KR20210016086A - Autonomous travel route generating system - Google Patents

Abstract

The autonomous travel path generation system generates an autonomous travel path 93 for autonomously driving a tractor in order to perform work on a predetermined work area 91. The autonomous travel path generation system includes a work area division unit and an autonomous travel path generation unit. The work area dividing unit divides the work area 91 into a plurality of divisions S. The autonomous travel path generation unit generates the autonomous travel path 93 to include a plurality of work paths 93A arranged in each of the divisions S divided by the work area division unit. The work area dividing unit can divide the work area 91 so that the number of work paths 93A included in each partition S is the same basic unit path number (if the number of skips is 1, 5).

Description

Autonomous driving route generation system {AUTONOMOUS TRAVEL ROUTE GENERATING SYSTEM}

The present invention relates to an autonomous driving route generation system for generating a driving route for autonomously driving a work vehicle.

Conventionally, an autonomous driving system has been known for autonomously driving a working vehicle according to a previously generated driving route. Patent document 1 discloses this kind of autonomous driving system. The agricultural work vehicle disclosed in this patent document 1 receives radio waves transmitted from a GPS satellite, obtains position information of the aircraft at set time intervals in a mobile communication device, and obtains displacement information and azimuth information of the aircraft from the gyro sensor and the orientation sensor. The steering actuator, shifting means, lifting actuator, PTO on/off means, engine controller, etc. are controlled so that the aircraft travels along a preset route based on these positional information, displacement information, and orientation information. It is provided with a control device as an automatic traveling means for working with the machine.

Japanese Patent Application Publication No. 2015-201155

When the agricultural work vehicle performs work while autonomously traveling on the pavement, although it is also disclosed in Patent Document 1, a plurality of straight work paths arranged at equal intervals are arranged one by one from one end to the other end in the arranged direction. It is widely practiced to run one after another to perform work. At this time, the agricultural work vehicle, after completing the work on a certain work path, returns from the edge of the pavement to reverse the travel direction, and performs work on the work path adjacent to the work path.

However, in such a travel path, when the above returns, due to circumstances such as the minimum turning radius of the work vehicle, a turning accompanying the front and rear direction change is required, thereby reducing the efficiency in some cases. Therefore, it is conceivable that the agricultural work vehicle, after completing the work on a certain work path, runs so as to perform work on the work paths skipped by 1 or 2, not the work path next to the work path (skip Driving). In this case, as the travel path of the agricultural work vehicle, for example, for a plurality of work paths, the work path is skipped from one end of the ordered direction and travels to reach the other end. Then, it is generated to return to the one side while driving the rest of the work path (skipping the work path where the work has been completed).

However, in the case of performing work while skip running on a wide pavement, if the work is stopped in the middle due to some circumstances, there are cases where the part where the work completed and the unworked point alternately appears over a wide range. In this case, it becomes difficult to grasp each of the point where the work has been completed and the point of the unwork in the pavement as an organized area, and smooth restart of the work becomes difficult. In addition, when the soil environment changes due to rain or the like before and after the interruption of the work, portions of different work quality are generated as a comb, and the work efficiency thereafter may be lowered.

Incidentally, the configuration in which the agricultural work vehicle is autonomously driven as described above exhibits favorable effects such as viability, especially when the pavement is large. However, for a pavement that is so wide that the work cannot be completed in one day, for example, it is necessary to consider the interruption of the work as described above, and there remains room for improvement.

The present invention has been made in view of the above circumstances, and the potential object thereof is that when a task by skip running is performed, even when the task is interrupted in the middle, the part where the task completed and the unworked point alternately appears. It is to provide an autonomous driving route generation system that can prevent widespread occurrence.

The problem to be solved of the present invention is as described above, and next, a means for solving this problem and its effects will be described.

According to the first aspect of the present disclosure, an autonomous travel route generation system having the following configuration is provided. That is, this autonomous travel path generation system generates a travel path for autonomously driving a work vehicle in order to perform work on a predetermined work area. This autonomous travel route generation system includes an area division unit and a route generation unit. The area dividing unit divides the work area into a plurality of divisions. The path generation unit generates the travel path to include a plurality of travel paths arranged in each of the divisions divided by the region dividing unit. The area dividing unit may divide the work area so that the number of the travel paths included in each of the divisions has the same predetermined value.

In this way, even in the case of performing the operation by skip running, it is possible to work sequentially from the end of the work area, using the divided small divisions as a unit. Accordingly, even when the work is interrupted in the middle, the portion in the work area where the work completed and unworked points alternately appear can be suppressed to a small range within the division. Therefore, the point where the work is completed is easy to become clear, and the work can be resumed smoothly. In addition, even when the soil environment changes due to rain or the like before and after the interruption of the work, it is possible to prevent the occurrence of comb teeth over a wide range of parts having different work quality.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, the route generation unit sets a work order for the plurality of travel routes based on reference values. When there are a plurality of the divisions having the same number of the travel routes as the predetermined value, the route generation unit sets the same work order for each of the corresponding travel routes between the divisions.

Thereby, since a certain work order can be set for the travel path in units of divisions, it is possible to realize regular skip travel and to simplify the generation process of the travel path.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, the area dividing unit divides the work area into a plurality of divisions to form a first division and a second division when the number of the travel paths included in the work area is not an integer multiple of the predetermined value. The number of the travel paths included in the first section is equal to the predetermined value. The number of the travel paths included in the second section is greater than the predetermined value.

As a result, since the number of included travel paths does not reach a predetermined value, it is possible to easily generate a travel path accompanying skip travel.

According to the second aspect of the present disclosure, an autonomous travel route generation system having the following configuration is provided. That is, this autonomous travel path generation system includes a travel direction setting unit and an obstacle outer periphery setting unit. The travel direction setting unit sets a travel direction of the work vehicle in the travel area. The obstacle outer circumference setting unit sets an obstacle outer circumference area for an obstacle in the travel area. The route generator may generate the traveling route including a plurality of the traveling routes formed along the traveling direction set by the traveling direction setting unit in the traveling area. The path generator may generate the travel path to include a first travel path, a bypass, and a second travel path. The first travel path is disposed along the driving direction. The bypass, while passing through the outer peripheral area of the obstacle, returns to the opposite side of the obstacle, with the end point of the first travel path as a starting point, and reaches a position on a virtual extension line extending the first travel path so as to penetrate the obstacle. The second travel path is disposed on the virtual extension line with the end point of the bypass as a starting point.

Accordingly, a travel path including the first travel path, the bypass, and the second travel path is created. Therefore, by autonomously traveling the work vehicle along this travel path, it is possible to drive the work vehicle to bypass the obstacle. In addition, since the bypass is arranged to pass through a pre-set outer peripheral area of the obstacle, the bypass is intentionally generated in consideration of the relationship with the entire driving path, so that the work by the working vehicle can be smoothly performed. In addition, in portions other than the detour, the traveling route can be a route along the traveling direction, and the algorithm for generating the autonomous traveling route can be simplified.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, when the path length of the bypass is less than a predetermined distance, the path generation unit may generate the travel path to include the first travel path, the bypass and the second travel path. Meanwhile, when the path length of the bypass is greater than or equal to a predetermined distance, the path generator may generate the travel path to include the first travel path, the return path, and the third travel path. The return path returns in front of the obstacle while passing through the outer peripheral area of the obstacle, using the end point of the first travel path as a starting point. The third travel path is disposed in parallel with the first travel path with the end point of the return path as a starting point.

Thereby, when the path length of the bypass becomes more than a predetermined distance, instead of a path bypassing the obstacle, a path returning in front of the obstacle can be generated as a travel path. Accordingly, it is possible to prevent the portion of the traveling route that does not contribute to the work from becoming excessively long.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, when the avoidance distance, which is a distance that the working vehicle must move in a direction perpendicular to the driving direction to avoid the obstacle, is less than a predetermined distance, the first driving path, the bypass, and the first It is possible to create the travel path to include two driving paths. Meanwhile, when the avoidance distance is greater than or equal to a predetermined distance, the route generation unit may generate a travel path to include the first travel path, the return path, and the third travel path. The return path returns in front of the obstacle while passing through the outer peripheral area of the obstacle, using the end point of the first travel path as a starting point. The third travel path is disposed in parallel with the first travel path with the end point of the return path as a starting point.

Accordingly, when the avoidance distance to be moved in a direction perpendicular to the driving direction in order to bypass the obstacle is greater than or equal to a predetermined distance, a path returning in front of the obstacle may be generated as a travel path instead of a path bypassing the obstacle. Accordingly, it is possible to prevent the portion of the traveling route that does not contribute to the work from becoming excessively long.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, when the number of turns or the turning angle in the detour is less than a predetermined value, the route generator may generate the traveling route to include the first traveling route, the detour and the second traveling route. On the other hand, the route generation unit may generate the travel path to include the first travel path, the return path and the third travel path when the number of turns or the turning angle in the bypass is greater than or equal to a predetermined value. . The return path returns in front of the obstacle while passing through the outer peripheral area of the obstacle, using the end point of the first travel path as a starting point. The third travel path is disposed in parallel with the first travel path with the end point of the return path as a starting point.

Accordingly, when the number of turns required to bypass the obstacle or the turning angle is more than a predetermined value, instead of the path bypassing the obstacle, a path returning in front of the obstacle can be created as a travel path. Accordingly, it is possible to prevent generation of a travel path having a large number of turns or turning angles, so that the operation can be performed smoothly.

In the autonomous driving route generation system, the route generating unit, when the obstacle is arranged in a road shape in the driving area, performs the detour circuit until the first driving route is reached. It is preferable to generate it so as to turn from the far side to the opposite side of the obstacle when viewed from the path.

Thus, even if the work vehicle is driven along the travel path, when bypassing the obstacle, the work vehicle does not reenter the area in which the work vehicle has traveled until it reaches the first travel path. Accordingly, the work vehicle can be driven by avoiding the obstacles so as not to affect the work performed on the work vehicle.

According to the third aspect of the present disclosure, an autonomous travel route generation system having the following configuration is provided. That is, this autonomous travel route generation system includes a route generation unit, a storage unit, an external environment information acquisition unit, a correction information calculation unit, and a correction route generation unit. The route generator generates the travel route. The storage unit stores the travel route generated by the route generation unit. The external environment information acquisition unit is formed in the work vehicle and acquires external environment information in the travel area. The correction information calculation unit calculates correction information for correcting the travel route based on the external environment information acquired by the external environment information acquisition unit. The correction route generation unit generates a correction route in which the travel route is corrected based on the correction information calculated by the correction information calculation unit, and stores the correction route in the storage unit.

Thereby, the travel route is corrected based on the external environment information acquired by the external environment information acquisition unit formed in the work vehicle. Accordingly, the driving route generated in advance can be corrected based on the current environment or the like. Moreover, by storing the correction route in the storage unit, the trouble of correcting the travel route after the next time can be eliminated.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, this autonomous travel route generation system includes a position information calculation unit that calculates the absolute position of the work vehicle. The correction information calculation unit is based on the location of the work vehicle calculated by the location information calculation unit and the location of the specific target when a specific target specified by the external environment information inhibits the work by the work vehicle. Thus, the correction information is calculated.

Thereby, when a specific object interferes with the work of the work vehicle, the presence or absence of the specific object or a position shift, etc. can be detected, and a correction path in which the shift or the like is corrected can be generated.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, this autonomous travel route generation system includes a position information calculation unit that calculates the absolute position of the work vehicle. When the position of the specific object specified by the external environment information is different from the position registered in advance in the storage unit by a threshold value or more, or when the specific object is not registered in the storage unit, the The correction information is calculated based on the location of the work vehicle calculated by the location information calculation unit and the location of the specific target.

Thereby, when the position of a specific object is shifted or a specific object that is not registered exists, the traveling route can be corrected.

According to a fourth aspect of the present disclosure, an autonomous travel route generation system having the following configuration is provided. That is, in a predetermined driving area, a travel path for autonomously driving a work vehicle including a body part and a work machine mounted on the body part is generated. This autonomous travel route generation system includes an offset setting unit and a route generation unit. The offset setting unit may set an offset direction and an offset distance of the reference point of the work machine with respect to the reference point of the vehicle body. The path generation unit may generate the travel path in the travel area based on a reference point of the work machine.

As a result, it is possible to generate a travel path in which a path passing through the reference point of the work machine and a path passing through the reference point of the vehicle body part are shifted. As a result, autonomous driving of the work vehicle can be applied to various types of work, for example, when driving while weeding the pavement.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, the travel area includes a first area in which a work is performed by the work machine and a second area set around the first area. The path generation unit generates the travel path in the first area based on a reference point of the work machine, and generates the travel path in the second area based on the reference point of the vehicle body part.

In this way, by making the reference of the position at the time of generating the autonomous driving route different between the working area and the non-working area, even when working by offsetting the work machine in the left-right direction with respect to the traveling body in the working area, the working area and In both the non-working areas, it is possible to simplify the process of generating an autonomous travel route.

In the above autonomous travel route generation system, it is preferable to have the following configuration. That is, this autonomous travel route generation system includes a start end position setting unit that sets the start position and end position of the work by the work vehicle in the travel area. When both the start position and the end position are set at the end of the travel area by the start end position setting unit, the path generation unit returns between the edge and the edge of the travel area as the travel path. While repeating, a return travel path from the start position to the end position is generated. When one of the start position and the end position is set at the end of the travel area by the start end position setting unit, and the other is set at the center of the travel area, the route generation unit may be configured as the travel route, A swirling circumferential travel path from the start position to the end position is created.

In this way, it is possible to appropriately select and generate from the two types of autonomous travel routes according to the work content or the like, thereby improving work efficiency.

Brief Description of the Drawings [Fig. 1] Fig. 1 is a conceptual diagram showing a state in which a robot tractor performs autonomous driving/autonomous work along an autonomous driving route generated on a pavement.
Fig. 2 is a side view showing an overall configuration of a robot tractor traveling along an autonomous travel path generated by the autonomous travel path generation system according to the first embodiment of the present disclosure.
3 is a plan view of a robot tractor.
Fig. 4 is a diagram showing a wireless communication terminal equipped with a main configuration of an autonomous driving route generation system.
Fig. 5 is a block diagram showing a main configuration of an electric system of the robot tractor and wireless communication terminal according to the first embodiment.
6 is a diagram showing a display example of a work vehicle information input screen displayed on a wireless communication terminal.
7 is a diagram showing a display example of a packaging information input screen displayed on a wireless communication terminal.
Fig. 8 is a diagram showing a display example of a job information input screen displayed on a wireless communication terminal.
Fig. 9 is a flow chart showing processing performed by an autonomous travel path generation unit when generating an autonomous travel path.
Fig. 10 is a diagram showing a state in which a plurality of work paths are arranged in a work area in order to generate an autonomous travel path for skip running.
Fig. 11 is a diagram showing a group consisting of a specific number of work paths that become a unit of work when skip running is performed.
Fig. 12 is a diagram showing a state in which a work area is divided and a plurality of divisions are generated.
Fig. 13 is a diagram showing a state in which a work area is divided, and a plurality of divisions including exception divisions in which the number of work paths is larger than a specific number are generated.
14 is a diagram showing a state in which a work order of a work path is determined.
15 is a diagram illustrating a state in which an autonomous driving route is generated based on the work order determined in FIG. 14.
Fig. 16 is a diagram showing an example in which a tractor turns a plurality of times in a non-work area.
Fig. 17 is a diagram showing an example in which a tractor turns and turns a plurality of times in a non-work area.
Fig. 18 is a block diagram showing a main configuration of an electric system of a robot tractor and a wireless communication terminal according to a second embodiment.
Fig. 19 is a diagram showing an example of a screen for inputting information about a pavement on which the robot tractor travels displayed on a wireless communication terminal.
Fig. 20 is a flow chart showing processing performed by a route generation unit when generating a travel route.
Fig. 21 is a flow chart showing the continuation of the processing in Fig. 20;
Fig. 22 is a diagram showing an example of generating a provisional travel route in which a plurality of provisional travel routes are arranged.
Fig. 23 is a diagram showing a state in which a first travel path is generated with respect to one provisional travel path.
Fig. 24 is a diagram showing a state in which a bypass and a second travel path are generated with respect to one provisional travel path.
Fig. 25 is a diagram showing an example in which a travel path for avoiding an obstacle is generated by bypassing the obstacle.
Fig. 26 is a diagram showing a state in which a return path and a third travel path are generated for one first travel path.
Fig. 27 is a diagram showing an example in which a travel path for avoiding an obstacle is generated by returning in front of the obstacle.
Fig. 28 is a flow chart showing processing performed by a route generation unit when generating a travel route in the third embodiment.
Fig. 29 is a flow chart showing processing performed by a route generation unit when generating a travel route in the fourth embodiment.
Fig. 30 is a diagram showing a display example of a warning screen displayed on a display of a wireless communication terminal when there is a possibility that the unmanned tractor approaches the manned tractor by avoiding an obstacle.
Fig. 31 is a diagram showing an example in which an obstacle is disposed so as to protrude from the end of the pavement toward the center.
Fig. 32 is a diagram showing an example in which a concave portion is formed in an outline of a package.
Fig. 33 is a diagram showing a state in which a detour is generated with respect to one provisional travel path on a broken line.
Fig. 34 is a flow chart that simply shows a process performed by a route generation unit when generating a travel route in the fifth embodiment.
Fig. 35 is a block diagram showing a main configuration of an electric system of a robot tractor and a wireless communication terminal according to a sixth embodiment of the present disclosure.
36 is a flow chart showing a process of detecting a gyrus and generating a correction path.
Fig. 37 is a diagram showing a travel route previously stored in a storage unit.
Fig. 38 is a diagram showing a state in which the position of the gyrus is shifted in the width direction.
39 is a diagram showing a correction path offset in the width direction.
Fig. 40 is a diagram showing a state in which a direction in which a ridge is formed is shifted.
Fig. 41 is a diagram showing a correction path obtained by correcting an angle.
42 is a flow chart showing a process of detecting an obstacle and generating a correction path.
43 is a diagram showing a state in which an unregistered obstacle exists.
Fig. 44 is a diagram showing a correction path returned in front of an unregistered obstacle.
Fig. 45 is a side view showing an overall configuration of a robot tractor traveling along an autonomous traveling route generated by an autonomous traveling route generating system according to a seventh embodiment of the present disclosure.
46 is a plan view of a robot tractor.
47 is a block diagram showing the main configuration of the electric system of the robot tractor.
Fig. 48 is a block diagram showing the main configuration of an electric system of a wireless communication terminal equipped with an autonomous travel route generation system.
Fig. 49 is a schematic diagram showing a positional relationship between a reference point of the work machine and a reference point of the traveling body when the work machine is offset to the left and right sides of the traveling body.
Fig. 50 is a diagram showing a display example of a work vehicle information input screen on a display of a wireless communication terminal.
Fig. 51 is a diagram showing another example of display of a packaging information input screen on a display of a wireless communication terminal.
Fig. 52 is a diagram showing a display example of a job information input screen on a display of a wireless communication terminal.
Fig. 53 is a flow chart showing processing for generating an autonomous travel route.
Fig. 54 is a diagram showing a state in which a path of a work machine in a work area is generated in order to generate a return travel path.
Fig. 55 is a diagram showing a state in which a path of a traveling body is generated in a work area.
Fig. 56 is a diagram showing a state in which a path of a traveling body in a non-work area is generated and a return traveling path is completed.
57 is a diagram showing a state in which a circumferential travel route is generated.

