1および走行軌跡ML5に沿って生成される。
It should be noted that during the outer circumference traveling, 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.
走行経路算出部35は、算出された機体の位置Pから任意の方法でノードLNを抽出しても良いが、機体の位置Pを所定の数毎に抽出してノードLNとしても良い。また、走行経路算出部35は、走行した順に機体の位置Pを繋ぐ直線を生成し、隣接する直線のなす角度に基づいて、直線のなす角度が所定以下となる機体の位置Pが削除されることによりノードLNを生成しも良い。この場合、機体1が直線に近い走行を行うと、生成された経路要素において、始端位置と終端位置に対応するノードLNが生成されることとなる。
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.
なお、圃場FLの角部以外にも、圃場FLの外周辺が屈曲し、屈曲した経路で進行方向変更が行われる場合ある。また、圃場FLの畦際に水口等の障害物OB(図9参照)があり、外周走行において障害物OBを回避するように進行方向変更が行われる場合もある。例えば、図5に示すように、圃場FLの外周辺が屈曲する場合、機体1は、圃場FLの外周辺に沿って直進走行(走行軌跡ML6)した後、外周辺の屈曲部分の近傍で、ステアリングハンドル10が操作されて前進による進行方向変更(走行軌跡ML7)を行い、再び圃場FLの外周辺に沿って直進走行(走行軌跡ML8)を行う。
In addition to the corners of the field FL, there are cases where the outer periphery of the field FL is bent and the traveling direction is changed along the bent route. In addition, there is an obstacle OB (see FIG. 9) such as a water inlet on the edge of the ridge of the field FL, and there is a case where the traveling direction is changed so as to avoid the obstacle OB during the outer circumference traveling. For example, as shown in FIG. 5, when the outer periphery of the field FL is curved, the machine body 1 travels straight along the outer periphery of the field FL (running locus ML6), and then near the curved portion of the outer periphery, The steering handle 10 is operated to change the direction of travel (traveling locus ML7) by moving forward, and the robot again travels straight along the outer periphery of the field FL (traveling locus ML8).
図5に例示される外周走行が行われた場合も、走行経路算出部35は、進行方向変更に係る走行における機体の位置Pを用いず、直進走行の際の機体の位置Pである、走行軌跡ML6における機体の位置Pおよび走行軌跡ML8における機体の位置Pの少なくとも一部をノードLNとして外側周回経路ORLを生成する。すなわち、外側周回経路ORLは、走行軌跡ML6におけるノードLNから算出された近似直線(既走走行経路)と、走行軌跡ML8におけるノードLNから算出された近似直線(既走走行経路)とから生成される。
Even when the outer circumference traveling illustrated in FIG. 5 is performed, the traveling route calculation unit 35 does not use the position P of the aircraft during traveling related to the change in traveling direction. 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.
圃場FLの外周辺が屈曲する領域での外周走行や障害物OBを回避する外周走行において、進行方向変更は、前進による進行方向変更に限らず、前進と後進を繰り返す進行方向変更が行われても良い。この場合も、走行経路算出部35は、進行方向変更に係る機体の位置P(ノードLN)を外側周回経路ORLの生成には用いず、走行軌跡ML6における機体の位置Pおよび走行軌跡ML8における機体の位置P(ノードLN)を用いて外側周回経路ORLを生成する。
In the outer circumference traveling in the area where the outer periphery of the field FL is curved and the outer circumference traveling to avoid the obstacle OB, 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. In this case as well, 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 route ORL.
ここで、外側周回経路ORLは、上述のように外周走行の走行軌跡に基づいて生成される場合に限らず、内側周回経路IRLと同様に、生成された圃場マップに基づいて生成されても良い。
Here, 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. .
なお、機体位置算出部33は、図6に示すように、機体1の重心位置CPが機体の位置Pとなるように、測位ユニット8で取得された測位データを変換することにより算出する。自動走行は機体の位置Pに基づいて行われるため、この重心位置CPは自動走行における機体1の制御点となる。機体1の重心位置CPは、例えば、後車軸の中心である。
Note that 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.
図7に示すように、走行制御部37は、目標走行経路TLに沿った自動走行の際には、目標走行経路TL上の経路要素に対する目標方位TDと、経路要素を走行中の機体1の方位(機体1の進行方向)とに基づいて、自動走行(自動操舵)を制御する。具体的には、走行制御部37は、走行中の機体の位置Pに対応する経路要素における目標方位TDに機体1の方位(機体1の進行方向)が一致するように、機体1を自動操舵する。
As shown in FIG. 7, during automatic travel along the target travel route TL, 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.
