JP7084862B2 - Driving support device, work vehicle equipped with driving support device, and driving support method - Google Patents

Description

The present invention relates to, for example, a travel support device for traveling a work vehicle such as a tractor, a work vehicle provided with the travel support device, and a travel support method.

Conventionally, the technique shown in Patent Document 1 is known as a technique for creating a traveling route (planned traveling route) for automatically traveling a work vehicle such as a tractor. In Patent Document 1, the travel path generation unit generates an inner travel path including a straight path and a U-turn path connecting the straight paths to each other, and an orbital travel path for orbiting the outer peripheral region of the field.

JP-A-2018-116608

In Patent Document 1, although a travel route (scheduled travel route) can be created by the travel route generation unit, once the planned travel route is created, the planned travel route cannot be changed during automatic driving. Is the reality. In particular, if the work vehicle automatically travels while being deviated from the planned travel route, there is a risk that an unworked portion may occur in the field.

Therefore, in view of the above problems, the present invention has a travel support device capable of suppressing the occurrence of an unworked portion due to automatic traveling deviating from the planned travel route, a work vehicle provided with the travel support device, and traveling. The purpose is to provide a support method.

The technical means of the present invention for solving this technical problem is characterized by the following points.
The travel support device is a travel support device that creates a planned travel route for a traveling vehicle to which a work device is connected, and is a travel support device that creates an actual position of the traveling vehicle when the traveling vehicle automatically travels and the actual position of the traveling vehicle at the time of the automatic traveling. A route creation unit that corrects the travel schedule route before the automatic travel is provided based on the travel schedule route, and the route creation unit has a plurality of travel schedule routes as the travel schedule route on a field map showing a predetermined field. Of the route creation unit that creates a travel route and the plurality of travel routes created by the route creation unit, the automatic travel route is based on the first travel route on which the traveling vehicle has automatically traveled and the actual position. It has a route correction unit that corrects the shape of the second travel route before traveling so as to have a shape along the automatic work locus obtained at the actual position .

The route correction unit corrects the second travel route adjacent to the first travel route.

The route correction unit corrects the second travel route based on the deviation between the first travel route and the actual position.
The route correction unit corrects the second travel route by including the deviation with respect to the second travel route created by the route creation unit.
When a plurality of the second travel paths exist, the route correction unit sets the value to be included in the second travel route farthest from the first travel route into the second travel route closest to the first travel route. Make it smaller than the value to be included.

In the route correction unit, the distance between the actual position and the corrected second travel path is larger than the distance between the actual position and the second travel path before correction. The deviation is included to correct the second travel path so as to approach the distance between the vehicle and the second travel path before the correction.
The route correction unit performs the second travel route so that the deviation between the second travel route before correction and the second travel route after correction approaches the deviation between the first travel route and the actual position. On the other hand, by including the deviation, the second traveling route is corrected.
The travel support method is a travel support method for creating a travel schedule route for a traveling vehicle to which a work device is connected, and is a first step of creating a plurality of travel routes as the travel schedule route on a field map showing a predetermined field. Of the second step of acquiring the actual position of the traveling vehicle when the traveling vehicle automatically travels and the plurality of traveling routes created in the first step, the traveling vehicle performs the automatic traveling. Based on the first travel path performed and the actual position acquired in the second step, the second travel path before the automatic travel has a shape along the automatic work locus obtained at the actual position. It is provided with a third step of correcting to be .

According to the present invention, it is possible to suppress the occurrence of an unworked portion due to the automatic traveling deviating from the planned traveling route.

It is a figure which shows the block diagram of the work vehicle provided with the traveling support device. It is a figure which shows the elevating device. It is a figure explaining the automatic running. It is a figure which shows an example of the map registration screen M1. It is a figure which obtains the contour H1 (field map MP2) of a field from a travel locus K1. It is a figure which obtains the contour H1 (field map MP2) of a field from the inflection point of a running locus K1. It is a figure which obtains the contour H1 (field map MP2) from the switch operation at the time of traveling. It is a figure which shows an example of a route setting screen M3. It is a figure which created the unit work area A3n in the work area A2. It is a figure which shows the unit work section A3n different from FIG. 7A. It is a figure which shows the making of the straight part Lna and the swivel part Lnb. It is a figure when the automatic work locus K11 deviates from the travel schedule line L1 and travels. It is explanatory drawing explaining the influence when the automatic work locus K11 deviates from the travel schedule line L1. It is explanatory drawing explaining the modification of the 2nd travel path of the travel schedule line L1. It is a figure which shows the driving support method. It is a figure which shows an example of the work screen M21. It is a side view of the tractor.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows a block diagram of a work vehicle provided with a travel support device 100. The travel support device 100 is a device that provides support when a work vehicle such as a tractor is traveling. In this embodiment, the travel support device 100 is provided in the tractor 1, but devices other than the tractor 1, for example, a portable terminal (mobile terminal) such as a tablet, a smartphone, or a PDA, a personal computer, or a server. It may be a fixed terminal (fixed terminal) such as a fixed computer such as.