Next, embodiments of the present disclosure will be described with reference to the drawings. Hereinafter, the same reference numerals are assigned to the same parts in each of the drawings in the drawings, and overlapping descriptions may be omitted. In addition, the names of members or the like corresponding to the same reference numerals may be briefly referred to, or may be referred to as a name of an upper concept or a lower concept.

The present disclosure is an autonomous driving route for generating a travel path for autonomously driving the working vehicle when running one or a plurality of work vehicles in a predetermined pavement and performing all or part of agricultural work in the pavement It relates to the generation system. In the present embodiment, a tractor is described as an example as a work vehicle, but as the work vehicle, in addition to a tractor, a rice transplanter, a combine, a civil engineering/building work device, a snow plow, etc., in addition to a passenger type work machine, a walking type work machine is also included. In the present specification, autonomous driving means that a configuration related to driving provided by the tractor is controlled by the control unit (ECU) of the tractor, and the tractor travels along a predetermined route, and the autonomous operation is a job provided by the tractor. It means that the configuration related to is controlled by the control unit, so that the tractor performs work along a predetermined path. On the other hand, the manual travel/manual operation means that each component of the tractor is operated by an operator, and the travel/work is performed.

In the following description, a tractor that operates autonomously and operates autonomously is sometimes referred to as an ``unmanned (unmanned) tractor'' or a ``robot tractor,'' and a tractor operated manually and operated manually is sometimes referred to as a ``manned (manned) tractor''. have. If part of the agricultural work in the field is performed by an unmanned tractor, the remaining agricultural work is performed by an manned tractor. Execution of agricultural work in a single field by an unmanned tractor or a manned tractor is sometimes referred to as a cooperative work, a follow-up work, and an accompanying work of farm work. The unmanned tractor and the manned tractor may have a configuration different from each other or may have a common configuration. If the configuration of the unmanned tractor and the manned tractor is common, the operator can ride (ride) and operate even if it is an unmanned tractor (that is, it can be used as a manned tractor), or even if it is a manned tractor, the operator will get off and drive autonomously. It is possible to work (ie it can be used as an unmanned tractor). In addition, as cooperative work for agricultural work, in addition to ``performing agricultural work in a single pavement by an unmanned vehicle and a manned vehicle'', ``agricultural work in different pavements such as adjacent pavements is performed simultaneously by an unmanned vehicle. And what is carried out with a manned vehicle” may be included.

<First embodiment>

First, an autonomous travel route generation system 99 according to a first embodiment of the present disclosure will be described with reference to FIGS. 1 to 17.

1 is a conceptual diagram showing a state in which the robot tractor 1 performs autonomous travel and autonomous work along the autonomous travel path 93 generated in the pavement 90. FIG. 2 is a side view showing the overall configuration of the robot tractor 1 traveling along the autonomous travel path 93 generated by the autonomous travel path generation system 99 according to the first embodiment of the present disclosure. 3 is a plan view of the robot tractor 1. 4 is a diagram showing a wireless communication terminal 46 provided with the main configuration of the autonomous travel route generation system 99. 5 is a block diagram showing the main configuration of the electric system of the robot tractor 1 and the wireless communication terminal 46.

As shown in FIG. 1, the autonomous travel route generation system 99 according to the present embodiment generates an autonomous travel route 93 for the robot tractor 1 to perform autonomous driving/autonomous work in the pavement 90. As a result, it is provided in the wireless communication terminal 46 shown in Figs. 2 and 4 and the like. As shown in FIG. 5, the robot tractor 1 includes a control unit 4 that controls the traveling and work of the robot tractor 1, and the wireless communication terminal 46 is the control unit 4 By wireless communication with the robot tractor 1, it is possible to output a predetermined signal for autonomous driving and autonomous work. As signals output from the wireless communication terminal 46 to the control unit 4, signals related to the path of autonomous driving/autonomous work, start signals for autonomous driving/autonomous work, stop signals, end signals, etc. are considered. Not limited.

First, a robot tractor (hereinafter, it may be simply referred to as a "tractor") (1) will be mainly described with reference to FIGS. 2 and 3.

The tractor 1 includes a traveling body (body part) 2 capable of autonomously running the pavement 90. The work machine 3 shown in FIGS. 2 and 3 is attached to the traveling body 2 so that attachment and detachment are possible. As this work machine 3, there are various work machines, such as a cultivator (management machine), a plow, a fertilizer, a lawnmower, a seed drill, etc., among these, a desired work machine 3 is selected as needed and a traveling machine 2 ) Can be installed. The traveling body 2 is configured to be able to change the height and posture of the attached work machine 3.

The configuration of the tractor 1 will be described with reference to FIGS. 2 and 3. As shown in FIG. 2, the traveling body 2 of the tractor 1 has its front part supported by a pair of left and right front wheels 7 and 7, and its rear part is a pair of left and right. It is supported by rear wheels (8, 8).

The bonnet 9 is disposed on all of the traveling body 2. In this bonnet 9, an engine 10, a fuel tank (not shown), etc., which are the driving sources of the tractor 1, are accommodated. This engine 10 can be configured by, for example, a diesel engine, but is not limited thereto, and may be configured by, for example, a gasoline engine. Further, an electric motor may be employed in addition to or instead of the engine 10 as a drive source.

At the rear of the bonnet 9, a cabin 11 for an operator to board is arranged. Inside this cabin 11, a steering handle 12 for steering operation by an operator, a seat 13 in which an operator can sit, and various operation devices for performing various operations are mainly formed. However, the work vehicle is not limited to the one with the cabin 11 attached, and may not be provided with the cabin 11.

As the operation device described above, a monitor device 14, a throttle lever 15, a peripheral speed lever 27, a plurality of hydraulic operation levers 16, a PTO switch 17, and a PTO shift lever 18 shown in FIG. 3 ), the auxiliary shift lever 19, and the work machine lift switch 28, and the like are exemplified. These operating devices are arranged in the vicinity of the seat 13 or in the vicinity of the steering handle 12.

The monitor device 14 is configured to be able to display various information of the tractor 1. The throttle lever 15 is an operation tool for setting the output rotation speed of the engine 10. The peripheral speed lever 27 is an operation tool for steplessly changing the travel speed of the tractor 1. The hydraulic operation lever 16 is an operation tool for switching operation of a hydraulic external take-out valve (not shown). The PTO switch 17 is an operation tool for switching operation of transmission/disconnection of power to a PTO shaft (power take-out shaft) not shown, which protrudes from the rear end of the transmission 22. That is, when the PTO switch 17 is in the ON state, power is transmitted to the PTO shaft and the PTO shaft rotates, thereby driving the work machine 3, while the power to the PTO shaft is reduced when the PTO switch 17 is OFF. It is blocked, the PTO shaft does not rotate, and the work machine 3 is stopped. The PTO shift lever 18 performs a change operation of the power input to the work machine 3, and specifically is an operation tool for performing a shift operation of the rotational speed of the PTO shaft. The auxiliary shift lever 19 is an operation tool for switching the transmission ratio of the auxiliary traveling gear mechanism in the transmission 22. The work machine lifting switch 28 is an operation tool for lifting and lowering the height of the work machine 3 mounted on the traveling body 2 within a predetermined range.

As shown in FIG. 2, the chassis 20 of the tractor 1 is formed in the lower part of the traveling body 2. The chassis 20 is composed of a base frame 21, a transmission 22, a front axle 23, a rear axle 24, and the like.

The body frame 21 supports the engine 10 directly or via a vibration isolating member or the like as a support member in the entire tractor 1. The transmission 22 changes the power from the engine 10 and transmits it to the front axle 23 and the rear axle 24. The front axle 23 is configured to transmit the power input from the transmission 22 to the front wheels 7. The rear axle 24 is configured to transmit the power input from the transmission 22 to the rear wheels 8.

As shown in FIG. 5, the tractor 1 is a control unit for controlling the operation of the traveling body 2 (forward, backward, stop, turning, etc.) and the operation of the work machine 3 (elevating, driving and stopping, etc.) (4) is provided. The control unit 4 is configured with a CPU, ROM, RAM, I/O, etc. (not shown), and the CPU can read and output various programs or the like from the ROM and execute them. In the control unit 4, a controller for controlling each component (for example, the engine 10, etc.) included in the tractor 1, and a wireless communication unit 40 capable of wireless communication with other wireless communication devices are electrically It is connected to.

As the controller described above, the tractor 1 includes at least an engine controller 61, a vehicle speed controller 62, a steering controller 63, and an elevation controller 64. Each controller can control each configuration of the tractor 1 in accordance with an electric signal from the control unit 4.

The engine controller 61 controls the number of revolutions of the engine 10. Specifically, the engine 10 is provided with a governor device 41 provided with an actuator (not shown) for changing the rotation speed of the engine 10. The engine controller 61 can control the rotation speed of the engine 10 by controlling the governor device 41.

The vehicle speed controller 62 controls the vehicle speed of the tractor 1. Specifically, the transmission 22 is provided with a transmission 42 which is, for example, a movable swash plate type hydraulic continuously variable transmission. The vehicle speed controller 62 can change the speed ratio of the transmission 22 by changing the angle of the swash plate of the transmission 42 by an actuator (not shown) to achieve a desired vehicle speed.

The steering controller 63 controls the rotation angle of the steering handle 12. Specifically, the steering actuator 43 is formed in the middle part of the rotation shaft (steering shaft) of the steering handle 12. In this configuration, when the tractor 1 travels (as an unmanned tractor) on a predetermined path, the control unit 4 calculates an appropriate rotation angle of the steering handle 12 so that the tractor 1 travels along the path. Then, a control signal is output to the steering controller 63 so that it may become the obtained rotation angle. The steering controller 63 drives the steering actuator 43 based on a control signal input from the control unit 4 to control the rotation angle of the steering handle 12.

The lift controller 64 controls the lift of the work machine 3. Specifically, the tractor 1 is provided with an elevating actuator 44 made of a hydraulic cylinder or the like in the vicinity of a three-point link mechanism connecting the work machine 3 to the traveling body 2. In this configuration, the lift controller 64 drives the lift actuator 44 based on the control signal input from the control unit 4 to properly lift and lower the work machine 3, thereby being operated by the work machine 3 at a desired height. Agricultural work can be carried out. With this control, the work machine 3 can be supported at a desired height such as a retreat height (a height at which agricultural work is not performed) and a work height (a height at which farm work is performed).

Further, a plurality of controllers, such as the engine controller 61 described above, control each unit such as the engine 10 based on a signal input from the control unit 4. Therefore, it can be understood that the control unit 4 is substantially controlling each unit.

In the tractor 1 provided with the control unit 4 as described above, the operator boards in the cabin 11 and performs various operations, so that each unit of the tractor 1 (running body) is performed by the control unit 4. 2), the work machine 3, etc.) are controlled, and it is comprised so that agricultural work can be performed while running in the pavement 90. In addition, the tractor 1 of this embodiment enables autonomous driving and autonomous work based on a predetermined control signal output from the wireless communication terminal 46, even if the operator does not get on the tractor 1. have.

Specifically, as shown in Fig. 5 and the like, the tractor 1 has various configurations for enabling autonomous driving and autonomous work. For example, the tractor 1 has a configuration such as a positioning antenna 6 required to acquire positional information of itself (running body 2) based on a positioning system. With such a configuration, the tractor 1 can acquire its own position information based on the positioning system and autonomously run the pavement 90.

Next, the structure of the tractor 1 in order to enable autonomous driving will be described in detail. Specifically, as shown in FIGS. 2 and 5, the tractor 1 of the present embodiment includes a positioning antenna 6, a wireless communication antenna 48, a storage unit 55, and the like. In addition to these, the tractor 1 may be provided with an inertial measurement unit IMU capable of specifying the posture (roll angle, pitch angle, yaw angle) of the traveling body 2.

The positioning antenna 6 receives a signal from a positioning satellite constituting a positioning system such as a satellite positioning system (GNSS). As shown in FIG. 2, the positioning antenna 6 is arranged on the upper surface of the roof 29 of the cabin 11 of the tractor 1. The positioning signal received by the positioning antenna 6 is input to the position information calculation unit 49 shown in FIG. 5. The positional information calculation unit 49 calculates positional information of the traveling body 2 (strictly, the positioning antenna 6) of the tractor 1 as, for example, latitude/longitude information. The positional information detected by the positional information calculating unit 49 is input to the control unit 4 and used for autonomous driving.

In addition, although the high-precision satellite positioning system using the GNSS-RTK method is used in this embodiment, it is not limited to this, and other positioning systems may be used as long as high-precision position coordinates are obtained. For example, it is conceivable to use a relative positioning scheme (DGPS), or a geostationary satellite navigation enhancement system (SBAS).

The radio communication antenna 48 receives a signal from the radio communication terminal 46 operated by the operator or transmits a signal to the radio communication terminal 46. As shown in FIG. 1, the antenna 48 for wireless communication is arrange|positioned on the upper surface of the roof 29 provided in the cabin 11 of the tractor 1. The signal from the wireless communication terminal 46 received by the wireless communication antenna 48 is signal-processed by the wireless communication unit 40 shown in FIG. 5 and then input to the control unit 4. Further, the signal transmitted from the control unit 4 or the like to the wireless communication terminal 46 is signal-processed in the wireless communication unit 40, and then transmitted from the wireless communication antenna 48 and received by the wireless communication terminal 46.

The storage unit 55 stores a travel path (pass) that is a path for autonomously traveling the tractor 1, or changes in the position of the tractor 1 (strictly, the positioning antenna 6) during travel (running Trajectory) can be remembered. In addition, the storage unit 55 stores various pieces of information necessary for autonomously running and autonomous operation of the tractor 1. The storage unit 55 is, for example, a flash memory (such as a flash disk and a memory card), a hard disk, or a nonvolatile memory such as an optical disk.

The wireless communication terminal 46 is configured as a tablet-type personal computer, as shown in FIGS. 2 and 4. The operator can confirm by referring to information displayed on the display 37 of the wireless communication terminal 46. In addition, the operator operates the hardware keys 38 arranged in the vicinity of the display 37 and a touch panel not shown arranged so as to cover the display 37, and the control unit 4 of the tractor 1 , A control signal (eg, an emergency stop signal, etc.) for controlling the tractor 1 can be transmitted. In addition, the wireless communication terminal 46 is not limited to a tablet-type personal computer, and instead of this, it may be configured with, for example, a notebook-type personal computer. Alternatively, when a manned tractor is attached to the unmanned tractor 1 to run in order to carry out the above-described cooperative work, a monitor device mounted on the manned tractor may be used as a wireless communication terminal.

The tractor 1 configured in this way can perform agricultural work by the work machine 3 while autonomously traveling along a path on the pavement, based on an instruction of an operator using the wireless communication terminal 46.