図7の例では、走行制御部37は、目標走行経路TLの第一経路要素TL1を走行中は、第一経路要素TL1における目標方位TD1に機体1の方位(機体1の進行方向)が向くように自動操舵を行う。そして、目標方位TDが変化する位置(屈曲位置 進行方向変更の開始位置)である機体1が第一経路要素TL1の終端位置(第二経路要素TL2の始端位置)に到達すると、走行制御部37は、第二経路要素TL2における目標方位TD2に機体1の方位(機体1の進行方向)が向くように自動操舵(進行方向変更)を行う。このようにして、機体1は、目標走行経路TLに沿って自動走行する。
In the example of FIG. 7, 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.
上述のように、走行制御部37は、目標走行経路TLに沿った自動走行を、目標方位TDと機体1の走行方位(機体1の進行方向)とに基づいて制御する。目標方位TDおよび機体1の走行方位は、走行中の機体の位置Pに基づいて決定されるため、第二経路要素TL2の始端位置(屈曲位置 進行方向変更の開始位置)に機体1が到達して初めて、第二経路要素TL2における目標方位TD2に基づく操舵制御(進行方向変更)が開始される。そのため、第二経路要素TL2での走行が開始された際に遅れて操舵制御が開始される場合があり、隣り合う経路要素のなす角度に相当する隣り合う経路要素の目標方位TDのなす角度(角度の差=屈曲角度)が大きくなると、適切に進行方向変更が行われず、進行方向変更後の経路要素の特に走行の初期に経路要素に沿った走行が困難な場合がある。
As described above, 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.
そのため、目標方位TDに基づく進行方向変更の際には、適切な進行方向変更が行われるような操舵制御が行われる。以下、操舵制御の実施形態について説明する。
Therefore, when changing the direction of travel based on the target heading TD, steering control is performed to appropriately change the direction of travel. An embodiment of steering control will be described below.
〔実施形態1〕
以下、図2~図5,図8,図9を用いて、実施形態1に係る操舵制御について説明する。 [Embodiment 1]
The steering control according to the first embodiment will be described below with reference to FIGS. 2 to 5, 8, and 9. FIG.
以下、図2~図5,図8,図9を用いて、実施形態1に係る操舵制御について説明する。 [Embodiment 1]
The steering control according to the first embodiment will be described below with reference to FIGS. 2 to 5, 8, and 9. FIG.
本実施形態では、外周走行を行う際に、機体の位置Pと共に、ステアリングハンドル10の操舵角度SAが操舵状況として記憶される。そして、既走行経路を自動走行する際に、少なくとも進行方向変更において、操舵角度SAを考慮して自動走行制御(操舵制御)が行われる。
In the present embodiment, 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.
図5に示すように、圃場FLに沿って直進走行から弧を描くような進行方向変更を行い、再び直進走行が行われる場合がある。目標走行経路TLとして、直線的な走行経路が生成されるため、このような走行が行われると2つの直線状の外側周回経路ORLが生成される。しかしながら、進行方向変更の際には、実際の走行軌跡ML7は、機体の位置Pnのように外側周回経路ORLの内側に位置することになる。つまり、外周走行の際には、2つの外側周回経路ORLの交点より手前から進行方向変更が始まっている。その結果、外側周回経路ORLに沿って操舵制御が行われると、2つの外側周回経路ORLの交点から進行方向変更が開始されるため、進行方向変更が遅れることとなる。
As shown in FIG. 5, there are cases where the traveling direction is changed from straight running along the field FL to draw an arc, and then straight running is performed again. Since a linear travel route is generated as the target travel route TL, two linear outer circuit routes ORL are generated when such travel is performed. However, when the traveling direction is changed, the actual travel locus ML7 is positioned inside the outer circular route ORL, like the position Pn of the aircraft. In other words, when traveling on the outer circumference, the direction of travel starts before the intersection of the two outer circuit paths ORL. As a result, when the steering control is performed along the outer loop route ORL, the change of the traveling direction is started from the intersection of the two outer loop routes ORL, so the change of the traveling direction is delayed.
本実施形態によると、少なくとも進行方向変更の際に、外周走行の際のステアリングハンドル10の操舵角度SAを考慮することができるため、ステアリングハンドル10が操作され始めた位置を考慮し、2つの外側周回経路ORLの交点(進行方向変更の開始位置)より手前から進行方向変更の操舵制御を開始することができる。その結果、操舵制御が遅れることが抑制され、精度良く目標走行経路TLに沿った自動走行を行うことが可能となる。
According to this embodiment, since 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). As a result, the steering control is prevented from being delayed, and automatic travel along the target travel route TL can be accurately performed.
具体的には、図2に示すように、制御ユニット30は、操舵状況取得部50(状況取得部)をさらに備える。
Specifically, as shown in FIG. 2, the control unit 30 further includes a steering situation acquisition section 50 (situation acquisition section).
操舵状況取得部50は、手動走行による外周走行の際に、ステアリングハンドル10の操舵角度SA(操舵状況)を取得し、機体の位置Pと紐づけて記憶部40に記憶する。
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.