First, a tractor, which is one of the work vehicles, will be described.
As shown in FIG. 13, the tractor 1 includes a traveling vehicle 3 having a traveling device 7, a prime mover 4, and a transmission device 5. The traveling device 7 is a device having a front wheel 7F and a rear wheel 7R. The front wheel 7F may be a tire type or a crawler type. Further, the rear wheel 7R may also be a tire type or a crawler type. The prime mover 4 is a diesel engine, an electric motor, or the like. The transmission 5 can switch the propulsive force of the traveling device 7 by shifting, and can also switch between forward and reverse of the traveling device 7. A cabin 9 is provided in the traveling vehicle 3, and a driver's seat 10 is provided in the cabin 9.

Further, an elevating device 8 composed of a three-point link mechanism or the like is provided at the rear of the traveling vehicle 3. A working device 2 is attached to and detached from the elevating device 8. By connecting the working device 2 to the elevating device 8, the working device 2 can be towed by the traveling vehicle 3. The working device 2 includes a tilling device for cultivating, a ridge coating device for ridge coating, a ridge raising device for ridges, a fertilizer spraying device for spraying fertilizer, a pesticide spraying device for spraying pesticides, a harvesting device for harvesting, pasture, etc. A harvesting device for cutting grass, a spreading device for spreading grass, a grass collecting device for collecting grass, a molding device for molding grass, and the like.

As shown in FIG. 1, the tractor 1 includes a steering device 11. The steering device 11 includes a steering wheel (steering wheel) 11a, a rotation shaft (steering shaft) 11b that rotates with the rotation of the steering wheel 11a, and an auxiliary mechanism (power steering mechanism) 11c that assists the steering of the steering wheel 11a. is doing. The auxiliary mechanism 11c includes a hydraulic pump 21, a control valve 22 to which hydraulic oil discharged from the hydraulic pump 21 is supplied, and a steering cylinder 23 operated by the control valve 22. The control valve 22 is a solenoid valve that operates based on a control signal. The control valve 22 is, for example, a three-position switching valve that can be switched by moving a spool or the like. The control valve 22 can also be switched by steering the steering shaft 11b. The steering cylinder 23 is connected to an arm (knuckle arm) 24 that changes the direction of the front wheel 7F.

Therefore, when the steering wheel 11a is operated, the switching position and opening degree of the control valve 22 are switched according to the steering wheel 11a, and the steering cylinder 23 expands and contracts to the left or right according to the switching position and opening degree of the control valve 22. By doing so, the steering direction of the front wheels 7F can be changed. The steering device 11 described above is an example, and is not limited to the configuration described above.
As shown in FIG. 2, the elevating device 8 has a lift arm 8a, a lower link 8b, a top link 8c, a lift rod 8d, and a lift cylinder 8e. The front end portion of the lift arm 8a is swingably supported upward or downward on the rear upper portion of a case (transmission case) accommodating the transmission 5. The lift arm 8a swings (elevates) by being driven by the lift cylinder 8e. The lift cylinder 8e is composed of a hydraulic cylinder. The lift cylinder 8e is connected to the hydraulic pump via a control valve. The control valve is a solenoid valve or the like, and expands and contracts the lift cylinder 8e.

The front end portion of the lower link 8b is swingably supported upward or downward in the lower rear portion of the transmission 5. The front end portion of the top link 8c is swingably supported above or below the rear portion of the transmission 5 above the lower link 8b. The lift rod 8d connects the lift arm 8a and the lower link 8b. The working device 2 is connected to the rear portion of the lower link 8b and the rear portion of the top link 8c. When the lift cylinder 8e is driven (expanded / contracted), the lift arm 8a moves up and down, and the lower link 8b connected to the lift arm 8a via the lift rod 8d moves up and down. As a result, the working device 2 swings (up and down) upward or downward with the front portion of the lower link 8b as a fulcrum.