Specifically, the operator can form the autonomous travel path 93 shown in FIG. 1 or the like by performing various settings using the wireless communication terminal 46. This autonomous travel path 93 alternates between a straight or tangent work path 93A for performing agricultural work, and an arc-shaped non-work path 93B connecting stages of the work path 93A. It consists of a series of connected paths. Then, the information of the autonomous travel route 93 generated as described above is input (transmitted) to the storage unit 55 electrically connected to the control unit 4 of the tractor 1 on the side of the wireless communication terminal 46, By performing a predetermined operation, the tractor 1 can be controlled by the control unit 4, and the tractor 1 can perform autonomous running/autonomous work along the autonomous travel path 93.

In the following, the configuration of the wireless communication terminal 46 including the autonomous driving route generation system 99 will be described in more detail with reference mainly to FIG. 5.

As shown in FIG. 5, the wireless communication terminal 46 includes a control unit 71, a display (display unit) 37, a communication unit 72, a work vehicle information setting unit 51, and a packaging information setting unit. 52, a work information setting unit 53, a work area dividing unit (area dividing unit) 54, and an autonomous travel route generating unit (route generating unit) 47.

Specifically, the control unit 71 of the wireless communication terminal 46 is configured as a computer equipped with a CPU, ROM, RAM, I/O, etc., not shown, similarly to the control unit 4 of the tractor 1 In addition, the CPU can read and output various programs and the like from the ROM and execute them. Further, in the ROM, an appropriate program for causing the tractor 1 to perform autonomous driving/autonomous work is stored. And, by the cooperation of the software and hardware described above, the wireless communication terminal 46, the communication unit 72, the work vehicle information setting unit 51, the packaging information setting unit 52, the work information setting unit 53, It can be operated as the work area dividing part 54, the autonomous driving route generation part 47, etc.

The communication unit 72 is for communicating with the tractor 1 side. The control unit 71 of the wireless communication terminal 46 communicates with the control unit 4 of the tractor 1 by the communication unit 72, so that the autonomous travel path generation unit 47 generates the autonomous travel path 93. Information can be transmitted to the tractor 1 side. In addition, the control unit 71 of the wireless communication terminal 46 transmits a control signal to the tractor 1 side using the communication unit 72 to instruct the tractor 1 to start and stop autonomous driving. I can. In addition, when the tractor 1 is running autonomously, the control unit 71 of the wireless communication terminal 46 receives and displays the status (position, travel speed, etc.) of the tractor 1 from the tractor 1 side. (37) can be marked.

The work vehicle information setting unit 51 is for setting information about the tractor 1 (hereinafter, referred to as work vehicle information in some cases). The work vehicle information setting unit 51 includes the model of the tractor 1, the size of the tractor 1, the position at which the positioning antenna 6 is mounted in the tractor 1, the type of the work machine 3, and the work machine. With respect to the size and shape of (3), the position of the work machine 3, and the like, the contents designated by the operator operating the wireless communication terminal 46 can be stored.

The packaging information setting unit 52 is for setting information on the packaging 90 (hereinafter, referred to as packaging information in some cases). The pavement information setting unit 52 includes contents specified by the operator operating the wireless communication terminal 46 for the position and shape of the pavement 90, the starting position and ending position to be autonomously driven, a work area, and a work direction. I can remember. In addition, as shown in FIG. 1, the work direction is an area|region 91 which is an area|region except the non-work area 92 (such as immersion or non-cultivated land) in the pavement 90, and works with the work machine 3 It means the direction in which the tractor 1 is driven while carrying out.

Information on the position and shape of the pavement 90 is, for example, an operator boarding the tractor 1 and driving so as to rotate one round along the outer circumference of the pavement, and the positional information of the positioning antenna 6 at that time It can be acquired automatically by recording. However, the location and shape of the package 90 can be obtained based on the polygon obtained by designating a plurality of points on the map by the operator operating the wireless communication terminal 46 while displaying the map on the display 37. May be.

The job information setting unit 53 is for setting information on how to specifically perform a job (hereinafter, referred to as job information in some cases). The job information setting unit 53, as job information, is the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, and the number of the work path 93A to be skipped when the tractor 1 turns while immersed. It is configured to be able to set the number (reference value), the width of immersion, and the width of uncultivated land.

When the autonomous travel path 93 accompanying the skip travel is generated in the autonomous travel path generation unit 47, the work area division unit 54 divides the work area 91 into a plurality of It is for dividing into divisions (S). The division S created by this division becomes a unit of work to perform skip running. In addition, details of the division of the work area 91 will be described later.

The autonomous travel path generation unit 47 shown in FIG. 5 is for generating an autonomous travel path 93 that is a path for autonomously driving the tractor 1. The autonomous travel path generation unit 47 is based on the information set in the work vehicle information setting unit 51, the pavement information setting unit 52, and the work information setting unit 53, the autonomous driving path of the tractor 1 (93) can be created and memorized.

As shown in FIG. 1, the autonomous travel path 93 is constituted by a work path 93A arranged in the work area 91 and a non-work path 93B arranged in the non-work area 92. In the process of generating the autonomous traveling route 93 by the autonomous traveling route generating unit 47, the working width of the working machine 3 and the working machine 3 between the working routes 93A adjacent to each other in the working area 91 Whether the working widths are partially overlapped (if possible, the upper limit of the overlapping width), the size and shape of the non-working area 92 (in other words, the width of immersion and the width of non-cultivated land), and the tractor 1 is immersed in In the case of turning in the non-work path 93B, the number of work paths 93A to be skipped (the number of skips) and the like are considered. In the case of cooperative work between the unmanned tractor 1 and the manned tractor, in the process of generating the autonomous travel route 93, the positional relationship between the unmanned tractor 1 and the manned tractor, the working width of the work machine of the manned tractor, etc. Is considered.

Next, with reference to Figs. 6 to 8, the setting in the wireless communication terminal 46 for generating the autonomous travel path 93 will be described. 6 is a diagram illustrating a display example of a work vehicle information input screen 81 displayed on the wireless communication terminal 46. 7 is a diagram illustrating a display example of the packaging information input screen 82 displayed on the wireless communication terminal 46. 8 is a diagram illustrating a display example of a job information input screen 83 displayed on the wireless communication terminal 46.

When the operator performs a predetermined operation in the wireless communication terminal 46, the control unit 71 controls to display the work vehicle information input screen 81 shown in FIG. 6 on the display 37.

In the work vehicle information input screen 81, information (the work vehicle information) about the traveling body 2 and the work machine 3 attached to the traveling body 2 can be input. Specifically, in the work vehicle information input screen 81, the model of the tractor 1, the size of the tractor 1, the mounting position of the positioning antenna 6 to the traveling body 2, and the work machine 3 Columns for inputting the type, the working width W of the work machine 3, the distance from the rear end of the three-point link mechanism (the rear end of the lower link) to the rear end of the work machine 3 are arranged, respectively.

The operator operates the wireless communication terminal 46 to input numerical values into text boxes arranged in each column of the work vehicle information input screen 81 or select from a list of drop-down boxes to perform settings. Thereby, it is possible to set various kinds of information about the traveling body 2 and the work machine 3.

The work vehicle information designated by the operator on the work vehicle information input screen 81 is stored in the work vehicle information setting unit 51. When the input of the work vehicle information is completed, the control unit 71 controls the display 37 to display the packaging information input screen 82 as shown in FIG. 7.

In the pavement information input screen 82, information (the pavement information) about the pavement 90 on which the traveling body 2 travels can be input. Specifically, on the pavement information input screen 82, a planar display unit 88 that shows the position and shape of the pavement 90 and the starting and ending positions of autonomous driving in a graphic form is disposed. In addition, on the pavement information input screen 82, buttons of "designation" and "reset" are arranged for each of the outer circumference of the pavement 90, the start position of autonomous driving, the end position of autonomous travel, and the work direction. have.

In addition, the buttons on the packaging information input screen 82 and the like are all configured as virtual buttons displayed on the display 37, and are operated by the operator touching the position of the touch panel corresponding to the display area of the button with a finger. can do.

When the "designation" button of the "outer packaging" is operated, the wireless communication terminal 46 is switched to the packaging shape recording mode. In this pavement shape recording mode, when the operator gets on the tractor 1 and drives it and makes one round around the outer periphery of the pavement 90, based on the transition of the positional information of the positioning antenna 6 at that time. , The position and shape of the pavement 90 are acquired (calculated). Thereby, the position and shape of the package 90 can be specified.

The control unit 71 of the wireless communication terminal 46 graphically displays the position and shape of the obtained package 90 on the flat display unit 88 of the package information input screen 82 as shown in FIG. 7. When it is desired to specify the position and shape of the packaging 90 again, the contents specified so far can be discarded by operation of the "reset" button, and the "designation" button is operated again.

In addition, instead of specifying the position and shape of the pavement 90 by actually running the tractor 1 on the pavement 90 as described above, for example, on the display 37 of the wireless communication terminal 46 By displaying a map and by the operator designating a plurality of points on the map, the position and shape of a specific polygon is determined as the position and shape of the pavement 90 by a so-called closed-circuit graph so that the lines connecting the specified points do not intersect. You can also specify.

When the ``designation'' button of the ``work start position'' is operated, as shown in Fig. 7, the position and shape of the designated package 90 are displayed on the flat display unit 88, and the operator starts autonomous driving at an appropriate point. Can be specified as a location. The start position mark C1 is displayed at the designated start position. In addition, the operation of the "reset" button is the same as above.

When the "designation" button of the "work end position" is operated, an appropriate point can be designated as the end position of autonomous driving, similarly to the "designation" button of the "work start position". At the designated end position, an end position mark C2 is displayed. The operation of the "reset" button is the same as above.

The packaging information designated by the operator on the packaging information input screen 82 is stored in the packaging information setting unit 52. When the input of the packaging information is completed, the control unit 71 controls the display 37 to display the job information input screen 83 as shown in FIG. 8.

On the job information input screen 83, information on a specific job (the job information) can be input. Specifically, in the work information input screen 83, the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, a pattern when the manned tractor cooperative work, and the incentive when the manned tractor cooperative work. The fields for inputting the working width of the tractor, the number of skips of the robot tractor 1, the overlap allowable amount of the working width in the adjacent work path 93A, the immersion width, and the width of the uncultivated land are formed, respectively.

In the column of ``Presence or absence of cooperative work of a manned tractor'', the robot tractor 1 is independently driven to perform agricultural work (without accompanying a manned tractor), or the autonomously running robotic tractor 1 and a manned tractor It is possible to carry out agricultural work by carrying (the tractor on which the operator is on board) or to select either (with the accompanying manned tractor).

In the case of "with accompanying", in the column of "Cooperative work pattern", the pattern of the position of the manned tractor with respect to the robot tractor 1 is selected from immediately behind the robot tractor 1, behind the left slope, and behind the right slope. It becomes possible to choose from things. In addition, in the column of "Working width of manned tractor", it is possible to input the working width of manned tractor (effective width at which work is performed by the work machine).

A drop-down list box is arranged in the column of "Number of skips of robot tractor", and a list of values that can be set as the number of skips is displayed in a selectable manner by the drop-down operation. By selecting one from the list, the operator can specify how many work paths 93A to skip and perform agricultural work. In this embodiment, it can be set by selecting the skip number SN from 0, 1, or 2. When skipping is not desired, zero may be selected as the number of skips (SN).

In the column of the "work width overlap allowable amount", when the working widths may partially overlap between the working paths 93A adjacent to each other, the upper limit value of the overlapping width can be input. If you do not allow duplication at all, just enter zero in this field.

In the column of "immersion width", a value equal to or greater than the lower limit of the immersion width calculated in advance based on the size of the work machine 3 mounted on the unmanned tractor 1 or the like can be set.

In the column of "width of uncultivated land", it is possible to set an appropriate value while taking into account, for example, working while rotating by manual driving along the outer periphery of the pavement 90 after the end of autonomous driving.

When the operator inputs all the input fields of the work information input screen 83 and operates the ``generate self-driving route'' button, the autonomous driving route 93 is generated by the self-driving route generating unit 47, and this The autonomous travel route 93 is stored in the work area dividing unit 54. The generated autonomous driving route 93 is appropriately displayed on the display 37 for confirmation, and the autonomous driving route 93 can be confirmed by the operator operating a "confirm" button (not shown).

After the autonomous travel route 93 is determined, the control unit 71 controls to display a route data transmission screen (not shown) on the display 37. In this route data transmission screen, the operator transmits the data of the autonomous traveling route 93 generated by the autonomous traveling route generating unit 47 to the tractor 1 side, for example, by wireless, and the tractor 1 ) Can be stored in the storage unit 55 provided.

When data of the autonomous travel route 93 is input to the tractor 1, the operator can instruct the tractor 1 to start autonomous driving by appropriately operating the wireless communication terminal 46. When the start of autonomous travel is instructed, the tractor 1 autonomously travels according to the autonomous travel path 93 transmitted from the wireless communication terminal 46 to the tractor 1, and performs autonomous work.

Next, specific processing performed by the autonomous driving path generating unit 47 when generating the autonomous driving path 93 will be described with reference to Figs. 9 to 15. 9 is a flowchart showing processing performed by the autonomous travel path generation unit 47 when generating the autonomous travel path generation unit 47. FIG. 10 is a diagram showing a state in which a plurality of work paths 93A are arranged in the work area 91 in order to generate the autonomous travel path 93 for skip running. FIG. 11 is a diagram showing a group consisting of a specific number of work paths 93A, which becomes a unit of work when skip running is performed. 12 is a diagram showing a state in which the work area 91 is divided and a plurality of divisions S are generated. FIG. 13 is a diagram showing a state in which the work area 91 is divided, and a plurality of compartments S and SE including the exception compartment SE having the number of work paths 93A larger than a specific number are generated. 14 is a diagram showing a state in which the work order of the work path 93A is determined. FIG. 15 is a diagram showing a state in which the autonomous travel route 93 is generated based on the work order determined in FIG. 14.

When the "Generate autonomous travel route" button is operated on the job information input screen 83 shown in FIG. 8, first, the shape of the pavement 90 set in the pavement information input screen 82, and the job information input screen ( The working area 91 and the non-work area 92 are determined based on the immersion width set in 83) and the width of the uncultivated land. After that, the processing in FIG. 9 is started, and the autonomous travel path generation unit 47 arranges the work path 93A in the work area 91 at intervals from each other (step S101). Each work path 93A is arranged so as to follow the work direction set in the packing information input screen 82 of FIG. 7. In addition, the interval at which the work path 93A is arranged is the working width W of the work machine 3 so that the work machine 3 with respect to the work area 91 does not omit work, and the work efficiency is improved. Is determined in consideration of In addition, the number of rows (number) of the work path 93A arranged in the work area 91 can be calculated based on the size of the work area 91, the work width W of the work machine 3, and the overlap allowable amount. Therefore, in this step, without arranging the work path 93A in the work area 91, the number of rows of the work path 93A to be disposed may be calculated, and the process may proceed to step S102.

Next, the autonomous travel route generation unit 47 acquires information of the skip number SN of the robot tractor 1 (input in the job information input screen 83) set in the job information setting unit 53, and , It is judged whether or not the skip number SN is 1 or more (step S102).

As a result of the determination in step S102, when the skip number SN is 0, the autonomous travel path generation unit 47 sequentially cycles through the work path 93A from the end of one side in the direction in which the work path 93A is arranged ( An autonomous travel path 93 that travels without skipping and reaches to the other end is generated (step S103), and the process is terminated. Thereby, an autonomous travel path 93 without skip is created.

As a result of the determination in step S102, when the number of skips SN is 1 or more, the autonomous travel path generation unit 47 determines the number of work paths 93A in the work area 91 (number of work paths TP). A, it is determined whether or not the number of basic unit paths BP or more (step S104).

Here, the basic unit path number BP will be described. That is, the skip running in the robot tractor 1 of the present embodiment is performed in a group consisting of a specific number of work paths 93A arranged adjacent to each other. Once skip running is started for one group, skip running is not performed for other groups until all work paths 93A belonging to the group are completed.

For example, in the case where the skip number SN is 1, as shown in Fig. 11A, five (five rows) work paths 93A arranged adjacent to each other are considered. In addition, in the following description, each work path 93A may be called alphabetically like A, B, C, D, E from the side close to the start position of autonomous driving. When skip running for this group, the tractor 1 runs A, then skips one and runs C, and then skips one again and runs E. After that, the skipping direction is once reversed, and two more than usual are skipped, and B is run. After that, the skipping direction is reversed again and D is driven. As described above, by performing the work in the order of A, C, E, B, D, it is possible to complete the work for the five work paths 93A while generally following the set skip number SN (i.e. 1). have.

Moreover, when the skip number SN is 2, as shown in FIG. 11(b), consider seven work paths 93A arranged adjacent to each other. In addition, in the following description, each work path 93A may be called alphabetically like A, B, C, D, E, F, G from the side close to the start position of autonomous driving. When skip running for this group, the tractor 1 runs A, then skips two and runs D, and then skips two again and runs G. After that, the skipping direction is once reversed, and three more than the set number are skipped, and C is run. Subsequently, the skipping direction is reversed and F is driven. After that, the direction to be skipped is reversed, and three more than the set number are skipped, and B is driven. Subsequently, the skipping direction is reversed and E is driven. As described above, by performing work in the order of A, D, G, C, F, B, E, work for 7 work paths 93A while substantially following the set number of skips (SN) (i.e., 2). Can be completed.