走行制御部37は、自動走行を行う際に、通常モードと操舵考慮モードとを備える。通常モードは、走行中の機体の位置Pにおける経路要素に対応する目標方位TDと機体1の走行方位が一致するように操舵制御が行われるモードである。操舵考慮モードは、少なくとも進行方向変更の際に、機体1の位置Pと走行方位に加えて、操舵角度SAを考慮して操舵制御が行われるモードである。
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.
外周走行において、機体1が圃場FLの外周の直線部分に沿って走行している際は、ステアリングハンドル10の操舵角度SAは微調整の範囲である。外周走行において、機体1が圃場FLの外周が折れ曲がった領域に沿って走行している際は、ステアリングハンドル10の操舵角度SAは大きくなる。
In the outer circumference traveling, when the machine body 1 is traveling along the straight portion of the outer circumference of the field FL, the steering angle SA of the steering handle 10 is within the range of fine adjustment. In the outer circumference traveling, when the machine body 1 is traveling along the area where the outer circumference of the field FL is bent, the steering angle SA of the steering handle 10 becomes large.
そのため、走行制御部37は、既走走行経路である外側周回経路ORLを走行している際に、記憶部40に記憶された、走行中の機体の位置Pに対応する操舵角度SAを参照し、操舵角度SAが所定の角度以上となる位置に到達すると、あるいは到達する所定の距離だけ手前において、進行方向変更を行う領域であると認識して、操舵考慮モードに移行する。そして、走行制御部37は、次の外側周回経路ORL(既走走行経路)における目標方位TDに向けて走行方向が変化するように操舵制御を開始する。
Therefore, 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).
これにより、隣り合う外側周回経路ORL(経路要素)の交点である進行方向変更の開始位置より手前から進行方向変更が開始され、進行方向変更の開始が遅れることが抑制され、進行方向変更後の外側周回経路ORLに沿った自動走行を精度良く行うことができる。
As a result, 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.
なお、操舵考慮モードへの移行は、ステアリングハンドル10の操舵角度SAが所定の角度以上の場合に行われるのに限らず、ステアリングハンドル10の操舵角度SAの単位時間当たりの変化量が所定の値以上になった場合に行われても良い。
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.
また、操舵考慮モードへの移行は、ステアリングハンドル10の操舵角度SAに基づいて行われる場合に限らず、目標走行経路TLに基づいて行われ、操舵考慮モードでの操舵制御においてステアリングハンドル10の操舵角度SAが考慮されても良い。この場合、操舵考慮モードへの移行は、例えば、隣り合う外側周回経路ORL(経路要素)の交点(進行方向変更の開始位置)の前後の経路要素のなす角度、または、隣り合う外側周回経路ORL(経路要素)の交点(進行方向変更の開始位置)の前後の経路要素に対応する目標方位TDのなす角度が、所定の角度以上の場合に行われる。そして、隣り合う外側周回経路ORL(経路要素)の交点の前後の経路要素のなす角度、または、目標方位TDのなす角度が、所定の角度以上の場合、走行制御部37は、操舵考慮モードに移行し、操舵角度SAを考慮して進行方向変更の開始位置の手前から進行方向変更を開始する。
Further, 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. In this case, 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. Then, when the angle formed by the route elements before and after the intersection of the adjacent outer loop routes ORL (route elements) or the angle formed by the target heading TD 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.
なお、操舵考慮モードにおいて、隣り合う外側周回経路ORL(経路要素)の交点より手前から進行方向変更が開始される例について説明したが、操舵考慮モードにおいて、進行方向変更の開始位置は変更されず、進行方向変更後の外側周回経路ORLにおける目標方位TDへ機体1の進行方向を変更する操舵制御が通常モードに比べて急峻に行われても良い。
In the steering consideration mode, an example has been described in which the change in traveling direction is started from before the intersection of the adjacent outer loop paths ORL (path elements), but in the steering consideration mode, the starting position for changing the traveling direction is not changed. , 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.
また、操舵考慮モードは、圃場FLの角部における進行方向変更等、任意の進行方向変更の際に実施される。
In addition, 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.
例えば、図4に示すように、圃場FLの角部においては、ステアリングハンドル10が操作されながら前進と後進とが繰り返される。
For example, as shown in FIG. 4, at the corner of the field FL, forward and reverse are repeated while the steering handle 10 is operated.
既走走行経路である外側周回経路ORLでの自動走行の際に、走行制御部37は、操舵状況として、ステアリングハンドル10が操作されながら前進と後進とが行われた走行であることを確認した場合に、進行方向変更が行われた箇所であると判断し、操舵考慮モードに移行することができる。また、走行制御部37は、操舵考慮モードにおいて、操舵状況である前進と後進およびその際のステアリングハンドル10の操作量(操舵角度SA・操舵角度SAの変化量等)に応じて、早期に操舵制御を開始したり、急峻に操舵を行ったりする等の操舵制御を行うことができる。
During the automatic traveling on the outer loop route ORL, which is the already traveled traveling route, 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.