The tractor 1 includes a positioning device 40. The positioning device 40 can detect its own position (positioning information including latitude and longitude) by a satellite positioning system (positioning satellite) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, and Michibiki. That is, the positioning device 40 receives the satellite signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellite, and based on the satellite signal, the position of the tractor 1 (for example, latitude, longitude). That is, the vehicle body position is detected. The positioning device 40 has a receiving device 41 and an inertial measurement unit (IMU) 42. The receiving device 41 is a device having an antenna or the like and receiving a satellite signal transmitted from a positioning satellite, and is attached to the traveling vehicle 3 separately from the inertial measurement unit 42. In this embodiment, the receiving device 41 is attached to the cabin 9. The mounting location of the receiving device 41 is not limited to the embodiment.

The inertial measurement unit 42 includes an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The inertial measurement unit 42 is provided in the traveling vehicle 3, and the inertial measuring unit 42 can detect the roll angle, pitch angle, yaw angle, etc. of the traveling vehicle 3.
As shown in FIG. 1, the tractor 1 includes a control device 60. The control device 60 is a device that controls the traveling system, the working system, and the like in the tractor 1.

The control device 60 has an automatic traveling control unit 61 that controls the automatic traveling of the tractor 1. The automatic driving control unit 61 is composed of an electric / electronic circuit provided in the control device 60, a program stored in a CPU, and the like. When the automatic driving starts, the automatic driving control unit 61 controls the control valve 22 of the steering device 11 so that the traveling vehicle 3 travels along the planned traveling route L1. Further, the automatic traveling control unit 61 controls the vehicle speed (speed) of the tractor 1 by automatically changing the shift stage of the transmission, the rotation speed of the prime mover, and the like when the automatic traveling is started.

As shown in FIG. 3, when the deviation between the vehicle body position and the planned travel route L1 is less than the threshold value under the condition that the tractor 1 is automatically traveling, the automatic traveling control unit 61 has a steering shaft (rotation shaft). The rotation angle of 11b is maintained. When the deviation between the vehicle body position and the planned travel route L1 is equal to or greater than the threshold value and the tractor 1 is located on the left side of the planned travel route L1, the automatic travel control unit 61 has the steering direction of the tractor 1 on the right. The steering shaft 11b is rotated so as to be in the direction. When the deviation between the vehicle body position and the planned travel route L1 is equal to or greater than the threshold value and the tractor 1 is located on the right side of the planned travel route L1, the automatic travel control unit 61 has the steering direction of the tractor 1 on the left. The steering shaft 11b is rotated so as to be in the direction. In the above-described embodiment, the steering angle of the steering device 11 is changed based on the deviation between the vehicle body position and the planned travel route L1, but the direction of the planned travel route L1 and the progress of the tractor 1 (traveling vehicle 3). When the direction (traveling direction) direction (vehicle body orientation) F1 is different, that is, when the angle θg of the vehicle body orientation F1 with respect to the planned travel route L1 is equal to or greater than the threshold value, the automatic traveling control unit 61 has zero angle θg (vehicle body). The steering angle may be set so that the direction F1 matches the direction of the planned travel route L1). Further, the automatic traveling control unit 61 sets the final steering angle in automatic steering based on the steering angle obtained based on the deviation (positional deviation) and the steering angle obtained based on the azimuth (direction deviation). You may. The setting of the steering angle in the automatic steering in the above-described embodiment is an example and is not limited.

As described above, the control device 60 can automatically drive the tractor 1 (traveling vehicle 3).
Further, the control device 60 can perform manual ascending / descending control, automatic ascending / descending control, and the like. In the manual elevating control, the elevating device 8 controls elevating and lowering the work device 2 based on the operation of the elevating switch 72 connected to the control device 60. Specifically, the elevating switch 72 is provided around the driver's seat 10 and is a three-position changeover switch. When the elevating switch 72 is switched from the neutral position to one side, an ascending signal for elevating the elevating device 8 (lift arm 8a) is input to the control device 60. Further, when the elevating switch 72 is switched from the neutral position to the other, a descending signal for lowering the elevating device 8 (lift arm 8a) is input to the control device 60. When the control device 60 acquires an ascending signal, it outputs a control signal to the control valve to raise the elevating device 8, and when it acquires a descending signal, it outputs a control signal to the control valve to lower the elevating device 8. That is, the control device 60 can perform manual elevating control for elevating and elevating the elevating device 8 in response to the manual operation of the elevating switch 72.