When described based on the above, the basic unit path number BP means the number of work paths 93A in a basic unit (group) that completes the work by skip running. When the skip number SN is 1, the basic unit path number BP is 5, and when the skip number SN is 2, the basic unit path number BP is 7. In general, the basic unit path number BP is represented by 2 (SN + 1) + 1 with respect to the skip number SN.

Accordingly, step S104 substantially means determining whether or not the number of work paths 93A arranged in step S101 is sufficient to form at least one of the groups described above.

In the determination of step S104, when the number of work paths TP is less than the number of basic unit paths BP, it means that none of the above groups can be formed. Accordingly, the control unit 71 controls to display a message stating that the generation of the autonomous travel path 93 at the set skip number SN is not possible on the display 37 (step S105), and the process ends. do.

In the determination of step S104, when the number of work paths TP is equal to or greater than the number of basic unit paths BP, the autonomous travel path generation unit 47 determines whether the number of work paths TP is an integer multiple of the number of basic unit paths BP. It is judged whether or not (step S106).

In the determination of step S106, when the number of work paths TP is an integer multiple of the number of basic unit paths BP, the autonomous travel path generation unit 47 moves the work area 91 in the direction in which the work paths 93A are arranged. Is divided to generate a plurality of divisions S (step S107). This division is performed so that the number of work paths 93A included in each division S becomes equal to the basic unit path number BP. In Fig. 12, when the number of skips SN is 1 (the number of basic unit paths BP is 5), the work area 91 in which 15 work paths 93A are arranged is divided, and each is 5 work An example of forming three sections S having a path 93A is shown. However, when the number of work paths TP is the same as the number of basic unit paths BP, since there is no need to divide, one division S is created in the entire work area 91.

In the determination of step S106, even when the number of work paths TP is different from an integer multiple of the number of basic unit paths BP, the autonomous travel path generation unit 47 is in the direction in which the work paths 93A are arranged. 91) is divided to generate a plurality of divisions S (step S108). In this division, in principle, the number of work paths 93A included in each division S becomes equal to the basic unit path number BP. However, as an exception, only one division SE is the corresponding division SE It is implemented so that the number of work paths 93A included in) exceeds the basic unit path number BP. In Fig. 13, when the number of skips SN is 1 (the number of basic unit paths BP is 5), the work area 91 in which 16 work paths 93A are arranged is divided, and each is 5 work. An example of forming two partitions (first partition) S having paths 93A and one exceptional partition (second partition) SE having six working paths 93A is shown. It is preferable that this exception segment SE is disposed at an end in the direction in which the work path 93A is arranged, that is, at an end close to the end position of autonomous travel. When the number of work paths (TP) is less than twice the number of basic unit paths (BP), since it is not necessary to divide, one (exception) segment SE is created in the entire work area 91 do.

When one or a plurality of divisions S are generated, the autonomous driving route generation unit 47 includes a division (S) having the same number of work routes 93A as the basic unit route number BP, and a basic unit For both of the (exception) division SE that exceeds the number of routes BP, the autonomous travel route 93 is generated so that the tractor 1 travels the work route 93A according to a predetermined work order ( Step S109).

In the above-described work order, for the (in principle) division S where the number of work paths 93A is equal to the number of basic unit paths BP, when the number of skips SN is 1, the above-described A, C, It means the order of E, B, D, and when the skip number SN is 2, it means the order of A, D, G, C, F, B, and E described above. In addition, Fig. 14 shows a state in which the work order of the work path 93A is determined when the skip number SN is 1 and the work area 91 is divided as shown in Fig. 12. In Fig. 14, a circled number assigned to each work path 93A indicates the determined work order.

By generating the autonomous travel path 93 (as shown in Fig. 15) so as to travel the work path 93A arranged in each compartment S according to the above procedure, the compartment S is used as a unit. A repetition of a fine skip running pattern is realized. In other words, skip driving is performed for the compartment S closest to the autonomous driving start position according to the above skip driving pattern, and when the work of the compartment S is completed, skip travel for the adjacent compartment S. This is carried out according to the above skip running pattern. By performing the autonomous driving/autonomous work while repeating the above, even if the work is interrupted in the middle, a portion in which the work completed and unworked points alternately appears can be left in a small range within the partition S.

In addition, it is preferable that the number of work paths 93A exceeds the basic unit path number BP (exception compartment) (SE), a work sequence similar to the work sequence in the principle compartment (S). , The number of skipping the work path 93A may be considered flexibly to some extent, and the autonomous travel path 93 may be generated so as to travel the work path 93A in an appropriate work order.

By the above processing, it is possible to generate an autonomous travel path 93 suitable for a task involving skip travel. 12 to 15 show the case where the skip number SN is 1, but also when the skip number SN is 2, the basic unit path number BP is 7 as shown in Fig. 11(b). It can be created exactly the same as above, except for the point that becomes and the work order is A, D, G, C, F, B, E.

As described above, the autonomous travel path generation system 99 of the present embodiment creates an autonomous travel path 93 for autonomously driving the tractor 1 in order to perform work on the predetermined work area 91. do. The autonomous travel path generation system 99 includes a work area dividing unit 54 and an autonomous travel path generation unit 47. The work area dividing unit 54 divides the work area 91 into a plurality of divisions S. The autonomous travel path generation unit 47 generates the autonomous travel path 93 so as to include a plurality of work paths 93A arranged in each of the divisions S divided by the work area division unit 54. . The work area dividing unit 54 can divide the work area 91 so that the number of work paths 93A included in each partition S is the same basic unit path number BP.

Thereby, even in the case of performing the operation by skip running, it is possible to work sequentially from the end of the work area 91 using the divided small section S as a unit. Accordingly, even when the work is interrupted in the middle, the portion in the work area 91 where the work completed point and the unworked point alternately appear can be suppressed to a small range within the division S. Therefore, the point where the work is completed is easy to become clear, and the work can be resumed smoothly. In addition, even when the soil environment changes due to rain or the like before and after the interruption of the work, it is possible to prevent the occurrence of comb teeth over a wide range of parts having different work quality.

In addition, in the autonomous travel path generation system 99 of the present embodiment, the autonomous travel path generation unit 47 sets the work sequence for the plurality of work paths 93A based on the skip number SN. When there are a plurality of divisions S equal to the number of work paths 93A included in the basic unit path number BP, the autonomous travel route generation unit 47, as shown in FIG. 14, the division S The same work order is set for each work path 93A corresponding to each other in between.

Thereby, since it is possible to set a certain work sequence for the work path 93A using the division S as a unit, it is possible to realize regular skip running and to simplify the process of generating the autonomous travel path 93. have.

In addition, in the autonomous travel route generation system 99 of the present embodiment, the work area division unit 54 includes the number of work paths 93A included in the work area 91 as an integer of the basic unit path number BP. In the case of non-fold, as shown in FIG. 13, the number of included work paths 93A and the number of included work paths 93A are equal to the basic unit path number BP, and the number of included work paths 93A is the basic unit path. The work area 91 is divided into a plurality of divisions S and SE to form an exceptional division SE larger than the number BP.

Thereby, since the number of the included work paths 93A does not produce a division less than the basic unit path number BP, the autonomous travel path 93 accompanying the skip driving can be easily generated.

Next, referring to FIGS. 16 and 17, depending on the shape of the pavement 90 and the work area 91, the tractor 1 requires a plurality of turns or direction change operations in the non-work area 92. An example will be described. FIG. 16 is a diagram showing an example in which the tractor 1 rotates a plurality of times in the non-work area 92. FIG. 17 is a diagram showing an example in which the tractor 1 rotates and changes direction a plurality of times in the non-work area 92.

In the pavement 90P shown in FIG. 16, in the non-work area 92, a crank-shaped portion in which the L-shaped paths are continuous exists. When the non-work path 93B connecting the disadvantages of the work path 93A for which the work order is determined passes through the portion, the non-work path 93B enters the non-work area 92 (that is, the tractor (1) neither enters the work area 91 nor does it protrude outward of the pavement 90P), and is generated by forecasting a predetermined margin. At this time, in the part of the L-shaped path, the turning radius R of the traveling body 2 is considered. In the example of FIG. 16, since the non-working area 92 has a crank-shaped portion, compared to the packaging 90 shown in FIG. 15, the turning in the non-working area 92 is required twice.

Moreover, even if it is the same pavement 90P as FIG. 16, as shown in FIG. 17, it may be necessary to pass through the crank-shaped part immediately after entering the non-work path 93B from the work path 93A. At this time, even if turning in the L-shaped path is performed immediately after entering the non-work path 93B, the traveling body 2 or the work machine 3 protrudes to the outside of the pavement 90P. In this case, as shown in FIG. 17, the non-working path 93B is generated as a path accompanying the turning of the portion of the L-shape and also turning the traveling body 2 back and forth.

In this way, when the non-work area 92 is irregular, the autonomous travel path generation unit 47 generates the non-work path 93B to accompany the turning or direction change as necessary, so that skip travel can be appropriately performed. have.

Although the preferred embodiment of the present invention has been described above, the above configuration can be changed as follows, for example.

In the above-described embodiment, although the basic unit path number BP is a numerical value represented by 2 (SN + 1) + 1 with respect to the skip number SN, it may be changed to another value. That is, the basic unit path number BP is represented by M(SN + 1) + 1 (M is a natural number of 2 or more).

In the above-described embodiment, it was said that the skip number SN can be selected from 1 or 2, but it may be a configuration in which a numerical value of 3 or more can be selected as necessary.

The order (operation sequence) of the work path 93A for performing work is not limited to the example shown in Fig. 11, and may be appropriately changed.

As a result of the determination in step S102, when the number of skips SN is 0, the autonomous travel path generation unit 47 decided to generate the autonomous travel path 93 without dividing the work area 91. After dividing the region 91, the autonomous travel route 93 may be generated.

In step S105 shown in Fig. 9, instead of displaying a message, the autonomous travel route described in the problem to be solved by the above-described invention (simple skip driving) may be generated. Or, if the number of work paths (TP) does not reach the basic unit path number (BP), it is urged to change the number of skips (SN) to 0, and if the user changes the number of skips (SN) to 0, step It may proceed to S103, and may proceed to step S105 when the user has not changed the skip number SN to 0.

By the way, as shown in Figs. 14 and 15, when the working area 91 is divided into a plurality of divisions S, or divided into a plurality of divisions S and a single division SE, the tractor 1 As a result, the order of work for the autonomous driving/autonomous operation division is set in order from the division close to the start position, for example, and when the operation is completed for a specific division, the operation is performed in a division adjacent thereto. However, the order of work for each division is not limited to this, and an arbitrary order may be set.

In the above embodiment, the non-work area 92 is determined based on the immersion width set on the work information input screen 83 and the width of the uncultivated land, and the remaining areas except the non-work area 92 in the pavement 90 As the work area 91 is defined. However, the method of setting the work area 91 is not limited to the above, for example, in the packaging information input screen 82 described above, an arbitrary point of the packaging 90 displayed on the flat display unit 88 It may be configured so that the work area 91 and the non-work area 92 can be set by designating the operator.

In the above-described embodiment, the work area dividing unit 54 and the autonomous travel path generation unit 47 constituting the autonomous travel path generation system 99 are provided on the wireless communication terminal 46 side. However, some or all of the work area division unit 54 and the autonomous travel route generation unit 47 may be provided on the tractor 1 side.

<Second Embodiment>

Next, an autonomous travel route generation system 199 according to a second embodiment of the present disclosure will be described in detail with reference mainly to FIGS. 18 to 34. 18 is a block diagram showing a main configuration of an electric system of the robot tractor 1 and the wireless communication terminal 46 according to the second embodiment. Hereinafter, members and steps having the same configuration as those of the first embodiment are given the same reference numerals, and explanations may be omitted as appropriate.

The main configuration of the autonomous travel route generation system 199 of the present embodiment is provided in the wireless communication terminal 46. In addition to the above-described control unit 71, display (display unit) 37, and communication unit 72, the wireless communication terminal 46 of the present embodiment further includes a display control unit 31, a storage unit 32, and Pavement outer circumference setting unit 33, obstacle outer circumference setting unit 34, working area setting unit (driving area setting unit) 35, starting end position setting unit 151, working direction setting unit (driving direction setting unit) ( 36), and an autonomous driving route generation unit 147, and the like. In addition, the outer circumference of the pavement setting unit 33, the outer circumference of the obstacle setting unit 34, the work area setting unit (driving area setting unit) 35, the start end position setting unit 151, and the working direction setting unit (running direction setting unit) Sub) The sum of (36) corresponds to the packaging information setting unit 52 in the first embodiment. In addition, the autonomous travel path generation unit 147 corresponds to the autonomous travel path generation unit 47 in the first embodiment.

The wireless communication terminal 46 of the present embodiment is also the same as the case of the first embodiment, by the cooperation of the above-described software and hardware, the display control unit 31, the storage unit 32, the outer packaging setting unit 33 ), the obstacle outer circumference setting unit 34, the work area setting unit 35, the start and end position setting unit 151, the work direction setting unit 36, and the autonomous driving route generation unit 147, etc. .

The display control unit 31 creates display data to be displayed on the display 37, and appropriately controls the display contents. When a predetermined operation is performed by the user, the display control unit 31 of the present embodiment causes the packaging information input screen 182 shown in FIG. 19 to be displayed on the display 37. FIG. 19 is a diagram showing an example of a screen displayed on the wireless communication terminal 46 for inputting information about the pavement on which the tractor 1 travels.

In this pavement information input screen 182, information about the pavement on which the tractor 1 travels can be input. Specifically, on the packaging information input screen 182, a flat display section 88 is arranged that shows the shape of the packaging graphically (graphically). In addition, on the packaging information input screen 182, buttons for "recording start" and "reset" are arranged in the column of "position of the outer periphery of the packaging" and the column of "position of the outer periphery of the obstacle", respectively. In addition, in the packaging information input screen 182, buttons of "designation" and "reset" are arranged in the respective columns of "work start position and work end position" and "work direction".

The storage unit 32 can store information on the pavement input by the user by operating the touch panel of the wireless communication terminal 46, as well as information on the generated travel route.

The pavement outer periphery setting unit 33 sets the position of the outer periphery of the pavement to which the tractor 1 performs autonomous driving. Specifically, when the user operates the "recording start" button of "the position of the outer periphery of the packaging" on the packaging information input screen 182, the wireless communication terminal 46 is switched to the outer periphery recording mode. In this pavement outer circumference recording mode, when the tractor 1 is rotated one round along the outer circumference of the pavement, the transition of the positional information of the positioning antenna 6 at that time is recorded by the pavement outer circumference setting unit 33, The shape of the pavement is set (obtained) in the outer packaging setting unit 33. This makes it possible to set the location and shape of the packaging. Moreover, by operating the "reset" button, recording (setting) of the position of the outer periphery of the packaging can be performed again.

The obstacle outer periphery setting unit 34 sets an outer periphery area of an obstacle arranged in the pavement of an object on which the tractor 1 is to run autonomously. Specifically, when the user operates the "recording start" button of "the position of the outer periphery of the obstacle" on the packaging information input screen 182, the wireless communication terminal 46 is switched to the outer perimeter recording mode of the obstacle. In this obstacle outer circumference recording mode, if the tractor 1 is placed at each part of the outer circumferential area of the obstacle and the positional information of the positioning antenna 6 at that time is recorded by the obstacle outer circumference setting unit 34, In the obstacle outer circumference setting unit 34, a shape surrounding the obstacle in a polygonal shape (for example, a rectangle) is set (acquired). This polygon can be calculated as a specific polygon using a so-called closed-circuit graph so that, for example, line segments connecting each corner part do not intersect. Accordingly, it is possible to set the position and shape of the outer peripheral area of the obstacle. In addition, the outer circumferential area of the obstacle set in the obstacle outer circumference setting unit 34 is a hollow polygonal area surrounding the obstacle, and the distance between the inner edge and the outer edge of the tractor 1 (work machine 3) is It is equal to or slightly wider than the vehicle width.

The work area setting unit 35 sets the position of a work area (run area) which is arranged in the pavement of an object for which the tractor 1 is autonomously running, and performs agricultural work while autonomously running. Specifically, in the wireless communication terminal 46 of the present embodiment, in an input screen (not shown) different from the packaging information input screen 182, the width of immersion and the width of uncultivated land can be set. Consists of. In addition, the non-working area consisting of immersed and non-cultivated land is determined based on the above setting contents and the position and shape of the pavement set by the pavement outer circumference setting unit 33, and the non-working area is excluded from the pavement area. The area is defined as the working area.

The start end position setting unit 151 sets a start point, which is a point at which the tractor 1 starts autonomous driving, and an end point, which is a point at which autonomous travel ends. Specifically, when the user operates the "designation" button of the "work start position and work end position" on the packaging information input screen 182, the flat display unit 88 is set by the outer packaging setting unit 33 The packaging data is displayed superimposed on the map data. In this state, when the user selects an arbitrary point near the outline of the pavement, the position information of the selected point can be set (recorded) in the start and end position setting unit 151 using the position information of the selected point as a start point and an end point. In addition, the function of the "reset" button is the same as above.