〔実施形態1の別実施形態〕(1)操舵考慮モードは、操舵制御を調整する構成に限らず、目標走行経路TLを補正する構成であっても良い。つまり、進行方向変更後の目標走行経路TL(外側周回経路ORL)に沿って精度良く自動走行を行うために、走行制御部37は、進行方向変更前後の外側周回経路ORL(経路要素)を滑らかに繋ぐように、進行方向変更前後の外側周回経路ORL(経路要素)を、操舵状況に基づいて補正しても良い。
[Another embodiment of the first embodiment] (1) 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.
例えば、図4に示すように、圃場FLの角部においては、外周走行の際には、走行軌跡ML2,走行軌跡ML3,走行軌跡ML4のような軌跡でステアリングハンドル10が操作されながら前進と後進とが行われる。しかしながら、目標走行経路TLにおける外側周回経路ORL(経路要素)は、上述のように、走行軌跡ML1および走行軌跡ML5の近似直線として求められる。そのため、適切な進行方向変更が困難となり、精度良く目標走行経路TLに沿った自動走行が行えない場合があった。
For example, as shown in FIG. 4, in the corner portion of the field FL, 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. However, 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.
また、図5に示すように、圃場FLの外周辺が屈曲した領域においては、外周走行の際には、走行軌跡ML7のような軌跡でステアリングハンドル10が操作されながら進行方向変更が行われる。しかしながら、目標走行経路TLにおける外側周回経路ORL(経路要素)は、上述のように、走行軌跡ML6および走行軌跡ML8の近似直線として求められる。そのため、適切な進行方向変更が困難となり、精度良く目標走行経路TLに沿った自動走行が行えない場合があった。
In addition, as shown in FIG. 5, in the area where the outer circumference of the field FL is curved, 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. However, 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.
本実施形態における操舵考慮モードでは、走行制御部37は、外周走行におけるステアリングハンドル10の操作状況から外周走行における走行経路を予測する。そして、走行制御部37は、予測された走行経路に基づいて、進行方向変更前後の経路要素を滑らかに繋ぐように、進行方向変更前後の経路要素および目標方位TDを補正する。
In the steering consideration mode of the present embodiment, 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.
このような構成により、走行経路の交点において急激に目標方位TDが切り替わるような場合でも、徐々に目標方位TDが切り替わるように目標走行経路TLが補正されるため、適切に進行方向変更を行い、精度良く目標走行経路TLに沿った自動走行を行うことができる。
With such a configuration, even when the target heading TD is suddenly switched at the intersection of the driving routes, 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.
(2)操舵考慮モードは、操舵制御を調整する構成に限らず、操舵状況に基づいて、進行方向変更の際の目標走行経路TLが生成される構成であっても良い。
(2) 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.
走行経路算出部35は、目標走行経路TLを生成する際に、記憶部40に記憶された操舵角度SA(操舵状況)を読み出し、上述のように操舵考慮モードに移行すべき進行方向変更箇所を検出する。走行経路算出部35は、操舵考慮モードに移行すべきと判断した進行方向変更箇所における目標走行経路TLの生成の際に、操舵考慮モードとして、操舵状況に基づいて、進行方向変更に係る経路要素および目標方位TDを含む目標走行経路TLを生成する。
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.
例えば、外周走行において図5に示すような前進による進行方向変更が行われた場合、図8に示すように、走行経路算出部35は、操舵考慮モードとして、走行軌跡ML7に係る走行での操舵状況に基づいて、走行軌跡ML7に沿うような2つの外側周回経路ORLを繋ぐ1または複数の方向変更経路TLR(既走走行経路)を生成する。方向変更経路TLRは、経路要素と経路要素に対応する目標方位TDとを含む。
For example, when the traveling direction is changed by moving forward as shown in FIG. 5 during outer circumference traveling, as shown in FIG. Based on the situation, one or a plurality of direction changing routes TLR (already traveled routes) connecting the two outer circuit routes ORL along the traveling locus ML7 are generated. The direction change route TLR includes a route element and a target heading TD corresponding to the route element.
走行経路算出部35は、外側周回経路ORLの生成の際に用いられなかった機体の位置Pの少なくとも一部を順に繋いて方向変更経路TLR(既走走行経路)を生成する。
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).
同様に、外周走行において図4に示すような前進と後進による進行方向変更が行われた場合にも、走行経路算出部35は、走行軌跡ML2,走行軌跡ML3,走行軌跡ML4に沿った、1または複数の方向変更経路TLRを生成する。
Similarly, when the travel direction is changed by forward and backward travel as shown in FIG. Or generate multiple reorientation path TLRs.