Further, in the automatic ascending control, when the steering angle of the steering device 11 is equal to or more than a predetermined value, for example, the steering angle corresponding to turning, the elevating device 8 is automatically operated to ascend the working device 2. .. Specifically, the control device 60 is connected to the steering angle detecting device 70 and the changeover switch 71. The steering angle detecting device 70 is a device that detects the steering angle of the steering device 11. The changeover switch 71 is a switch for switching between valid / invalid of the automatic rise control, and is a switch that can be switched to ON / OFF. When the changeover switch 71 is ON, the automatic rise control is enabled, and when the changeover switch 71 is OFF, the automatic rise control is disabled.

When the automatic ascent control is effective and the steering angle detected by the steering angle detection device 70 is equal to or larger than the steering angle corresponding to turning, the control device 60 automatically raises and lowers the elevating device 8 by outputting a control signal to the control valve. Automatic ascending control is performed.
As described above, the control device 60 can control the tractor 1, for example, manual elevating control and automatic elevating control.

The travel support device 100 is a display device provided in the vicinity of the driver's seat 10. Hereinafter, the description will proceed assuming that the travel support device 100 is a display device.
The display device is a display device having a display unit 50 composed of any one of a liquid crystal panel, a touch panel, and other panels, and is a display device having a tractor 1 and a work device in addition to information for supporting the running of the tractor 1. Various information about 2 can be displayed.

The display device includes a map registration unit 101 and a map storage unit 102. The map registration unit 101 is composed of electrical / electronic parts provided in the display device, a program incorporated in the display device, and the like. The map storage unit 102 is composed of a non-volatile memory or the like. The map registration unit 101 registers the contour of a predetermined field, for example, the position corresponding to the contour of the predetermined field.

As shown in FIG. 4, when the operator (driver) performs a predetermined operation on the display device, the map registration unit 101 displays the map registration screen M1 on the display unit 50 of the display device. On the map registration screen M1, field identification information such as a map MP1 including a field, a vehicle body position VP1 of a tractor 1, a field name, and a field management number is displayed. In addition to the image data showing the field, the map MP1 is associated with position information such as latitude and longitude. When the tractor 1 enters the field and orbits in the field, the map registration screen M1 displays the current vehicle body position VP1 detected by the positioning device 40 when the tractor 1 orbits. When the orbit in the field by the tractor 1 is completed and the registration button 51 displayed on the map registration screen M1 is selected, as shown in FIG. 5A, the map registration unit 101 has a plurality of orbits when the tractor 1 orbits. The traveling locus K1 obtained by the vehicle body position is used as the field contour (outer shape) H1, and the field map MP2 represented by the contour H1 is registered together with the field identification information.

As shown in FIG. 5B, the map registration unit 101 calculates the inflection point from the traveling locus indicated by the vehicle body position VP1 and registers the contour K2 connecting the inflection points as the field contour H1 (field map MP2). Alternatively, as shown in FIG. 5C, when the tractor 1 orbits, the driver or the like designates the end of the field by a switch or the like provided on the tractor 1, and the contour K3 connecting the designated ends. May be registered as contour H1 (field map MP2). The above-mentioned field registration method is an example and is not limited. The outline of the field, that is, the field map MP2, may be the data shown by the position (latitude, longitude) or the data shown by the coordinate (X-axis, Y-axis) system, or in other expressions. It may be the data shown.

The map storage unit 102 stores the field map MP2 showing the contour (outer shape) registered by the map registration unit 101. That is, the map storage unit 102 stores the field map MP2 and data indicating the outline of the field (data for representing a predetermined field).
The display device (travel support device 100) can create a planned travel route L1 to be used when the tractor 1 is automatically traveled to a predetermined field. The travel support device 100 includes a route creation unit 105 that creates a planned travel route L1. The route creation unit 105 is composed of an electric / electronic circuit provided in the display device, a program stored in the display device, and the like.

As shown in FIG. 6, when the operator (driver) performs a predetermined operation on the display device, the route creation unit 105 displays the route setting screen M3. The route setting screen M3 includes a field input unit 80 and a route display unit 85. The field input unit 80 can input field identification information such as a field name and a field management number. The route display unit 85 displays a field map MP2 showing a predetermined field corresponding to the field identification information input to the field input unit 80. That is, the route creation unit 105 requests the map storage unit 102 for the field map MP2 corresponding to the field identification information input to the field input unit 80, and displays the field map MP2 transmitted from the map storage unit 102 in the field. Displayed on the unit 81. Further, the route display unit 85 displays the planned travel route L1 set in the field map MP2.