The work direction setting unit 36 sets the direction in which the tractor 1 travels while carrying out agricultural work in the work area (direction of the running path). Specifically, when the user operates the "designation" button of the "work direction" on the packaging information input screen 182, the flat display unit 88 maps the shape of the packaging set by the packaging outer periphery setting unit 33 It is displayed superimposed on the data. In this state, the user selects two points from a plurality of points specified when designating the packaging, for example, so that the direction of the straight line connecting the two points is the working direction (running direction), and the working direction setting unit 36 It can be set (recorded) in. In addition, the point to be selected when specifying the work direction is not limited to two, and may be a plurality of three or more points. Thereby, it is possible to specify a more accurate working direction along the contour of the packaging or the like. In addition, the function of the "reset" button is the same as above.

The autonomous travel path generation unit 147 in this embodiment generates a travel path in which the tractor 1 autonomously travels in the pavement. In the same manner as in the first embodiment, this travel path alternately includes a straight or curved travel path and an arc-shaped turning circuit. The autonomous driving route generation unit 147 includes a position of the outer circumference of the pavement set in the outer circumference of the pavement setting unit 33, a position of the work area set in the work area setting unit 35, and a start point set in the start end position setting unit 151 And information of the position of the end point and the work direction set by the work direction setting unit 36, and automatically generate a travel route based on these information. Basically, this travel path is generated so that a straight or curved travel path is included in the work area, and the turning circuit is included in an area other than the work area (non-work area) in the pavement. However, when an obstacle exists in the pavement, the autonomous travel path generation unit 147 generates a travel path so as to avoid the obstacle. This will be described in detail later. The traveling route created by the autonomous traveling route generating unit 147 is stored in the storage unit 32.

Next, specific processing when the autonomous travel path generation unit 147 generates a travel path will be described with reference to FIGS. 20 and 21. Fig. 20 is a flowchart showing processing performed by the autonomous traveling route generating unit 147 when generating a traveling route. 21 is a flow chart showing the continuation of the processing in FIG. 20.

Initially, the autonomous driving route generation unit 147 includes a position of the outer circumference of the pavement set in the outer circumference of the pavement setting unit 33, a position of the work area set in the work area setting unit 35, and a start end position setting unit 151 The position of the start point and the end point set in, and information of the work direction set in the work direction setting unit 36 are acquired, and a provisional travel route T0 is generated based on these information (see FIG. 22 ). Specifically, the autonomous travel path generation unit 147 regards that there are no obstacles in the pavement, and generates a provisional travel path T0 in which a plurality of provisional travel paths P0 are arranged at intervals from each other in the work area ( Step S201). Each provisional travel path P0 is arranged so as to follow the working direction.

An example of the provisional travel path T0 generated by the autonomous travel path generation unit 147 is shown in FIG. 22. 22 is a diagram showing an example in which a provisional travel route T0 in which a plurality of provisional travel routes P0 are arranged is generated. In FIG. 22, a path indicated by a solid arrow is a travel path on which the unmanned tractor 1 travels. A manned tractor for carrying out cooperative work is unmanned on a driving path that is adjacent to the driving path on which the unmanned tractor 1 runs (arranged between two rows of driving paths with arrows) and is not marked with an arrow. It shows the traveling path which travels in association with the tractor 1 of. In the example of Fig. 22, the manned tractor has a right slope of the unmanned tractor 1 on the outgoing road (a running path facing upwards of the ground in FIG. 22), and a return path (a running path in a direction facing downward of the ground in FIG. 22). ), it is assumed that the vehicle is driven to follow each of the left slopes.

Subsequently, the autonomous travel path generation unit 147 acquires the obstacle outer circumferential region from the obstacle outer circumference setting unit 34, and in the provisional travel path P0 generated in step S201, a provisional travel path that interferes with the obstacle outer circumference region. It is judged whether or not there is (Step S202).

As a result of the determination of step S202, if there is no provisional travel path interfering with the outer circumference of the obstacle (step S202, No), it is assumed that there is no obstacle in the pavement, and the created provisional travel path T0 is used as the travel path T as it is. Therefore, the autonomous travel path generation unit 147 sets this provisional travel path T0 as the travel path T (step S203), and ends the generation of the path.

On the other hand, as a result of the determination of step S202, when there is a provisional travel path that interferes with the outer circumference of the obstacle (step S202, YES), the autonomous travel path generation unit 147 creates a travel path avoiding the obstacle, The processing after S204 is performed.

In the processing of step S204, the autonomous travel path generation unit 147, for each of the provisional travel paths P0 interfering with the obstacle outer circumferential region, is a point F that is the starting end of the provisional travel path P0. ) As a starting point, and a first travel path P1 with a point G as an end point reaching the obstacle outer circumferential region is acquired. In Fig. 23, a state in which the first travel path P1 is generated with respect to one provisional travel path P0 is shown.

Subsequently, in the processing of step S205, the autonomous travel path generation unit 147 returns to the opposite side of the obstacle while passing through the outer circumferential region of the obstacle with the end point (point G) of the first travel path P1 as a starting point. , It is a position on the virtual extension line L extending the first travel path P1 so as to penetrate the obstacle, and creates a bypass Q to a position (point H) coming out of the obstacle outer circumferential region. In Fig. 24, a state in which the bypass Q is generated with respect to one provisional travel path P0 is shown. As shown in FIG. 24, this detour Q is viewed from the unworked area side (in other words, when viewed from the travel path until reaching the first travel path P1) based on the provisional travel path P0. To the far side).

Subsequently, in the processing of step S206, the autonomous travel path generation unit 147 uses the end point (point H) of the bypass Q as a starting point, and the end (point J) of the provisional travel path P0 ) Is obtained as the end point. This second travel path P2 is disposed on the provisional travel path P0. In addition, in FIG. 24 mentioned above, the state in which the 2nd travel path P2 is generated with respect to one provisional travel path P0 is shown.

Subsequently, in the processing of step S207, the autonomous travel path generation unit 147 is in the generated bypass circuits Q1, Q2, Q3, ... for each provisional travel path P0 interfering with the obstacle outer circumferential region, It is determined whether or not there is at least one bypass with a path length of a predetermined distance L1 or more.

As a result of the determination in step S207, when there is no detour Q having a length of more than the predetermined distance L1 (step S207, NO), even if the tractor 1 runs through the detour Q, the travel path is extremely Since it does not become prolonged, this bypass Q is adopted as a travel path.

That is, in step S208, the autonomous travel path generation unit 147 generates each of the provisional travel paths P0 that interfere with the obstacle outer circumferential region, based on the provisional travel path P0. P1), the bypass Q, and the second travel path P2. Thereby, the travel path T1 bypassing the obstacle is created. Fig. 25 shows an example in which a travel path T1 for avoiding an obstacle by bypassing the obstacle is generated.

On the other hand, as a result of the determination in step S207, when there is at least one bypass Q having a length equal to or greater than the predetermined distance L1 (step S207, YES), when the tractor 1 is driven along the bypass Q, the travel path is Since the work becomes inefficient due to excessive lengthening, this bypass Q is not employed as a travel path.

That is, when there is a detour Q whose length becomes equal to or greater than the predetermined distance L1, in step S211 shown in Fig. 21, the autonomous traveling route generating unit 147 generates each of the generated detours Q1, Q2, and Q3, ...) and the second travel path P2 are destroyed. Subsequently, in step S212, the autonomous travel path generation unit 147 returns to the unworked area side while passing through the outer circumferential area of the obstacle, using the end point (point G) of the first travel path P1 as a starting point. Generate (D) with return. In Fig. 26, a state in which the return path D is generated with respect to one first travel path P1 is shown.

Subsequently, in step S213, the autonomous travel path generation unit 147 uses the end point (point K) of the return path D as the starting point, and the provisional travel path ( A third travel path P3 with the end (point M) of the next provisional travel path P0 arranged parallel to the non-working side of P0) as an end point is generated. In Fig. 26 above, a state in which the third travel path P3 as a return path is generated for one first travel path P1 is shown.

Subsequently, in step S214, the autonomous travel path generating unit 147 interferes with the obstacle outer circumferential region, and creates a continuous reciprocating provisional travel path P0 (if there are multiple reciprocating paths, each of them). , The first travel path P1, the return path D, and the third travel path P3 are substituted. Thereby, the travel path T2 returned in front of the obstacle is created. Fig. 27 shows an example in which a travel path T2 for avoiding an obstacle is generated by returning in front of the obstacle.

In addition, when a travel path that returns in front of an obstacle is generated by the process of step S214, a travel path T3 that returns in front of the obstacle is appropriately generated, as indicated by a broken line in Fig. 27, also in the area on the opposite side of the obstacle. . In Fig. 27, the unmanned tractor 1 carries out agricultural work while traveling on the travel path T2 to reach the end point, then passes through the non-work area and moves to the time point of the travel path T3, and moves to the time point of the travel path T3. ), an example of performing agricultural work while driving is shown. However, the above is an example, for example, after working on an area on one side divided by an obstacle, a travel path may be created to work on the opposite side immediately.

As described above, the autonomous travel path generation system 199 of the present embodiment generates a travel path for autonomously driving the tractor 1 in a predetermined work area. This autonomous travel path generation system 199 includes a work direction setting unit 36, an autonomous travel path generation unit 147, and an obstacle outer periphery setting unit 34. The work direction setting unit 36 sets the travel direction (work direction) of the tractor 1 in the work area. The autonomous travel path generation unit 147 can generate a travel path including a plurality of travel paths formed along the work direction set by the work direction setting unit 36 in the work area. The obstacle outer periphery setting unit 34 sets an obstacle outer periphery area for an obstacle in the work area. The autonomous traveling route generating unit 147 can generate a traveling route to include the first traveling route P1, the bypass Q, and the second traveling route P2 (Figs. 22 to 25). See). The first travel path P1 is arranged along the working direction. Bypass Q is the first travel path P1 so that the end point (point G) of the first travel path P1 is used as a starting point, while passing through the outer peripheral region of the obstacle, returns to the opposite side of the obstacle, and penetrates the obstacle. Reaches a position on the virtual extension line L that extends The second travel path P2 is disposed on the virtual extension line L with the end point (point H) of the bypass Q as a starting point.

As a result, a travel path including the first travel path P1, the bypass Q, and the second travel path P2 is generated. Therefore, it is possible to drive the tractor 1 so as to bypass the obstacle by autonomously traveling the tractor 1 along this travel path. In addition, since the bypass Q is arranged to pass through a pre-set outer circumferential area of an obstacle, the bypass is created by design taking into account the relationship with the entire driving route, etc., so that the work by the unmanned tractor 1 can be smoothly performed. . In addition, in portions other than the bypass Q, the traveling route can be a route along the work direction, and the algorithm for generating an autonomous traveling route can be simplified. In this way, by making the travel path basically a straight or curved path along the work direction, it becomes easy to handle a plurality of travel paths as one set, and a method of carrying out agricultural work for each set is also easy. Can be realized.

In addition, in the autonomous travel path generation system 199 of the present embodiment, the autonomous travel path generation unit 147 includes the first travel path P1 when the path length of the bypass Q is less than the predetermined distance L1. ), it is possible to generate the travel path to include the bypass Q and the second travel path P2 (see Fig. 25). On the other hand, the autonomous driving path generation unit 147, when the path of the bypass is equal to or greater than a predetermined distance L1, includes a first driving path P1, a return path D, and a third driving path P3. It is possible to create the travel route (see Fig. 27). The return path D returns in front of the obstacle while passing through the outer circumferential area of the obstacle with the end point (point G) of the first travel path P1 as a starting point (see FIG. 26 ). The 3rd travel path P3 is arrange|positioned parallel to the 1st travel path P1 with the end point (point K) of the return path D as a starting point.

Thereby, when the path length of the bypass Q becomes more than the predetermined distance L1, instead of a path bypassing the obstacle, a path returning in front of the obstacle can be generated as a travel path. Accordingly, it is possible to prevent the portion of the traveling route that does not contribute to the work from becoming excessively long.

In addition, in the autonomous travel path generation system 199 of the present embodiment, the autonomous travel path generation unit 147 provides a bypass Q as a first travel path when an obstacle is arranged on a road in the work area. It is created so as to turn from the far side (the unworked area side) to the opposite side of the obstacle when viewed from the travel path until reaching (P1).

In this way, even if the tractor 1 is driven along the travel path T1 generated by the autonomous travel path generation unit 147, when bypassing the obstacle, the tractor 1 remains until the first travel path P1 is reached. There is no re-entering the area that has been driven (the area where agricultural work has been performed). Therefore, the tractor 1 can be driven while avoiding an obstacle while not affecting the work performed on the tractor 1. Further, when the manned tractor is running in conjunction with the unmanned tractor 1, when the unmanned tractor 1 bypasses an obstacle, it can be prevented from approaching the side of the manned tractor, and a collision or the like does not occur.

<Third embodiment>

Next, an autonomous travel route generation system 199 according to a third embodiment of the present disclosure will be described with reference to Figs. 24 and 28 and the like. Hereinafter, members and steps having the same configuration as in the second embodiment are given the same reference numerals, and explanations may be omitted as appropriate.

In the autonomous traveling route generation system 199 according to the third embodiment, the processing performed by the autonomous traveling route generating unit 147 when generating the traveling route is generally the same as in the second embodiment, but instead of step S207 It is different in that the processing of step S307 is performed.

In the processing of step S307, the autonomous travel path generation unit 147, among the bypass circuits Q1, Q2, Q3, ... generated for each provisional travel path P0 interfering with the obstacle outer circumference region, the tractor 1 ) To avoid (bypass) an obstacle, determine whether there is one or more bypasses whose avoidance distance (L10) (refer to Fig. 24), which is the distance that must be moved in a direction perpendicular to the work direction, is more than a predetermined distance (L2). do.

As a result of the determination in step S307, when there is no detour Q in which the avoidance distance L10 is equal to or greater than the predetermined distance L2 (step S307, NO), even if the tractor 1 is driven to pass the detour Q, Compared to the case where there is no obstacle in the work area, the path length of the travel path is not extremely long, so this bypass Q is used to avoid the obstacle. That is, the process of step S208 is performed, and the travel path T1 including the bypass Q is generated.

On the other hand, as a result of the determination in step S307, when there is at least one bypass Q in which the avoidance distance L10 is equal to or greater than the predetermined distance L2 (step S307, YES), the tractor 1 is driven along the bypass Q If so, the path length of the travel path becomes extremely long and the work becomes inefficient, so this bypass Q is not employed. That is, the autonomous travel path generation unit 147 generates the return path D serving as a substitute for the detour by processing from steps S211 to S214 shown in FIG. 21.

Also by the processing of this embodiment, it is possible to prevent the bypass circuit from becoming excessively long. In addition, in this embodiment, since the determination is made using the avoidance distance L10, not the path length of the bypass Q, the autonomous travel route generation unit 147 can easily determine whether the bypass Q is too long. .

As described above, in the autonomous travel path generation unit 147 of the present embodiment, the avoidance distance L10, which is the distance that the tractor 1 must move in a direction perpendicular to the work direction in order to avoid an obstacle, is a predetermined distance. When it is less than (L2), it is possible to generate the travel path to include the first travel path P1, the bypass Q and the second travel path P2. On the other hand, the autonomous travel path generation unit 147 includes the first travel path P1, the return path D, and the third travel path P3 when the avoidance distance L10 is equal to or greater than the predetermined distance L2. It is possible to create a driving route so that it is possible. The return path D returns in front of the obstacle while passing through the outer circumferential area of the obstacle with the end point (point G) of the first travel path P1 as a starting point. The 3rd travel path P3 is arrange|positioned parallel to the 1st travel path P1 with the end point (point K) of a return path as a starting point (refer FIG. 26).

Accordingly, when the avoidance distance (L10), which must be moved in a direction perpendicular to the work direction in order to bypass the obstacle, becomes more than the predetermined distance (L2), instead of the path bypassing the obstacle, the path T2 returns in front of the obstacle. Can be created as a travel route. Accordingly, it is possible to prevent the portion of the travel path T2 that does not contribute to work from becoming excessively long.

<Fourth embodiment>

Next, an autonomous travel route generation system 199 according to a fourth embodiment of the present disclosure will be described with reference to FIG. 29 and the like. Hereinafter, members and steps having the same configuration as in the second embodiment are given the same reference numerals, and explanations may be omitted as appropriate.

In the autonomous traveling route generation system 199 according to the fourth embodiment, the processing performed by the autonomous traveling route generating unit 147 when generating the traveling route is substantially the same as in the second embodiment, but instead of step S207 It is different in that the processing of step S407 is performed.

In the processing of step S407, the autonomous travel path generation unit 147, among the bypass circuits Q1, Q2, Q3, ... generated for each provisional travel path P0 interfering with the obstacle outer circumferential region, the tractor 1 ) It is determined whether there is one or more bypasses with a predetermined or more (eg, 5 or more, or 120° or more) the number of turns required to avoid (bypass) an obstacle.

As a result of the determination in step S407, when there is no one bypass Q having the number of turns or the turning angle equal to or greater than a predetermined (step S407, No), even if the tractor 1 is driven to pass the bypass Q, a very complicated route is Therefore, it is assumed that the obstacle is avoided by using this detour Q. That is, the processing of step S208 is performed, and a travel path including the bypass Q is generated.

On the other hand, as a result of the determination in step S407, when there is at least one bypass Q having a number of turns or a turning angle of a predetermined or more (step S407, YES), when the tractor 1 is driven along the bypass Q, the travel path is Since it becomes complicated and there is a possibility that the operation becomes inefficient or the user is confused, this bypass Q is not employed. That is, the autonomous travel path generation unit 147 generates the return path D serving as a substitute for the detour by processing from steps S211 to S214 shown in FIG. 21.