このような方向変更経路TLRを生成することにより、外周走行における走行軌跡に近い目標走行経路TLを生成することができる。その結果、精度良く目標走行経路TLに沿った自動走行を行うことができる。
By generating such a direction change route TLR, it is possible to generate a target travel route TL that is close to the travel locus of the outer circumference travel. As a result, automatic travel along the target travel route TL can be performed with high accuracy.
ここで、外周走行において、障害物OBを避けるために進行方向変更が行われる場合がある。実際の自動走行でも、障害物OBを回避する必要があるため、目標走行経路TLとして、方向変更経路TLRを生成することが適切である。
Here, 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.
例えば、図9に示すように、障害物OBを回避するように、ステアリングハンドル10が操作されながら前進と後進とが繰り返されることにより進行方向変更が行われた場合、走行経路算出部35は、進行方向変更の走行軌跡に沿うような方向変更経路TLRを、操舵状況に基づいて生成する。
For example, as shown in FIG. 9, when the traveling direction is changed by repeating forward and backward movement while operating the steering handle 10 so as to avoid an obstacle OB, 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.
このような構成により、目標走行経路TLは、障害物OBを回避する経路として生成され、目標走行経路TLに沿った自動走行を行うことにより、障害物OBを回避する自動走行を行うことができる。
With such a configuration, 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. .
(3)実施形態1および上記各別実施形態において、操舵状況は、ステアリングハンドル10の操作角度(操舵角度SA)やステアリングハンドル10の操作量(操舵角度SAの変化量等)とすることができる。また、操舵考慮モードへの移行は、操舵状況に限らず、操舵状況、車輪状況、および機体方位状況の少なくともいずれかを考慮して行われても良い。車輪状況は、前輪12Aの操舵角度SA(切れ角)や、左右の前輪12Aの回転数差である。機体方位状況は機体1の進行方向の変化状況であり、機体の位置Pの変化から求められる手動走行での走行軌跡における機体1の進行方向の変化から求められても良く、目標走行経路TLにおける目標方位TDの差から求められても良い。この場合、制御ユニット30は、車輪状況および機体方位状況を取得する状況取得部を備える。操舵状況取得部50は、状況取得部の一例であり、状況取得部は、操舵状況、車輪状況、および機体方位状況の少なくともいずれかを取得する。さらに、車輪12に代わり走行装置としてクローラが設けられる場合には、車輪状況として、左右のクローラの回転数差が取得される。また、ステアリングハンドル10に代わり操作レバー等の操舵操作具が用いられても良く、操舵操作具の操作角度・操作量を操舵状況として用いることもできる。
(3) In the first embodiment and each of the other embodiments described above, 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.). . Moreover, 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. In this case, 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. Furthermore, when 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. Further, 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.
(4)実施形態1および上記各別実施形態において、操舵考慮モードを実施する既走走行経路は、外周走行の走行経路に沿った経路要素のみならず、作業走行の以前に圃場FLを走行した際の走行経路に沿った経路要素であっても良い。例えば、前年以前の田植作業において走行した内部往復経路IPLや内側周回経路IRLが今回行う作業走行の目標走行経路TLとされても良い。その場合、前年以前の内部往復経路IPLや内側周回経路IRLの走行の際の操舵状況が操舵考慮モードにおいて利用される。
(4) In the first embodiment and each of the above-described different embodiments, 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. For example, 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.
〔実施形態2〕
以下、図2,図10,図11を用いて、実施形態2に係る操舵制御について説明する。 [Embodiment 2]
The steering control according to the second embodiment will be described below with reference to FIGS. 2, 10, and 11. FIG.
以下、図2,図10,図11を用いて、実施形態2に係る操舵制御について説明する。 [Embodiment 2]
The steering control according to the second embodiment will be described below with reference to FIGS. 2, 10, and 11. FIG.
本実施形態では、目標走行経路TLに沿った自動走行の際に、現在走行中の経路要素である走行中経路要素LCにおける目標方位TD(走行中目標方位)と、以降に通過する予定の1または複数の経路要素(走行先経路要素LA)における目標方位TD(走行先目標方位)とが合成されて合成目標方位TDMが生成され、現在走行中の経路要素において、合成目標方位TDMに機体1(図1参照)の進行方向を一致させるように、自動走行(自動操舵)が制御される。
In this embodiment, when automatically traveling along the target travel route TL, the target heading TD (driving target heading) in the running route element LC, which is the currently running route element, Alternatively, the target headings TD (destination target headings) of a plurality of route elements (destination route elements LA) are synthesized to generate a composite target heading TDM, and in the currently traveling route element, 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).