The route setting screen M3 includes a headland width input unit 82 for inputting the headland width W1 and a work width input unit 88 for inputting the work width W2. When the enter button 99 is selected after inputting the headland width W1 in the headland width input unit 82, the route creation unit 105 excludes the headland area A1 from the field map MP2 displayed on the route display unit 85. Display the work area A2. For example, the route creating unit 105 sets the area surrounded by the contour H2 formed by offsetting the contour H1 of the field map MP2 inward by the distance of the headland width W1 as the work area A2. In the route setting screen M3, the work area A2 is set in the field map MP2 by designating the position of the outline of the work area A2 on the field map MP2 displayed on the route display unit 85 by using a pointer or the like. You may.

Further, when the decision button 99 is selected after the work width W2 is input to the work width input unit 88, the route creation unit 105 has a plurality of predetermined fields, that is, a field map MP2 based on the work width W2. Create a unit work section A3n (n: number of unit work sections). Specifically, as shown in FIG. 7A, the route creation unit 105 divides the work area A2 in the vertical direction or the horizontal direction by the work width W2 to form a plurality of unit work sections A3n for performing work in the work device 2. Create in work area A2. That is, the route creation unit 105 creates a plurality of unit work sections A3n having the same width as the work width W2 in the work area A2. As shown in FIG. 7B, the route creation unit 105 may create a plurality of unit work sections A3n having a width W4 obtained by subtracting the overlap width W3 from the work width W2 in the work area A2. The overlap width W3 can be input on the route setting screen M3.

As described above, when the traveling vehicle 3 to which the work device 2 is connected is driven, the route creation unit 105 sets the minimum unit area in which the work is performed on the field by the work device 2 as the unit work section A3n. Set as. If the width (W2, W4) of the unit work section A3n is not divisible by an integer with respect to the length L40 of the work area A2 and a remainder is generated, the route creation unit 105 may use the unit work section A3n. The first or last unit work section A3n is set in the area including the remainder.

When the setting of the unit work section A3 is completed, the route creation unit 105 creates the planned travel route L1. The route creation unit 105 includes a route creation unit that creates a plurality of travel routes as the planned travel route L1 in the field map MP2. As shown in FIG. 8, the route creation unit includes, for example, a straight-ahead creation unit 105A that creates a straight-ahead unit (straight-ahead route) Lna (n = 1, 2, 3 ...) Where the traveling vehicle 3 travels straight. .. The straight-ahead creation unit 105A creates a straight-ahead portion Lna connecting both ends in the longitudinal direction in each of the plurality of unit work sections A3n (n = 1, 2, 3 ...). The positions XFn and YFm (n = 1,2,3 ..., m = 1,2,3 ...) At a predetermined position of the straight portion Lna, that is, the position data XFn and YFm indicating the latitude and longitude are the fields. It is associated with the position (latitude, longitude) of the map MP2. Further, in the route creation unit 105, the vehicle speed input to the vehicle speed input unit 97 displayed on the route setting screen M3 is assigned to the straight-ahead unit Lna.
Therefore, when the traveling vehicle 3 travels on the straight traveling portion Lna, the vehicle body position of the traveling vehicle 3 (the vehicle body position detected by the positioning device 40) is steered so as to match the straight traveling portion Lna, and the traveling vehicle 3 is steered so as to coincide with the straight traveling portion Lna. It will automatically drive at a vehicle speed corresponding to Lna.

The route creating unit may include, for example, a turning unit 105B that creates a turning unit (turning route) Lnb (n = 1, 2, 3 ...) Where the traveling vehicle 3 turns. The turning creation unit 105B creates a turning portion Lnb on an arc connecting the straight traveling portions Lna adjacent to each other among the plurality of straight traveling portions Lna in the headland area A1. The position of the swivel portion Lnb at a predetermined position, that is, the position data indicating the position is associated with the position (latitude, longitude) of the field map MP2.

As described above, the position data of the planned travel route (straight-ahead unit Lna, turn-around unit Lnb) L1 created by the route creation unit (straight-ahead creation unit 105A, turn creation unit 105B) is stored in the route storage unit 109 of the display device. Will be done. Further, the planned travel route L1 created by the route creation unit is displayed on the route display unit 85 together with the field map MP2.
FIG. 9A shows an example of a straight-ahead portion Lna created by a straight-ahead creation unit 105A, which is one of the route creation units, and an automatic work locus K11 of the traveling vehicle 3 when the vehicle is actually driven automatically. When the automatic traveling is performed, the automatic traveling control unit 61 steers the traveling vehicle 3, so that the automatic work locus K11 and the straight-ahead unit Lna coincide with each other. However, in the case of automatic traveling, the traveling vehicle 3 may travel while being totally displaced from the straight portion Lna for some reason, and in some cases, as shown in FIG. 9A, the automatic work locus K11 It may be arcuate. As a result, the work state (work mark) K12 of the work device 2 also becomes arcuate.