As described above, in the autonomous travel path generation unit 147 of the present embodiment, when the number of turns or the turning angle in the bypass Q is less than a predetermined value, the first travel path P1 and the bypass Q ) And a second travel path P2. On the other hand, when the number of turns or turning angle in the detour Q is a predetermined or more, the autonomous traveling route generating unit 147 is configured to perform the first traveling route P1, the return route D, and the third traveling route P3. ) It is possible to create a driving route to include. The return path D returns in front of the obstacle while passing through the outer circumferential area of the obstacle with the end point (point G) of the first travel path P1 as a starting point. The 3rd travel path P3 is arrange|positioned parallel to the 1st travel path P1 with the end point (point K) of the return path D as a starting point.

Accordingly, when the number of turns required to bypass the obstacle or the turning angle is more than a predetermined value, instead of the path bypassing the obstacle, a path including the return path D that returns in front of the obstacle can be created as a travel path. Accordingly, it is possible to prevent generation of a travel path having a large number of turns or turning angles, so that the operation can be performed smoothly.

As described above, in the autonomous travel path generation system 199 of the present embodiment, the travel path is made to be as straight as possible, and obstacles can be avoided. In addition, as a path for avoiding an obstacle, a path bypassing the obstacle and a path returning in front of the obstacle are properly divided and used. In this way, since the traveling route is generated in a straight line as much as possible, the algorithm for generating the autonomous traveling route can be simplified, and the traveling route can be made easy to understand even for the user.

Preferred embodiments from the second to fourth embodiments have been described above, but the configuration of these embodiments can be changed as follows, for example.

In the above-described embodiment, it is assumed that the autonomous travel path generation unit 147 generates a travel path consisting of the first travel path P1, the bypass Q, and the second travel path P2 in the work area. In other words, it was decided to create a travel path for avoiding an obstacle so as to enter the work area. However, it is not necessarily limited to this, for example, instead of this, a travel path may be created so that the bypass Q protrudes into the non-cultivated land (non-work area).

In the above-described embodiment, it is assumed that the autonomous travel path generation unit 147 generates the bypass Q to the unwork area side. However, it is not necessarily limited to this, for example, instead of this, a bypass circuit (QA) bypassing to the non-work area side and a bypass circuit (QB) bypassing to the work area side (a side that has already performed agricultural work) are temporarily It is also possible to generate and compare the path lengths of these bypass circuits QA and QB, and adopt a convenient bypass circuit whose length is shortened.

For example, when the unmanned tractor 1 is attached to the unmanned tractor 1 and the manned tractor is driven to be located behind the slope of the unmanned tractor 1 and cooperative work is performed, the unmanned tractor 1 is bypassed Q. When there is a possibility of approaching the manned tractor by running along, a warning to that effect may be displayed on the display 37 of the wireless communication terminal 46. Specifically, the display control unit 31 generates display data indicating a warning, and a warning screen based on the display data is displayed on the display 37. Further, an example of the warning screen as described above is shown in FIG. 30.

In the above-described embodiment, it is assumed that the obstacle is in the form of an island in the work area. However, in reality, it is taken for granted that the obstacles are arranged so as to overlap the outline of the work area. For example, FIG. 31 shows an example in which an obstacle is disposed so as to protrude from the end of the pavement toward the center. In the autonomous travel path generation system 199 of the present invention, even in such a case, it is possible to create a travel path with good efficiency while avoiding obstacles. In addition, as shown in Fig. 31, when it is physically impossible to create a detour to the non-work area side, instead of this, a detour to the work area side (a side that has already performed agricultural work) may be created.

The invention disclosed in the above embodiment can be applied even when the outline of the packaging is complicated. For example, when a concave portion is formed in the outline of the package as shown in FIG. 32, the shape of the outer periphery of the package is set by the outer periphery setting unit 33. Even in such a case, it can be considered exactly the same as in the case of Fig. 31, assuming that the obstacles are disposed in a protruding shape toward the inside in a simple rectangular pavement. That is, the present invention can be applied even when a part of the outline of the pavement is concave, and thus becomes a substantially "obstacle".

In step S207 of Fig. 20, instead of determining whether there is at least one bypass having a path length of a predetermined distance L1 or more among the plurality of bypasses, whether the sum of the path lengths of the plurality of bypasses is equal to or greater than a predetermined distance. You may judge Similarly, in step S307 of Fig. 28, it may be determined whether the sum of the avoidance distances is equal to or greater than a predetermined distance.

When the unmanned tractor 1 starts to bypass an obstacle, a direction indicator such as a blinker may function to prompt attention to the user of the wireless communication terminal 46 or the operator of the manned tractor. Thereby, for example, when there is a possibility that the unmanned tractor 1 approaches the manned tractor, the user can notice this, and a collision or the like can be prevented in advance.

In the above embodiment, as the bypass Q, with the end point G of the first travel path P1 as a starting point, while passing through the outer circumferential region of the obstacle, it returns to the opposite side of the obstacle, and the first travel path passes through the obstacle. Although it was set to generate the bypass circuit Q reaching the position on the virtual extension line L which extended (P1), it is not limited to this. That is, the bypass may be a path connecting the end point (point reaching the outer circumferential area of the obstacle) of the first travel path disposed with an obstacle therebetween and the viewpoint of the second driving path (point coming out of the outer circumference of the obstacle), and the second The viewpoint of the travel path may not be a point on the virtual extension line extending the first travel path. When the viewpoint of the second travel path is not a point on the virtual extension line extending the first travel path, for example, as shown in FIG. 33, the provisional travel path P0' is a travel path on a broken line, and the first The travel path P1' and the second travel path P2' are connected through a bend to form a curved temporary travel path P0', and the bend is located in the outer circumference of the obstacle or the area where the obstacle exists. The case where it is located is illustrated. In Fig. 33, the starting point of the first travel path P1' is set to F', the end point is G', the start point of the second travel path P2' is H', the end point is J', and the bypass is Q'. Is shown.

In the above-described embodiment, when an obstacle exists in the form of a road in the work area, in the outer peripheral area of the obstacle, the bypass Q is viewed from the far side when viewed from the travel path until reaching the first travel path P1. Although it was supposed to be generated so as to turn to the opposite side of the obstacle, it is not limited to this. The bypass can be generated on the side close to the end point of the obstacle outer circumference area, in other words, the bypass is generated to include a turning circuit that turns toward the end point in the obstacle outer circumference area after reaching the obstacle outer circumference area. Just do it.

That is, the number of travel paths in the work area is determined in consideration of the width of the work area and the vehicle width of the tractor 1 (work machine 3), but the work order in each work path is appropriately determined according to the user's designation. It is possible to set. With the user's designation, it is possible to designate the number of work paths (the number of skips) between the current running path P10 and the next running path P11, and if the number is 0, the running path (P10) and the travel path P11 are adjacent, and when the number is 2, the travel path P10 and the travel path P11 are arranged with two travel paths interposed therebetween. In principle, the work order in each work path is set sequentially from the start point to the end point, but if the number is other than 0, it is partially set from the end point to the start point (in other words, running near the end point After traveling on the road, there is a case of traveling on an unexplored traveling route near the starting point. In addition, when an obstacle exists on an unexplored travel path that is driven from the end point to the start point, a bypass is generated in the outer circumferential area of the obstacle so as to pass through another unviewed travel path side, that is, the end point side.

In addition, when an obstacle exists on an undiagnosed running path that runs after heading from the end point to the start point, when the adjacent running paths are paths of premature distance on both sides, the path length of the bypass is more It is sufficient to create a short detour or a detour with a smaller number of turns.

<Fifth Embodiment>

In the above embodiment, it is assumed that there is no obstacle, and a provisional travel path including a plurality of provisional travel paths is generated, and according to whether each provisional travel path interferes with the outer circumference area of the obstacle, it is appropriately modified (substitute) to travel. Although it was supposed to generate the route, the method of generating the travel route is not limited to this. In the above embodiment, it is considered that there are no obstacles and the provisional travel path is generated. In the processing of generating the travel path, the determination process of whether to replace the provisional travel path with a travel path including a detour (for example, For example, it is because step S207 in FIG. 20 is performed after generating the provisional travel path, but by making the determination in advance, the travel path may be generated without generating the provisional travel path.

Specifically, when the outer circumferential region of the obstacle is set by the obstacle outer circumference setting unit 34, it can be realized by determining whether or not to generate a bypass in the outer circumferential region of the obstacle. For example, in the process of step S207 of Fig. 20, when there is one or more bypasses having a length of more than a predetermined distance, the path length of the bypass is excessively lengthened, and in order to avoid inefficient work, the bypass is used as the travel path. Although it is not adopted as an example, the path length of the bypass can be calculated in advance in case a bypass is generated in the peripheral region of the obstacle set by the obstacle peripheral setting unit 34. For example, when the outer circumferential area of the obstacle is a hollow rectangular area, the maximum path length of the bypass is, in principle, the length of the lateral side (the side in the direction perpendicular to the working direction) of the outer edge of the outer circumferential area, and the vertical side ( It is the total length (hereinafter referred to as the maximum path length A) of the lengths of the sides in the direction parallel to the working direction. Here, ``in principle'' means that if the path length of the bypass is created to be the shortest, for example, other factors (e.g., without generating the above-described path side, In the case where the path length of the bypass is not generated so that the shortest path length due to the generation factor), the length of twice the length of the horizontal side (the side in the direction perpendicular to the working direction) of the outer edge of the outer circumferential region and the vertical side ( It is the total length (hereinafter referred to as the maximum path length B) of the lengths of the sides in the direction parallel to the working direction. In addition, the autonomous travel path generation unit 147 generates a travel path that does not include a detour, at least in the outer circumferential region of the obstacle in which the maximum path length A is equal to or greater than a predetermined distance, and the maximum path length A ) And the maximum path length (B) in the outer circumferential region of the obstacle in which both are less than the predetermined distance, it is possible to generate a travel path including a detour to generate a travel path including each travel path.

In steps S501 to S504 of Fig. 34, a flow chart schematically shows the processing performed by the autonomous traveling route generating unit 147 when generating the traveling route by the above method. Explaining this processing, first, the autonomous travel path generation unit 147 calculates the maximum path length in advance for all the obstacle outer circumferential regions (step S501). Thereafter, the autonomous travel path generation unit 147 generates a travel path with neither return nor detour for a portion of the work area that does not interfere with the peripheral area (obstacle) of the obstacle (step S502). Next, for a portion of the work area that interferes with the obstacle outer circumferential area, the autonomous travel path generation unit 147 generates a travel path including a return path when the maximum path length of the obstacle outer circumferential area is equal to or greater than a predetermined value. (Step S503), when it is less than the predetermined value, a travel path including a detour is generated (Step S504). In this way, it is possible to generate a travel path without generating a provisional travel path by making it possible to create a travel path including a detour in correspondence with the outer circumferential region of the obstacle.

In the above embodiment, the non-work area is determined by setting the width of the immersion and the width of the uncultivated land on an input screen not shown, and the work area is defined as the remaining area except for the non-work area from the pavement. However, the method of setting the working area is not limited to the above, for example, by designating an arbitrary point of the packaging displayed on the flat display unit 88 in the packaging information input screen 182 described above, the working area And a non-work area may be set.

The autonomous driving route generation system of the present invention is not limited to the cooperative work of the unmanned tractor 1 and the manned tractor described above, but can also be applied when only the unmanned tractor 1 performs autonomous driving and autonomous work alone. have.

In the above embodiment, the work direction setting unit 36 constituting the autonomous travel path generation system 199, the autonomous travel path generation unit 147, and the obstacle outer circumference setting unit 34 are wireless communication terminal 46 Although it was supposed to be provided on the) side, it is not limited to this. That is, some or all of the work direction setting unit 36, the autonomous travel path generation unit 147, and the obstacle outer periphery setting unit 34 may be provided on the tractor 1 side.

<Sixth embodiment>

Next, an autonomous travel route generation system 299 according to a sixth embodiment of the present disclosure will be described in detail with reference mainly to FIGS. 35 to 44. Fig. 35 is a block diagram showing a main configuration of an electric system of the robot tractor 1 and the wireless communication terminal 46 according to the sixth embodiment.

The tractor 1 of this embodiment is equipped with a camera (external environment information acquisition part). The camera 247 detects a moving picture or image by photographing the front of the tractor 1. Although not shown in FIGS. 1 and 2, the camera 247 is attached to the roof 29 of the tractor 1. Data of moving pictures or images captured by the camera 247 is transmitted to the wireless communication terminal 46 from the wireless communication antenna 48 by the wireless communication unit 40. The wireless communication terminal 46 that has received the moving picture or image data displays its contents on the display 37.

Further, the moving picture or image captured by the camera 247 is analyzed by the control unit 4 or the wireless communication terminal 46. Thereby, external environment information in the pavement, for example, the position of a specific object (e.g., pavement surface shape such as a ridge or groove, an end of an obstacle pavement such as stones) existing around the tractor 1, The size and the like are detected. In addition, the location of the specific object (direction in which the specific object exists and the distance to the specific object) is detected based on the range occupied by a specific object in the acquired image or video (size of the specific object), the position at which the specific object is displayed, etc. . In addition, the processing performed according to the detection result of a specific object will be described later.

The main configuration of the autonomous travel route generation system 299 of the present embodiment is provided in the wireless communication terminal 46. The autonomous travel route generation system 299 of the present embodiment includes the above-described control unit 71, communication unit 72, display control unit 31, storage unit 32, pavement outer circumference setting unit 33, obstacle outer circumference setting In addition to the unit 34, the work area setting unit (driving area setting unit) 35, the start end position setting unit 151, and the work direction setting unit (running direction setting unit) 36, etc., in addition to creating a path A unit 276, a correction information calculation unit 277, a correction path generation unit 278, and the like are provided.

The wireless communication terminal 46 of this embodiment is also the same as the case of the first embodiment, by the cooperation of the software and hardware described above, the path generation unit 276, the correction information calculation unit 277, and the correction path It can operate as the generation unit 278 or the like.

The route generation unit 276 of the present embodiment is also similar to the above-described embodiment, whereby the traveling route is basically included in the working area, and the working area in the pavement is the turning circuit. Create to be included in other areas (non-work areas). However, when an obstacle exists in the pavement, the path generation unit 276 generates a travel path so as to avoid the obstacle. This will be described in detail later. The travel route generated by the route generation unit 276 is stored in the storage unit 32.

The correction information calculation unit 277 calculates a travel path based on the detection result of a specific object (e.g., pavement surface shape such as a ridge or groove, obstacles such as stones, an end of pavement) acquired by the camera 247. Calculate correction information for correction. The correction path generation unit 278 generates a correction path in which the travel path is corrected based on the correction information calculated by the correction information calculation unit 277. In addition, detailed processing performed by the correction information calculation unit 277 and the correction path generation unit 278 will be described later.

Next, a process of detecting the position of the ridge and automatically correcting the travel route based on the external environment information detected by the camera 247 will be described with reference to FIGS. 36 to 41. Here, the automatic correction means that the wireless communication terminal 46 generates a correction route in which the traveling route is corrected, and may further include updating the traveling route stored in the storage unit 32 to the correction route.

First, the travel path T set when the tractor 1 performs work along the ridge formed in the pavement will be described. As shown in FIG. 37, the travel path T is constituted by travel paths P5 to P8 and turning circuits U5 to U7. The running paths P5 to P8 are straight paths formed so as to pass through the center of the ridge formed on the pavement. The turning circuit U5 is an arc-shaped path connecting the travel path P5 and the travel path P6. The turning circuit U6 is an arc-shaped path connecting the travel path P6 and the travel path P7. The turning circuit U7 is an arc-shaped path connecting the travel path P7 and the travel path P8.

Here, as shown in FIG. 38, a case where the position of the gyrus on the start point side (in detail, the center position of the gyrus) is shifted toward the end side of the pavement (the opposite side of the end point) is considered. In this case, it is assumed that the storage unit 32 stores the travel path T shown in FIG. 37. Therefore, when traveling without correcting the travel route T, there is a possibility that the tractor 1 does not pass through the center of the ridge, and thus the work by the tractor 1 may not be properly performed. From this point of view, the wireless communication terminal 46 of the present embodiment can correct the travel path T in consideration of the displacement of the ridge by performing processing based on the flow chart shown in FIG. 36.

Firstly, the wireless communication terminal 46 analyzes the image detected by the camera 247 (a moving image may be used, the same applies hereinafter) to determine whether or not a gyrus has been detected (step S601). For example, since the part where the ridge is formed is higher than the other part, the wireless communication terminal 46, based on the image detected by the camera 247, the part where the ridge is formed, and the ridge is formed. You can tell which parts are not. In the manner described above, the wireless communication terminal 46 detects the gyrus. In the example shown in FIG. 38, in an appropriate timing, such as, for example, a timing in which the autonomous driving of the tractor 1 and the start of the autonomous operation are instructed, the timing when the tractor 1 arrives at the starting point, or a timing shortly before that, The wireless communication terminal 46 detects the gyrus of the end of the starting point side.