例えば、走行制御部37は、走行中目標方位と次に通過する(進行方向に隣接する)経路要素(走行先経路要素LA)における走行先目標方位とを合成して合成目標方位TDMを生成し、記憶部40に記憶する。そして、走行制御部37は、現在走行中の位置において、機体1の進行方向が合成目標方位TDMに一致するように、自動走行(自動操舵)を制御する。
For example, 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.
このような構成により、走行先経路要素LAの目標方位TD(走行先目標方位)が加味されて進行方向変更が行われるため、進行方向変更箇所において、急激に進行方向変更が開始されることが抑制される。
With such a configuration, 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.
上記構成において、さらに、進行方向変更の前後の経路要素の長さが所定の長さ以下の場合のみ、走行制御部37は合成目標方位TDMを生成する構成であっても良い。
In the above configuration, 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.
あるいは、走行制御部37は、走行中目標方位および走行先目標方位を所定の案文率で合成し、案分率を、現在の機体の位置Pと次に走行する経路要素である走行先経路要素LA(進行方向変更の開始点)との距離に応じて決定しても良い。
Alternatively, 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).
この場合、図10に示すように、現在の機体の位置Pが走行先経路要素LAに近づく程、走行先目標方位の案文率が高くなる。例えば、現在の機体の位置Pから走行先経路要素LAまでの距離がn1である場合、走行中目標方位の案文率:走行先目標方位の案文率=80%:20%となり、n2(<n1)である場合、走行中目標方位の案文率:走行先目標方位の案文率=70%:30%となり、n3(<n2)である場合、走行中目標方位の案文率:走行先目標方位の案文率=60%:40%となり、走行中経路要素LCの終端部では、走行中目標方位の案文率:走行先目標方位の案文率=50%:50%となる。
In this case, as shown in FIG. 10, the closer the current position P of the aircraft is to the destination route element LA, the higher the draft rate of the destination target azimuth. For example, when the distance from the current aircraft position P to the destination route element LA is n1, the formula rate of the target heading during travel: the formula rate of the destination target heading = 80%: 20%, n2 (<n1 ), the draft rate of the target heading while driving: the draft rate of the target heading of the destination = 70%: 30%, and n3 (<n2), the draft rate of the target heading during driving: the draft rate of the destination target heading At the end of the running route element LC, the draft sentence ratio of the target heading during travel:the draft draft ratio of the destination target heading is 50%:50%.
このような構成により、走行先経路要素LAから離れた位置においては、走行先目標方位の影響が小さくなるため、徐々に合成目標方位TDMが走行先目標方位に近づくようになり、急峻な進行方向変更が抑制されて適切に進行方向変更が行われる。その結果、走行先経路要素LAから機体1が外れることが抑制され、精度良く目標走行経路TLに沿った自動走行が行われる。そのため、走行先経路要素LAに対して機体1が外側に膨らむことが抑制され、圃場FLの畦や障害物OB(図9参照)等と接触することが抑制される。
With such a configuration, 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. As a result, 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.
なお、走行制御部37は、複数の走行先目標方位が合成される場合、走行中経路要素LCから離れる走行先目標方位程、案文率を低く設定する。
It should be noted that, when a plurality of destination target azimuths are synthesized, the travel control unit 37 sets the draft rate lower for the destination target azimuth further away from the traveling route element LC.
〔実施形態2の別実施形態〕(1)実施形態2において、図11に示すように、走行制御部37は、走行中経路要素LCまたは、走行中経路要素LCおよび走行先経路要素LAを、所定の距離毎に分割し、複数の所定の長さの分割経路要素TLDを生成しても良い。走行制御部37は、それぞれの分割経路要素TLDの分割目標方位TDDを、分割元である走行中経路要素LCまたは走行先経路要素LAの目標方位TDとする。
[Another Embodiment of 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.
そして、走行制御部37は、少なくとも進行方向変更前後の分割経路要素TLDにおいて、分割目標方位TDDを合成して合成目標方位TDMを生成する。走行制御部37は、走行中の分割経路要素TLDにおいて、機体1の進行方向が合成目標方位TDMとなるように自動走行(自動操舵)を制御する。
Then, 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.
なお、上記実施形態2のように、走行制御部37は、合成目標方位TDMの生成に際し、案分率を設けても良く、案分率を進行方向変更箇所までの距離に応じて変更しても良い。
Note that, as in the second embodiment, 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.
以上のように、経路要素を分割して分割経路要素TLDを生成し、分割経路要素TLDに対して合成目標方位TDMを生成することにより、より進行方向変更の近傍において操舵制御を行うことができ、過剰に走行先目標方位に影響されることなく、より適切な合成目標方位TDMを生成することができる。その結果、より精度良く目標走行経路TLに沿った自動走行を行うことができる。
As described above, by dividing the route element to generate the divided route element TLD and generating the synthesized target heading TDM for the divided route element TLD, 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.