As shown in FIG. 9B, for example, the automatic work locus K11 (work mark K12) when the first straight-ahead portion L1a is automatically traveled has an arc shape, and the second straight-ahead portion L2 following the first straight-ahead portion L1a. When the automatic work locus K11 (work mark K12) when the vehicle automatically travels a is a straight line along the second straight portion L2a, an unworked portion K13 may occur. Therefore, in the case of automatic driving, if the straight traveling portion Lna at the time of automatic traveling and the automatic work locus K11 are different, the route creating unit 105 is the straight traveling portion Lna before the automatic traveling, that is, the traveling before the automatic traveling. Correct the planned route L1.

The route creation unit 105 includes a route correction unit 105G. The route correction unit 105G has a first travel route (straight-moving unit Lna) and a first travel route (straight-moving unit Lna) that have automatically traveled among a plurality of travel routes (straight-moving unit Lna) created by the route creation unit. Based on the actual positions XGn and YGm at the time of automatic driving, the second traveling path (straight-ahead portion Lna) before automatic driving is corrected. Further, the route correction unit 105G corrects the second travel route (straight-ahead portion Lna) based on the deviation ΔDnm between the first travel route (straight-traveling unit Lna) and the actual positions XGn and YGm. For example, the route correction unit 105G corrects the second travel route (straight-ahead portion Lna) by incorporating a deviation ΔDnm into the second travel route (straight-traveling unit Lna) created by the route creation unit. The route correction unit 105G has a second route correction unit 105G when the deviation ΔDnm between the positions XFn and YFm of the first travel route (straight-line unit Lna) and the actual positions XG1 and YGm is equal to or greater than a predetermined correction determination value. The traveling route (straight-traveling portion Lna) may be corrected. For example, when the cumulative value of the deviation ΔDnm is large and the automatic work locus K11 obtained at the actual positions XG1 and YGm deviates greatly from the straight portion Lna, or when the average value of the deviation ΔDnm is large and the automatic work locus K11 When the deviation from the straight-ahead portion Lna is large, the route correction unit 105G corrects the second traveling route (straight-ahead portion Lna). That is, the correction determination value is set to determine whether or not the automatic work locus K11 and the straight-ahead portion Lna are largely deviated from each other.

As shown in FIG. 10, five straight-moving portions Lna (n = 1, 2, 3 ... 5) are created, and after the automatic traveling of the first straight-moving portion L1a is completed, the first straight-moving portion L1a and thereafter are completed. The correction of the second to fifth straight portions L2a to L5a will be described as an example. In this case, the first traveling route is the first straight traveling portion L1a, and the second traveling route is the second to fifth straight traveling portions L2a to L5a.

When the automatic traveling of the first straight section L1a is completed, the route correction section 105G sets the positions of the first straight section L1a XFn, YFm (n = 1, m = 1, 2, 3 ...). The second to fifth straight portions L2a to L5a are corrected based on the actual positions XGn and YGm (n = 1, m = 1, 2, 3 ...) In the first straight portion L1a. The actual positions XGn and YGm are vehicle body positions detected by the positioning device 40 during automatic driving.

Specifically, the route correction unit 105G has the position of the straight portion L1a [(XF1, YF1), (XF1, YF2) ... (XF1, YF5)] and the actual position [(XG1, YG1), (XG1, YG2). ) ... (XG1, YG5)] and the deviation ΔD11, D12 ... D15). Further, the route correction unit 105G has a deviation ΔDnm (n = 1) at positions XFn and YFm (n = 2 to 5, m = 1, 2, 3 ...) Of the second to fifth straight portions L2a to L5a. ) Is included in the direction of the deviation to correct the second to fifth straight portions L2a to L5a. For example, when the left side is positive and the right side is negative with respect to the straight portion L1a, and the actual positions XG1 and YGm are shifted to the left with respect to the straight portion L1a, the second to fifth straight portions L2a to The deviation ΔDnm (n = 1) is subtracted from the positions XFn and YFm (n = 2 to 5, m = 1, 2, 3 ...) Of L5a. If the actual positions XG1 and YGm are displaced to the right with respect to the straight portion L1a, the positions XFn and YFm (n = 2 to 5, m = 1 to 5) of the second to fifth straight portions L2a to L5a are displaced. ) With the deviation ΔDnm (n = 1).