When determining that the gyrus has been detected in step S601, the wireless communication terminal 46 detects the center position of the gyrus detected by the camera 247 (the actual gyrus center position) (step S602). The central position of the gyrus is a position at the center of the gyrus in the width direction (shorter direction). The wireless communication terminal 46 calculates the distance from the tractor 1 to the ridge based on the image detected by the camera 247. Thereby, the relative position of the lodge with respect to the tractor 1 can be detected. In addition, the absolute position of the tractor 1 can be detected by the position information calculation unit 49. The wireless communication terminal 46 can detect the absolute position of the ridge (that is, the position of the ridge on the traveling route) based on the relative position of the ridge with respect to the tractor 1 and the absolute position of the tractor 1. I can. The wireless communication terminal 46 calculates the center position (absolute position) of the gyrus by specifying the center in the width direction of the gyrus for which the absolute position was obtained. In the example shown in FIG. 38, the wireless communication terminal 46 detects the center position of the gyrus of the end of the start point side.

Next, the wireless communication terminal 46 judges whether or not the registered travel route and the center position of the ridge differ by a threshold or more (step S603). The wireless communication terminal 46 compares the travel path stored in the storage unit 32 (in detail, the travel path passing through the ridge detected this time among the travel paths) and the center position of the ridge detected in step S602, The amount of deviation of both is calculated. In the example shown in FIG. 38, since the gyrus is formed by shifting in parallel in the width direction, the amount of shift is constant over the longitudinal direction of the gyrus.

Moreover, although the threshold value in step S603 is arbitrary, it is preferable that it is a value satisfying the following conditions, for example. That is, in the present embodiment, a high-precision satellite positioning system using the GNSS-RTK method is used, but a measurement error of a small amount (about 2-3 cm) may occur. Therefore, the threshold value is preferably a value larger than the measurement error of the position of the tractor 1 (eg, 2 cm or more, 3 cm or more, 4 cm or more). Further, a threshold value may be determined based on the amount of shift that does not hinder the work of the tractor 1. Moreover, the threshold value may be changeable by an operator operating the wireless communication terminal 46.

When the wireless communication terminal 46 determines that the deviation amount (difference) between the registered travel route and the center position of the ridge is smaller than the threshold value (step S603, NO), the correction path is not generated for the ridge and step S601 Return to the processing of. On the other hand, when the wireless communication terminal 46 determines that the registered driving route and the center position of the ridge differ by a threshold value or more (step S603, YES), when the tractor 1 is running autonomously, it sends a stop signal for autonomous driving. It is transmitted to the tractor 1, and the tractor 1 is temporarily stopped (step S604). If the tractor 1 is not running autonomously, it proceeds to step S605.

Next, the wireless communication terminal 46 judges whether or not there is an operator's permission for automatic correction of the travel route (step S605). The wireless communication terminal 46 determines that there is permission from the operator when setting to the effect of allowing automatic correction of the travel route has been previously performed. When permission for automatic correction of the travel route has not been set in advance, the wireless communication terminal 46 displays predetermined contents on the display 37 and asks the operator to allow the automatic correction.

The wireless communication terminal 46 displays, for example, "automatic correction of the travel route is permitted" and "automatic correction of the travel route is not permitted" on the display 37. When "Allow automatic correction of travel routes" is selected by the operator, for example, "automatically correct one travel route" and "automatically correct all travel routes" are displayed. When "automatically correcting one travel path" is selected by the operator, the wireless communication terminal 46 automatically corrects one travel path (travel path P5 in FIG. 38), and the other travel path ( The travel paths P6 to P8 in Fig. 38 are not automatically corrected. In addition, when "automatically correct all travel routes" is selected by the operator, the wireless communication terminal 46 automatically corrects all travel routes (travel routes P5 to P8 in Fig. 38).

In addition, when "do not allow automatic correction of the travel path" is selected by the operator, the wireless communication terminal 46 "corrects the travel path manually" and "continues the work without correcting the running path". Options such as "Stop the job" are displayed.

When the wireless communication terminal 46 (in detail, the correction information calculation unit 277) determines that there is permission from the operator for automatic correction of the travel route (step S605, YES), the position information of the tractor 1 and Correction information is calculated based on the center position of the gyrus and the like (step S606). As described above, the wireless communication terminal 46 is based on the absolute position of the tractor 1 detected by the position information calculating unit 49 and the relative position of the ridge with respect to the tractor 1, It is possible to detect the absolute position of (that is, the position of the actual ridge on the driving route).

The correction information is information for correcting the travel route, specifically, the offset amount of the travel route, the offset direction, the angle change amount of the travel route, and the like. In the example shown in FIG. 38, since the ridge is formed to be shifted in parallel in the width direction, the offset amount and the offset direction of the travel path correspond to the correction information. In addition, when correcting a plurality of paths, correction information is calculated for each path. The wireless communication terminal 46 sets the displacement amount of the travel route and the center position of the ridge determined in step S603 as an offset amount. In addition, the wireless communication terminal 46 sets the direction in which the travel route deviates from the actual center position of the ridge as the deviation direction.

Next, the wireless communication terminal 46 (in detail, the correction route generation unit 278) generates a correction route based on the correction information calculated in step S606, and the travel route stored in the storage unit 32 Is updated (step S607). As shown in FIG. 38, when the position of the actual ridge is shifted, a correction path is generated as shown in FIG. 39. In addition, in Fig. 39, a correction path generated when the effect of automatically correcting one travel path is selected. In the example shown in FIG. 39, the wireless communication terminal 46 generates a travel path P51 which is a correction path obtained by correcting the travel path P5. Further, the wireless communication terminal 46 generates a turning circuit U51 which is a correction path obtained by correcting the turning circuit U5. In the method of generating the travel path P51 shown in Fig. 39, for example, the starting and ending positions of the travel path P5 are offset based on the correction information, and the path connecting the starting and ending points after the offset is determined as Generated as (P51). In short, the correction path generation unit 278 is calculated based on the position of the travel path P5 generated in advance (the center position when the width information is included as the travel path P5) and the center position of the detected gyrus. Based on the correction information, it is possible to offset the start and end points of the traveling route P5, and create a new traveling route P51 different from the traveling route P5 as a correction route based on the start and end points after the offset. .

Next, the wireless communication terminal 46 restarts the travel of the tractor 1 and causes the tractor 1 to travel along the travel route updated in step S607 (step S608). Even after that, the wireless communication terminal 46 judges whether or not the gyrus has been detected (step S601), and when the gyrus is detected, it performs processing after step S602. By continuously performing the above-described processing in this way, even when the center position of the travel paths P6 to P8 and the actual ridge is shifted, the travel paths P6 to P8 can be corrected.

Next, a case where a plurality of teeth is shifted so as to be inclined will be described with reference to Figs. 36, 40, and 41.

In Fig. 40, the actual ridge (the ridge detected by the camera 247) is inclined with respect to the travel route generated in advance. Here, the camera 247 photographs not only an image of the ridge immediately next to the tractor 1 but also an image of the ridge in front. Therefore, the wireless communication terminal 46 can calculate the position of not only the immediate side but also the front ridge by analyzing this image. Therefore, in step S603, the wireless communication terminal 46 calculates the amount of deviation between the registered travel route and the center position of the ridge detected by the camera 247 not only next to the tractor 1 but also in front. It is possible. Further, in step S603, the determination is made based on the positional deviation of the travel route and the center position of the ridge, but instead of this, the determination may be performed based on the deviation angle of the direction of the travel route and the direction in which the ridge is formed. do.

In the example shown in FIG. 40, since the ridge is inclined with respect to the travel route, in step S606, the wireless communication terminal 46 (correction information calculation unit 277) calculates the angle change amount of the travel route as correction information. Calculate. As described above, the wireless communication terminal 46 can detect the direction in which the ridge is formed based on the image detected by the camera 247. Therefore, by comparing the direction of the travel path and the direction in which the ridge is formed, the amount of change in the angle of the travel path is calculated.

In addition, in the example shown in FIG. 40, since all ridges are inclined with respect to the travel path, the operator selects "Allow automatic correction of the travel path" in step S605, and also performs "automatic correction of all travel paths". Make it your choice. Therefore, the wireless communication terminal 60 (in detail, the correction path generation unit 278), in step S608, with respect to the travel paths P5 to P8, based on the angle change amount determined in step S606, the correction path As, the traveling route P51, the traveling route P61, the traveling route P71, the traveling route P81, the turning circuit U51, the turning circuit U71 (refer FIG. 41) are created, and the storage part 32 ) To update the driving route stored in.

Hereinafter, a method of generating a correction path will be described using the travel path P51 as an example, but other correction paths can be similarly generated. As shown in FIG. 41, the viewpoint of the running path P5 and the center position of the ridge coincide, but as a method of generating the running path P51 when the direction in which the ridge is formed is shifted, for example A value calculated based on the correction information (angle change amount) and the path length of the travel path P5 and the position of the end point while maintaining the starting point of the travel path P5 (e.g., path length × tan (angle It is offset by the amount of change)), and a path connecting the starting point and the end point after the offset is created as the travel path P51. In short, the correction route generation unit 278 offsets the end point of the traveling route P5 based on the correction information calculated based on the formation direction of the ridge, and offsets the end point of the traveling route P5, and based on the start point and the end point after the offset, the traveling route P5 ), it is possible to create a new travel path P51 different from) as a correction path.

It goes without saying that it is also possible to create a correction path by combining FIGS. 39 and 41. That is, when the center position of the ridge is shifted from the position of the travel path, and the direction of formation of the ridge is deviated, the viewpoint of the driving route is offset based on the correction information calculated based on the former deviation, and the electronic And it is possible to offset the end point of the traveling route based on the correction information calculated based on the deviation of the latter, and generate a route connecting the starting point and the end point after the offset as the traveling route P51.

Next, a process of detecting the position and size of an obstacle and automatically correcting the travel path based on external environment information detected by the camera 247 will be described with reference to FIGS. 42 to 44. Also in the following description, it is assumed that the travel path T shown in FIG. 37 is previously stored in the storage unit 32. Hereinafter, with reference to the flow chart of FIG. 42, a process of correcting the travel path when an obstacle is detected will be described.

First, the wireless communication terminal 46 analyzes the image detected by the camera 247 to determine whether or not an obstacle has been detected (step S701). For example, since a portion in which an obstacle (stone, garbage, other work vehicle) is formed is different in color and size from other portions, the wireless communication terminal 46 is based on the image detected by the camera 247. , It is possible to detect obstacles. In the example shown in FIG. 43, an obstacle is detected while the tractor 1 is traveling along the travel path P5.

When it is determined that the obstacle has been detected in step S701, the wireless communication terminal 46 detects the position and size of the obstacle detected by the camera 247 in the same manner as in the case of gyrus (step S702). The size of the obstacle is at least one of the width, height, and depth of the obstacle. For example, depending on the height of the obstacle, the depth of the obstacle cannot be detected. In this case, the wireless communication terminal 46 detects the width and height of the obstacle. Further, since the height of the obstacle is not related to the travel path, detection of the height of the obstacle may be omitted.

Next, the radio communication terminal 46 determines whether or not the detected obstacle is in a state in which registration has been completed (step S703). The determination in step S703 is performed by comparing the information on the obstacle registered (stored) in the storage unit 32 with the position and size of the obstacle detected in step S702. In more detail, whether or not the detected obstacle has been registered is determined that the registration has been completed when the area in which the detected obstacle exists is overlapped with at least a part of the registered obstacle area. If there is no overlap in the area of, it is determined that the registration has not been completed.

When the detected obstacle is registered (step S703, YES), the wireless communication terminal 46 determines whether the position or size of the registered obstacle and the detected obstacle differ by a threshold value or more (step S704). . In the same manner as in step S603, it is preferable to determine this threshold based on an error in the satellite positioning system or whether it hinders the operation of the tractor 1.

When the position and/or size of the detected obstacle differs from the registered obstacle by a threshold value or more (step S704, YES), the wireless communication terminal 46 transmits a stop signal for autonomous driving to the tractor 1, and the tractor (1) is temporarily stopped (step S705). In addition, the wireless communication terminal 46 does not generate a correction path for this obstacle when the amount of deviation between the registered obstacle and the position and/or size of the detected obstacle is smaller than the threshold value (Step S704, No). The process returns to S701. In more detail, when the area where the detected obstacle is present coincides with or is contained in the area of the registered obstacle, and when the area where the detected obstacle is present overlaps with a part of the area of the registered obstacle. , For example, if the size of the non-overlapping area is equal to or larger than the threshold value, the flow proceeds to step S705.

Further, when the detected obstacle is not registered (step S703, NO), the wireless communication terminal 46 transmits a stop signal for autonomous travel to the tractor 1 to temporarily stop the tractor 1 (step S705). In the example shown in Fig. 43, it is assumed that an unregistered obstacle is detected. In addition, even when an unregistered obstacle is detected, if the obstacle is smaller than a threshold value (for example, so as not to hinder the work of the tractor 1), the processing may return to step S701.

Next, the wireless communication terminal 46 determines whether or not there is an operator's permission for automatic correction of the travel route (step S706). This determination is basically the same as step S605 in FIG. 36. However, there is a possibility that the operator can manually remove the obstacle. Therefore, after removing the obstacle, the operator can continue the work along the registered travel path by selecting "Continue the work without correcting the running path". In addition, depending on the shape of the obstacle, it is also conceivable that a correction path in which the travel paths overlap (or exceeds a preset allowable overlap amount) is generated. In this case, the radio communication terminal 46 requests the operator for permission regarding overlap.

When the wireless communication terminal 46 (in detail, the correction information calculation unit 277) determines that there is permission from the operator for automatic correction of the travel route (step S706, YES), the position information of the tractor 1, Correction information is calculated based on the position and size of the obstacle, etc. (step S707). As described above, the wireless communication terminal 46 is based on the absolute position of the tractor 1 detected by the position information calculation unit 49 and the relative position of the obstacle with respect to the tractor 1, the actual obstacle The absolute position of (that is, the position of the actual obstacle on the driving path) can be detected. Here, the correction information is such that when the detected obstacle is an obstacle for which registration has been completed, the corrected area for which the area of the registered obstacle has been corrected is an area including the area of the registered obstacle and the area in which the detected obstacle exists. This is information for correction. In contrast, if the detected obstacle is not an obstacle for which registration has been completed, this is information for correcting (newly registering) so that the area as the area of the obstacle to be newly registered becomes an area containing the area in which the detected obstacle exists. .

Next, the wireless communication terminal 46 (in detail, the correction route generation unit 278) generates a correction route based on the correction information calculated in step S707, and the travel route stored in the storage unit 32 Is updated (step S708). In the examples shown in Figs. 43 and 44, the wireless communication terminal 46 corrects the travel path P5, the travel path P6, and the turning circuit U5, and is a travel path P51 that is a correction path that turns from the front. , A running path P61, and a turning circuit U51 are created.

Hereinafter, a method of generating a correction path will be described. When the detected obstacle is an obstacle for which registration has been completed, a travel path in which the correction information affects the autonomous driving/autonomous operation is specified based on the correction information. For example, when an obstacle detected while traveling on the travel path P5 is deviated from the registered obstacle with respect to the travel direction of the tractor 1, correction information based on the deviation affects the travel path P5. When it is specified as being affected and deviated in the direction perpendicular to the travel direction of the tractor 1, the correction information based on the deviation is specified to affect the travel path P6 adjacent to the travel path P5. Then, among the starting and ending points of the specified travel path, an ending point formed around the obstacle is offset based on the correction information, thereby generating a new travel path as a correction path based on the starting point and the ending point after the offset.

On the other hand, if the detected obstacle is not an obstacle for which registration has been completed, as in the same manner as above, based on the correction information, a travel path in which the correction information affects the autonomous driving/autonomous operation is specified. Then, among the starting and ending points of the specified travel path, the end point is changed from the pavement end to the perimeter of the obstacle based on the correction information, and a new travel path is generated as a correction path based on the starting point and the end point after the change.

Next, the wireless communication terminal 46 restarts the travel of the tractor 1 and causes the tractor 1 to travel along the travel route updated in step S708 (step S709). Even after that, the wireless communication terminal 46 judges whether or not an obstacle has been detected (step S701), and when an obstacle is detected, it performs processing after step S702. By performing the above-described processing continuously in this way, even when there are a plurality of unregistered obstacles on the pavement, the travel route can be corrected.

Further, in step S708, when the detected obstacle is a registered obstacle, in addition to generating a correction path, the wireless communication terminal 46 re-registers or re-registers the obstacle by the obstacle outer periphery setting unit 34 for the user. It is preferable to propose a change in registration of the obstacle based on the correction information, and if the detected obstacle is not the registered obstacle, in addition to generating the correction path, the obstacle by the obstacle outer periphery setting unit 34 for the user It is desirable to propose a new registration of an obstacle based on the new registration or correction information of

As described above, the autonomous travel route generation system 299 of the present embodiment includes a route generation unit 276, a storage unit 32, a camera 247, a correction information calculation unit 277, and A correction path generation unit 278 is provided. The route generation unit 276 generates a travel route. The storage unit 32 stores the travel route generated by the route generation unit 276. The camera 247 is formed in the tractor 1 and acquires external environment information (position and size of a specific object (such as a ridge or obstacle)) in the work area. The correction information calculation unit 277 calculates correction information for correcting the travel route based on the external environment information acquired by the camera 247. The correction route generation unit 278 generates a correction route in which the travel route is corrected based on the correction information calculated by the correction information calculation unit 277, and stores it in the storage unit 32.