(2)上記別実施形態(1)において、分割経路要素TLDの長さは可変であっても良い。例えば、分割経路要素TLDの長さは進行方向変更箇所に近づくほど短くしても良い。これにより、過剰に走行先目標方位に影響されることなく、より精度良く合成目標方位TDMを生成することができる。
(2) In the above alternative embodiment (1), the length of the split path element TLD may be variable. For example, the length of the divided path element TLD may be shortened as it approaches the direction change point. As a result, the composite target azimuth TDM can be generated with higher accuracy without being excessively affected by the destination target azimuth.
また、これとは別に、あるいはこれと同時に、分割経路要素TLDの長さは、走行先経路要素LAの走行先目標方位と走行中経路要素LCの走行中目標方位との方位差が大きいほど長くしても良い。これにより、進行方向変更の角度が大きいほど、進行方向変更の手前から操舵制御を開始することができ、より精度良く目標走行経路TLに沿った自動走行を行うことができる。
Apart from this, or at the same time, 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.
(3)上記実施形態2、および別実施形態(1),(2)において、合成目標方位TDMは走行制御部37が合成する構成に限らず、走行経路算出部35等、任意の機能ブロックが合成しても良い。同様に分割経路要素TLDの生成も走行制御部37が生成する構成に限らず、走行経路算出部35等、任意の機能ブロックが合成しても良い。
(3) In the second embodiment and the other embodiments (1) and (2), 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.
〔別実施形態〕(1)別実施形態を含む各実施形態において、制御ユニット30を構成する各機能ブロックのうちの一部または全部は、機体1に設けられる構成に限らず、情報端末5または、機体1と通信可能な状態で機体1の外部に設けられる管理コンピュータ等に設けられても良い。
[Another Embodiment] (1) In each embodiment including another embodiment, some or all of the functional blocks that make up the control unit 30 are not limited to the configuration provided in the aircraft 1, and the information terminal 5 or , may be provided in a management computer or the like provided outside the machine body 1 in a state where communication with the machine body 1 is possible.
(2)別実施形態を含む各実施形態において、制御ユニット30は上記のような機能ブロックから構成されるものに限定されず、任意の機能ブロックから構成されても良い。例えば、制御ユニット30の各機能ブロックはさらに細分化されても良く、逆に、各機能ブロックの一部または全部がまとめられても良い。また、制御ユニット30の機能は、上記機能ブロックに限らず、任意の機能ブロックが実行する方法により実現されても良い。また、制御ユニット30の機能の一部または全部は、ソフトウエアで構成されても良い。ソフトウエアに係るプログラムは、記憶部40等の任意の記憶装置に記憶され、制御ユニット30が備えるCPU等のプロセッサ、あるいは別に設けられたプロセッサにより実行される。
(2) In each embodiment including another embodiment, the control unit 30 is not limited to those configured from the above functional blocks, and may be configured from arbitrary functional blocks. For example, 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. Also, 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. Also, 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.
本発明は、田植機に限らず、コンバインやトラクタを始め、作業地を自動走行する各種の作業車の自動走行に適用することができる。
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.
1 機体
33 機体位置算出部
35 走行経路算出部
37 走行制御部
LA 走行先経路要素
LC 走行中経路要素
P 機体の位置
TD 目標方位
TDD 分割目標方位
TDM 合成目標方位
TL 目標走行経路
TLD 分割経路要素
1airframe 33 airframe position calculator 35 travel route calculator 37 travel control section LA travel destination route element LC travel route element P position of airframe TD target heading TDD divided target heading TDM composite target heading TL target driving route TLD divided route element
33 機体位置算出部
35 走行経路算出部
37 走行制御部
LA 走行先経路要素
LC 走行中経路要素
P 機体の位置
TD 目標方位
TDD 分割目標方位
TDM 合成目標方位
TL 目標走行経路
TLD 分割経路要素
1
Claims (6)
- 目標走行経路に沿って自動走行を行う作業車の自動走行制御システムであって、
前記作業車の機体の位置および走行方位を算出する機体位置算出部と、
前記目標走行経路を生成する走行経路算出部と、
前記機体の位置および前記走行方位に基づいて前記目標走行経路に沿って前記作業車が走行するように制御する走行制御部とを備え、
前記走行経路算出部が生成する前記目標走行経路は、複数の経路要素とそれぞれの前記経路要素において前記目標走行経路に沿う方位である目標方位とを含み、
前記走行制御部は、前記作業車の前記機体の位置に対応する前記経路要素における前記目標方位である走行中目標方位と、以降に通過する予定の1または複数の前記経路要素である走行先経路要素のそれぞれに対応する前記目標方位である走行先目標方位とを合成して合成目標方位を生成し、前記経路要素における前記作業車の前記走行方位が前記合成目標方位となるように自動走行制御を行う自動走行制御システム。 An automatic travel control system for a work vehicle that automatically travels along a target travel route,
a machine body position calculation unit that calculates the machine body position and traveling direction of the work vehicle;
a travel route calculation unit that generates the target travel route;
a travel control unit that controls the work vehicle to travel along the target travel route based on the position of the machine body and the travel orientation;
The target travel route generated by the travel route calculation unit includes a plurality of route elements and a target orientation that is an orientation along the target travel route in each of the route elements,