In the above-described embodiment, the route correction unit 105G has a deviation ΔDnm (n = 1) at the positions XFn and YFm (n = 2 to 5, m = 1 to 5) of the second to fifth straight portions L2a to L5a. ) Was uniformly included to correct the positions XFn and YFm (n = 2 to 5, m = 1 to 5) of the second to fifth straight sections L2a to L5a, but the second straight section. The value of the deviation ΔDnm (n = 1) included in L2a is made smaller than the value of the deviation ΔDnm (n = 1) included in the fifth straight portion L5a. That is, when there are a plurality of second travel routes, the route correction unit 105G sets the value (included value) to be included in the second travel route farthest from the first travel route to the second travel closest to the first travel route. Make it smaller than the value included in the route (included value). For example, in the second to fifth straight portions L2a to L5a, the inclusion value Fn (n = 2 to 5) = deviation ΔD1m × [1.0 − (2-n) × 0.1] is set. In other words, in the second travel path, the included value Fn is gradually reduced as the distance from the first travel path increases.

As described above, when the inclusion value Fn is gradually reduced as the distance from the first travel path increases in the second travel path by the route correction unit 105G, the second to fifth straight lines L2a to L5a gradually become straight lines. Can be shaped.
Further, in the above-described embodiment, when there are a plurality of traveling routes (straight-moving portion Lna), all the second traveling routes after the first traveling route are based on the first traveling route (straight-moving portion Lna) and the actual position. For example, the second to fifth second travel paths are corrected, but when a predetermined second travel route is used as a reference, the first travel route that is at least one before the second travel route is used as a reference. Then, the predetermined second traveling route may be corrected.

The second traveling route corrected by the route correction unit 105G, for example, the positions XFn and YFm (n = 2 to 5, m = 1 to 5) of the second to fifth straight parts L2a to L5a is the route storage unit 109. Is remembered in.
FIG. 11 is a diagram showing a travel support method for creating a travel schedule route L1 .

As shown in FIG. 11, after the start of automatic traveling (S90), every time the tractor 1 (traveling vehicle 3) automatically travels along the straight traveling portion Lna, that is, the automatic traveling of the nth straight traveling portion Lna is completed. Each time, the route correction unit 105G acquires the actual positions XGn and YGm (S91). The route correction unit 105G calculates the deviation ΔDnm between the positions XFn and YFm of the straight portion Lna and the actual positions XGn and YGm (S92). The path correction unit 105G determines whether or not the average value and the integrated value of the deviation ΔDnm are equal to or higher than the correction determination value (S93). That is, the route correction unit 105G determines whether or not the automatic work locus K11 and the straight-ahead unit Lna are largely deviated from each other.

When the average value and the integrated value of the deviation ΔDnm are equal to or larger than the correction determination value, the route correction unit 105G is based on the positions XFn and YF of the straight portion Lna of the planned travel route L1 and the actual positions XGn and YGm. The straight portion Lna of L1 is corrected (S94: correction processing). In the correction process S94, the n-th straight-traveling portion Lna when the average value and the integrated value of the deviation ΔDnm becomes equal to or more than the correction determination value is set as the first traveling path, and the straight-moving portion Lna other than the n-th straight-moving portion Lna is automatically used. The straight portion Lna before traveling is used as the second traveling route. In the correction process S94, the deviation ΔDnm in the first traveling path is included in the positions XFn and YF of the second traveling path to correct the positions XFn and YF of the second traveling path. That is, when the automatic work locus K11 greatly deviates from the straight-ahead portion Lna, the first is the first for all the second travel paths (straight-ahead portion Lna) after the first travel path corresponding to the dissociated straight-ahead portion Lna. By incorporating the deviation ΔDnm between the positions XFn and YF of the travel path and the actual positions XGn and YG, all the second travel paths (straight-ahead portion Lna) are corrected.

In the correction process S94, only the second travel path adjacent to the first travel path may be corrected. In the correction process S94, the n-th straight-traveling portion Lna when the average value and the integrated value of the deviation ΔDnm becomes equal to or higher than the correction determination value is set as the first traveling path, and the straight-growing portion Lna adjacent to the n-th straight-growing portion Lna is the first. 2 Travel routes. In the correction process S94, the deviation ΔDnm in the first traveling path is included in the positions XFn and YF of the second traveling path to correct the positions XFn and YF of the second traveling path. When the correction of the second traveling route is performed, the process returns to S91.