The traveling control unit controls a traveling target orientation, which is the target orientation in the route element corresponding to the position of the machine body of the work vehicle, and a travel destination route, which is one or more of the route elements to be passed later. a destination target azimuth that is the target azimuth corresponding to each of the elements is synthesized to generate a synthetic target azimuth, and automatic travel control is performed so that the travel azimuth of the work vehicle in the route element becomes the synthetic target azimuth. automatic driving control system. - 前記合成目標方位は、それぞれの前記走行先目標方位および前記走行中目標方位が所定の案分率で合成され、それぞれの前記走行先目標方位の前記案分率は現在の前記機体の位置が前記走行先経路要素に近づくほど高くなる請求項1に記載の自動走行制御システム。 The synthesized target bearing is obtained by synthesizing the destination target bearing and the running target bearing at a predetermined proportional ratio, and the proportional ratio of each of the destination target bearings is the current position of the aircraft. 2. The automatic cruise control system according to claim 1, wherein the closer the destination route element is, the higher the height becomes.
- 前記合成目標方位は、次に通過する予定の前記走行先経路要素における前記走行先目標方位と前記走行中目標方位とが、前記走行先経路要素と前記機体の位置との距離に応じて決まる案分率で合成される請求項1に記載の自動走行制御システム。 The synthetic target heading is a plan in which the destination target heading in the destination route element to be passed next and the target heading during travel are determined according to the distance between the destination route element and the position of the aircraft. 2. The automatic cruise control system according to claim 1, which is synthesized in fractions.
- 前記案分率は、前記走行先目標方位と前記走行中目標方位との方位差に応じて可変し、前記走行先目標方位の前記案分率は前記方位差が大きいほど高くなる請求項2または3に記載の自動走行制御システム。 3. The proportional ratio varies according to a difference between the destination target heading and the running target heading, and the proportional ratio of the destination target heading increases as the heading difference increases. 3. The automatic cruise control system according to 3.
- 前記走行経路算出部は、それぞれの前記経路要素を所定の距離毎に分割して分割経路要素を設定し、前記分割経路要素毎に分割目標方位を生成し、
前記走行制御部は、隣り合う前記分割経路要素における前記分割目標方位を合成して前記合成目標方位を生成する請求項1に記載の自動走行制御システム。 The travel route calculation unit divides each of the route elements by a predetermined distance to set divided route elements, generates divided target headings for each of the divided route elements,
2. The automatic cruise control system according to claim 1, wherein the cruise control unit combines the split target azimuths of the adjacent split route elements to generate the combined target azimuth. - 前記距離は、前記走行先目標方位と前記走行中目標方位との方位差に応じて可変し、前記方位差が大きいほど長くなる請求項5に記載の自動走行制御システム。
6. The automatic cruise control system according to claim 5, wherein the distance is variable according to a bearing difference between the destination target bearing and the running target bearing, and the distance increases as the bearing difference increases.
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JP2001255937A (en) * | 2000-03-10 | 2001-09-21 | Toshiba Corp | Automatic traveling controller for vehicle |
JP2002358122A (en) * | 2001-05-31 | 2002-12-13 | Yanmar Agricult Equip Co Ltd | Agricultural work vehicle |
WO2019054057A1 (en) * | 2017-09-14 | 2019-03-21 | ヤンマー株式会社 | Autonomous travel system for work vehicle |
WO2021145046A1 (en) * | 2020-01-14 | 2021-07-22 | 株式会社クボタ | Agricultural work vehicle |
WO2021145009A1 (en) * | 2020-01-14 | 2021-07-22 | 株式会社クボタ | Traveling path management system for work vehicle |
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Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2001255937A (en) * | 2000-03-10 | 2001-09-21 | Toshiba Corp | Automatic traveling controller for vehicle |
JP2002358122A (en) * | 2001-05-31 | 2002-12-13 | Yanmar Agricult Equip Co Ltd | Agricultural work vehicle |
WO2019054057A1 (en) * | 2017-09-14 | 2019-03-21 | ヤンマー株式会社 | Autonomous travel system for work vehicle |
WO2021145046A1 (en) * | 2020-01-14 | 2021-07-22 | 株式会社クボタ | Agricultural work vehicle |
WO2021145009A1 (en) * | 2020-01-14 | 2021-07-22 | 株式会社クボタ | Traveling path management system for work vehicle |
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