As described above, according to the driving support device, the work vehicle equipped with the driving support device, and the driving support method, when the automatic driving is performed, the actual position when the automatic driving is performed is deviated from the straight traveling portion Lna. In this case, the next straight-moving portion Lna can be corrected according to the deviation. Therefore, since the next straight-moving portion Lna can be shaped along the previous straight-moving portion Lna, even if the traveling vehicle 3 is displaced from the previous straight-moving portion Lna and automatically travels, no work is performed. Part K13 can be eliminated.

When performing automatic traveling, as shown in FIG. 12, the work screen M21 is displayed on the display device. The work screen M21 includes a work display unit 197. As described above, the work display unit 197 displays the planned travel route L1 created by the route creation unit 105, that is, the planned travel route L1 stored in the route storage unit 109. The work display unit 197 displays the planned travel route L1 obtained from the position data XFn and YFm of the straight unit Lna and the planned travel route L1 obtained from the position data of the turning unit Lnb for each of the plurality of unit work sections A3n. Further, the work display unit 197 displays the automatic work locus K11 obtained from the actual position XGn and YGm of the vehicle body position detected by the positioning device 40 when the automatic traveling is performed. The work display unit 197 may display the current position of the tractor 1 with respect to the planned travel route L1. As described above, the work display unit 197 displays the corrected travel schedule route L1 when the route correction unit 105G corrects the travel schedule route L1.

In the automatic traveling, when the second traveling route is corrected among the plurality of traveling routes, the automatic traveling control unit 61 automatically travels so that the traveling vehicle 3 follows the corrected second traveling route. For example, when the second straight-ahead portion L2a is corrected after the first straight-ahead portion L1a is automatically driven, the traveling vehicle 3 is automatically driven so as to follow the corrected straight-ahead portion L2a.
According to the above, since the corrected route (second traveling route) corrected for the planned traveling route L1 is displayed on the display device, it is possible to confirm the corrected route by looking at the display device during automatic driving. can.

It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the above description, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1: Work vehicle (tractor)
61: Automatic driving control unit 100: Driving support device 105: Route creation unit 105A: Straight-ahead creation unit (route generation unit)
105B: Turn creation unit (route generation unit)
105G: Route correction unit

Claims (9)

It is a travel support device that creates a planned travel route for a traveling vehicle to which a work device is connected.
A route creation unit that corrects the planned travel route before the automatic travel based on the actual position of the traveling vehicle when the traveling vehicle automatically travels and the planned travel route at the time of the automatic travel.
Equipped with
The route creation unit
A route creation unit that creates a plurality of travel routes as the planned travel route on a field map showing a predetermined field, and a route creation unit.
Of the plurality of travel routes created by the route creation unit, the second travel route before the automatic travel is based on the first travel route on which the traveling vehicle has automatically traveled and the actual position. A path correction unit that corrects the shape to follow the automatic work trajectory obtained at the actual position, and
The driving support device that has . The travel support device according to claim 1 , wherein the route correction unit corrects the second travel route adjacent to the first travel route. The travel support device according to claim 1 or 2 , wherein the route correction unit corrects the second travel route based on the deviation between the first travel route and the actual position. The travel support device according to claim 3 , wherein the route correction unit corrects the second travel route by incorporating the deviation into the second travel route created by the route creation unit. When a plurality of the second traveling routes exist, the route correction unit sets the value to be included in the second traveling route farthest from the first traveling route into the second traveling route closest to the first traveling route. The traveling support device according to claim 4 , wherein the value is smaller than the value to be included. In the route correction unit, the distance between the actual position and the corrected second travel path is larger than the distance between the actual position and the second travel path before correction. The travel support device according to any one of claims 3 to 5, wherein the deviation is included to correct the second travel route so as to approach the distance between the vehicle and the second travel route before correction. The route correction unit performs the second travel route so that the deviation between the second travel route before correction and the second travel route after correction approaches the deviation between the first travel route and the actual position. The traveling support device according to any one of claims 3 to 5, wherein the deviation is included to correct the second traveling route. The driving support device according to any one of claims 1 to 7 .
Traveling vehicle and
An automatic driving control unit that automatically travels the traveling vehicle based on the planned travel route,
A work vehicle equipped with. It is a travel support method that creates a planned travel route for a traveling vehicle to which work equipment is connected.
The first step of creating a plurality of travel routes as the planned travel routes on a field map showing a predetermined field, and
The second step of acquiring the actual position of the traveling vehicle when the traveling vehicle automatically travels, and
Among the plurality of travel paths created in the first step, the automatic travel is based on the first travel route in which the traveling vehicle automatically travels and the actual position acquired in the second step. The third step of correcting the shape of the second traveling path before performing the above so that the shape follows the automatic work locus obtained at the actual position, and
Driving support method equipped with.

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