Thereby, the traveling route is corrected based on the external environment information acquired by the camera 247 formed in the tractor 1. Accordingly, the driving route generated in advance can be corrected based on the current environment or the like. Moreover, by storing the correction route in the storage unit 32, the trouble of correcting the travel route after the next time can be eliminated.

Although the preferred embodiment of the present invention has been described above, the above configuration can be changed as follows, for example.

In the sixth embodiment described above, as the specific object specified by the external environment information, the ridge and the obstacle have been described, but other specific objects (grooves or end portions of the pavement) may be used. For example, in the case of setting the position of the outer periphery of the pavement, as described above, the tractor 1 is rotated one round along the outer periphery of the pavement. At this time, the wireless communication terminal 46 can detect the end of the package based on the camera 247. The wireless communication terminal 46 corrects the setting of the outer periphery of the pavement when the amount of deviation between the registered end of the pavement and the detected end of the pavement is greater than or equal to the threshold value, and when the outer periphery of the pavement is affected, the travel path diagram Correct.

In the above embodiments, the camera 247 is used as an example of the external environment information acquisition unit, but the external environment information acquisition unit may be a radar device. Further, in the above-described embodiment, at least a part of the information stored by the storage unit 32 may be stored in the storage unit 55. Similarly, at least a part of the information stored by the storage unit 55 may be stored in the storage unit 32.

In the above embodiment, the route generation unit 276 constituting the autonomous travel route generation system 299, the storage unit 32, the correction information calculation unit 277, and the correction route generation unit 278, Although it was supposed to be provided on the wireless communication terminal 46 side, it is not limited to this. That is, some or all of these may be provided on the tractor 1 side or other equipment.

In the above embodiment, the correction information calculation unit 277 calculates the correction information based on the information acquired by the external environment information acquisition unit (for example, the camera 247), and is calculated by the correction information calculation unit 277. Based on the correction information, the correction path generation unit 278 is supposed to generate the correction path, but the correction information does not have to be calculated by the correction information calculation unit 277, and the user can select an external input device (for example, a display It may be a correction value input by operating (37)). When the user wants to start the autonomous driving/autonomous operation of the tractor 1 or when a shift in the position of the center position of the driving route and the ridge is detected by the camera 247, the display 37 is operated to correct the correction value. By enabling the input to be possible, it is possible to generate a correction path in which the position shift is corrected in a manner desired by the user. In addition, in order to enable the user to input an appropriate correction value, the display control unit 31 may display a recommended correction value on the display 37 based on the calculated correction information. do. Further, when the correction value input by the user deviates from the recommended correction value, the wireless communication terminal 46 may issue a warning to obtain correction of the correction value.

In addition, when a correction path is generated for a specific travel path among a plurality of driving paths, a driving path including the specific driving path in which autonomous driving/autonomous work is not performed by the tractor 1 (hereinafter referred to as driving (Referred to as a scheduled travel route) may be corrected with the generation of the correction route, or only the specific route may be corrected and no other route may be corrected. In the former case, when, for example, a correction path in which a specific travel path is offset to the start position side by N cm is generated, a correction path that is also offset to the start position side by N cm is generated in the same manner as the planned travel path. On the other hand, in the latter case, even if a corrected route in which a specific traveling route is offset by N cm to the start position side is generated, the planned traveling route is not corrected and is maintained. In this case, since the timing of the next driving route where autonomous driving/autonomous work is performed by the tractor 1 after the specific driving route is not changed, the turning circuit connecting the end point of the specific driving route and the starting point of the next driving route Is created separately.

In the above embodiment, it is determined whether or not the detected obstacle is an obstacle for which registration has been completed. However, an obstacle that has not been registered means a static (self-intentional or natural phenomenon such as wind) existing in the work area. It may be not only an obstacle, but also a dynamic (moving by one's own intention or natural phenomena such as wind). Dynamic obstacles include humans and animals. In step S707 of Fig. 42, the correction information calculation unit 277 calculates correction information based on the position information of the tractor 1, the position and size of the obstacle, etc., but in particular, the obstacle for which registration is not completed is dynamic. In the case of a human obstacle, the correction information further includes information capable of specifying the positional change of the obstacle over time. Information that can specify the change in position over time may include information indicating the moving direction and moving speed of a dynamic obstacle, and based on the position (distance) and moving speed of the tractor 1 and the dynamic obstacle. The position information of the dynamic obstacle when the calculated time until the tractor 1 contacts the dynamic obstacle (hereinafter, referred to as time TM1) has elapsed may be included. Further, whether an obstacle is dynamic or static can be specified based on a moving picture or a plurality of images detected by the camera 247, for example, by capturing a change in the position of the obstacle.

When the obstacle is a dynamic obstacle, the wireless communication terminal 46 determines whether or not the tractor 1 and the dynamic obstacle are in contact with each other at the time point TM1 has elapsed, and when it is determined that there is no contact , Does not generate a correction path based on the correction information. On the other hand, when it is determined that the tractor 1 and the dynamic obstacle have been in contact with each other when the time TM1 has elapsed, a correction path based on the correction information is generated. The correction path is a path in which the tractor 1 and the dynamic obstacle do not contact with each other at the time point when the time TM1 has elapsed. Therefore, when the obstacle for which registration has not been completed is a static obstacle, it is decided to create a corrected path by changing the end point among the starting and ending points of the specified driving route. However, in the case of a dynamic obstacle, the starting point and the ending point are not changed. , After the elapse of time TM1, a correction path including a detour to avoid dynamic obstacles is created. In the case of bypassing the dynamic obstacle, the bypass includes a turning circuit for avoiding contact with the dynamic obstacle, but the turning direction is preferably a direction opposite to the moving direction of the dynamic obstacle.

In addition, dynamic obstacles are not limited to always making constant movements, and may be different movements over time. In that case, it is sufficient to create a corrected path that appropriately avoids contact with a dynamic obstacle. However, when the tractor 1 continues to move as it is, contact with a dynamic obstacle cannot be avoided, or When it is judged that it is difficult to avoid contact, for example, the moving direction is continuously changed in a short time, the tractor 1 may be stopped. In that case, it is sufficient to generate a correction path from the position where the tractor 1 stopped to the end point.

<Seventh embodiment>

Next, the autonomous travel route generation system 399 according to the seventh embodiment of the present disclosure will be described in detail with reference mainly to FIGS. 45 to 57. FIG. 45 is a side view showing the overall configuration of a robot tractor 1 traveling along the autonomous travel path 93 generated by the autonomous travel path generation system 399 according to the seventh embodiment of the present disclosure.

The robot tractor 1 of this embodiment is equipped with the work machine 300 instead of the work machine 3 in 1st embodiment. In the present disclosure, as the work machine 300, a lawnmower having a mowing operation portion (working portion) 3A that performs a mowing operation with a rotating blade (not shown) is used. This lawnmower is configured as an offset type lawnmower (offset type working machine) capable of performing mowing operations in a state in which the lawnmowing operation unit 3A is offset from the traveling body 2 in the left-right direction of the vehicle. In FIG. 46, a state in which the mowing work part 3A is offset with respect to the traveling body 2 to the right in the traveling direction is shown. However, although details are not shown, the work machine 300 is provided with a hydraulic cylinder (offset actuator 345 to be described later), and by driving this hydraulic cylinder, the mowing work part 3A is moved to the opposite side from FIG. It can be offset (to the left in the traveling direction) or positioned immediately behind the traveling body 2.

The work machine 300 includes a work machine control part 350 for controlling the mowing work part 3A and the like. The work machine control unit 350 is configured with a CPU, ROM, RAM, I/O, etc. (not shown), and the CPU can read and output various programs or the like from the ROM and execute them. The work machine control unit 350 is electrically connected to the control unit 4 of the traveling body 2 and can control the work machine 300 based on a command from the control unit 4. The offset controller 365 is electrically connected to the work machine control unit 350.

The offset controller 365 controls the offset amount of the mowing work part 3A of the work machine 300. Specifically, the work machine 300 is provided with an offset actuator 345. As the offset actuator 345, for example, a hydraulic cylinder, an electric motor, or the like can be considered, but is not limited thereto. In this configuration, the offset controller 365 drives the offset actuator 345 based on a control signal input from the work machine control unit 350. By this control, the mowing work part 3A of the work machine 300 can be displaced in the left-right direction of the aircraft.

The offset actuator 345 is controlled by the control unit 4 (work machine control unit 350), and the tractor 1 is operated in a state where the mowing work unit 3A of the work machine 300 is properly offset from the traveling body 2. By running, it is possible to perform work by the mowing operation unit 3A in a state where the center of the path through which the mowing operation unit 3A passes and the center of the path through the traveling body 2 are shifted in the left-right direction of the aircraft.

A plurality of the controllers (e.g., engine controller 61, etc.), including the offset controller 365 of the work machine 300, based on a signal input from the control unit 4 of the tractor 1, the work machine ( 300), etc. are controlled. Therefore, it can be understood that the control unit 4 is substantially controlling each unit.

Next, the autonomous driving route generation system 399 will be described in more detail with reference mainly to FIGS. 47 and 48.

The main configuration of the autonomous travel route generation system 399 of the present embodiment is provided in the wireless communication terminal 46. As shown in Fig. 48, the wireless communication terminal 46 of the present embodiment includes the above-described control unit 71, a display (display unit) 37, a communication unit 72, and the like, as well as a work vehicle information setting unit ( An offset setting unit 51, a pavement information setting unit (start end position setting unit) 52, a work information setting unit 53, an autonomous travel route generation unit 354, and the like are provided.

The wireless communication terminal 46 of the present embodiment is also a work vehicle information setting unit (offset setting unit) 51, a packaging information setting unit by cooperation of the above-described software and hardware, as in the case of the first embodiment. It can operate as a (start end position setting unit) 52, a work information setting unit 53, an autonomous travel route generation unit 354, and the like.

The work vehicle information setting unit 51 is for setting information about the tractor 1 (hereinafter, referred to as work vehicle information in some cases). The work vehicle information setting unit 51 includes the model of the tractor 1, the position at which the positioning antenna 6 is attached in the tractor 1, the type of the work machine 300, and the size and shape of the work machine 300. , The position of the work machine 300 with respect to the traveling body 2, the vehicle speed and engine rotation speed during operation of the tractor 1, the vehicle speed and engine rotation speed during the turning of the tractor 1, etc. ) Can be used to store the specified content.

The work vehicle information setting unit 51 is the size of the work machine 300 described above, and is an effective width in the left and right direction (width E2 shown in Fig. 46) in which work is performed by the mowing work unit 3A. Hereinafter, it is referred to as work width. May be called) can be set. In addition, when the work machine 300 is an offset type work machine, the work vehicle information setting unit 51 uses the mowing work unit 3A as a position with respect to the traveling body 2 of the work machine 300 as a traveling body. (2) It is possible to set the offset distance E1 in the left-right direction of the aircraft in the case of performing an offset operation and a direction to be offset with respect to (whether it is the left side of the body, the right side of the body, or both).

The offset distance E1 is a reference point 2C appropriately set in the traveling body 2 and a reference point 3C appropriately set in the work machine 300 (mowing work unit 3A), as shown in FIGS. 46 and 49 It can be defined as the distance in the left-right direction between the aircraft. The reference point 2C of the traveling body 2 can be arbitrarily determined as a point representing the position of the traveling body 2, but the reference point 2C is set to be located in the center of the left and right directions of the traveling body 2 desirable. The reference point 3C of the work machine 300 (mowing work part 3A) can also be arbitrarily determined as a point representing the position of the work machine 300 (mowing work part 3A), but the reference point 3C It is preferable to set it so that it may be located in the center of the left-right direction of the mowing work part 3A. In addition, when the connection position of the work machine 300 to the traveling body 2 is not the center of the left and right direction of the traveling body 2, the connection position (if connected at multiple positions) is connected instead of the reference point 2C. Position center) as a reference point, and the distance between the reference point and the reference point 3C in the left-right direction of the body may be defined as the offset distance E1. In addition, the mounting position of the positioning antenna 6 may or may not coincide with the reference point 2C of the traveling body 2 as shown in FIG. 45.

The packaging information setting unit 52 is for setting packaging information. The pavement information setting unit 52 stores the contents set by the operator operating the wireless communication terminal 46 with respect to the position and shape of the pavement 380, the starting position and ending position to be autonomously driven, the work direction, etc. I can.

The job information setting unit 53 is for setting information on how to specifically perform a job (hereinafter, referred to as job information in some cases). The job information setting unit 53, as job information, is the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, and the number of work paths 383A to be skipped when the tractor 1 turns while immersed. It is configured to be able to set the number, the width of immersion, and the width of uncultivated land.

The autonomous travel path generation unit 354 is for generating an autonomous travel path 383 which is a path for autonomously driving the tractor 1. Based on the information set by the work vehicle information setting unit 51, the pavement information setting unit 52, and the work information setting unit 53, the autonomous travel path generation unit 354 is configured to the autonomous travel path of the tractor 1 ( 383) can be created and remembered.

Next, with reference mainly to Figs. 50 to 53, the setting in the wireless communication terminal 46 for generating the autonomous travel path 383 will be described. 50 is a diagram showing a display example of the work vehicle information input screen 391 on the display 37 of the wireless communication terminal 46. 51 is a diagram illustrating a display example of the packaging information input screen 392 on the display 37 of the wireless communication terminal 46. 52 is a diagram showing a display example of a job information input screen 393 on the display 37 of the wireless communication terminal 46.

When the operator performs a predetermined operation in the wireless communication terminal 46, the control unit 71 controls to display the work vehicle information input screen 391 shown in FIG. 50 on the display 37.

In the work vehicle information input screen 391, the model of the tractor 1, the size of the tractor 1, and the running of the positioning antenna 6 are the same information as the work vehicle information input screen 81 according to the first embodiment. The rear end of the work machine 300 from the rear end of the three-point link mechanism (the rear end of the lower link) in addition to the field for inputting the mounting position to the base 2, the type of the work machine 300, and the working width E2 of the work machine 300. Distance to, a direction in which the work machine 300 (mowing work part 3A) can be offset with respect to the traveling machine 2, and the offset distance in the left and right directions of the machine when the work machine 300 is offset (specifically, Fields for inputting the distance in the left-right direction of the vehicle between the reference point 2C of the traveling body 2 and the reference point 3C of the mowing operation unit 3A) (E1) and the like are arranged, respectively.

The operator operates the wireless communication terminal 46 to input numerical values in text boxes arranged in each column of the work vehicle information input screen 391 or select from a list of drop-down boxes to perform settings. Thereby, the working width E2 of the mowing work part 3A which the work machine 300 has, and the left-right offset direction that can offset the mowing work part 3A with respect to the traveling body 2 (right, left, or both) ) And the offset distance (E1).

The work vehicle information designated by the operator on the work vehicle information input screen 391 is stored in the work vehicle information setting unit 51. When the input of the work vehicle information is completed, the control unit 71 controls the display 37 to display the packaging information input screen 392, which is substantially the same as that shown in Fig. 7 of the first embodiment (Fig. 51).

In the packaging information input screen 392, packaging information having substantially the same content as that shown in the first embodiment is input and settings are performed. However, in the following, the setting content peculiar to the present embodiment will be described in detail.

7 shows an example in which the position and shape of the packaging 90, the start position and end position of the work are set. In the example of FIG. 7, the start position is set at one of the corners of the rectangular packaging 90, and the end position is set at the corner at a position diagonal to the corner. In this way, in the autonomous travel route generation system 399 of the present embodiment, it is a principle that both the start position and the end position are set at the ends of the pavement 380, as shown in the first embodiment.

On the other hand, in the present embodiment, the setting to the effect that the work machine 300 (the mowing work part 3A) can work while being offset to either the left-right direction of the plane with respect to the traveling body 2 is set to the work vehicle information setting part 51 ), a point near the center of the work area 381 can be designated for one (only) of the start position and end position of autonomous driving. 51 shows an example of such a case. In the example of FIG. 51, the start position is set at the corner of the pavement 380, while the end position is set at the center of the pavement 3800. In addition, such a setting is peculiar to the case of using an offset type work machine, and when using a non-offset type work machine, the designation as shown in FIG. 51 cannot be performed.

The packaging information designated by the operator on the packaging information input screen 392 is stored in the packaging information setting unit 52. When the input of the packaging information is completed, the control unit 71 controls the display 37 to display a job information input screen 393 as shown in FIG. 52.

On the job information input screen 393, information on a specific job (the job information) can be input. Specifically, in the work information input screen 393, the presence or absence of cooperative work between the robot tractor 1 and the manned tractor, a pattern when the manned tractor cooperative work, and the manned information when the manned tractor cooperative work. The working width of the tractor, the number of skips of the robot tractor 1 when the manned tractor cooperatively works (how many rows of the work path are skipped and running), the allowable amount of overlap of the working width in the adjacent work path, and the work machine 300 Fields for inputting the initial offset direction, the width of the immersion, and the width of the uncultivated land are respectively formed.

Among them, the columns of ``Presence or absence of cooperative work of manned tractor'', ``cooperative work pattern'', ``number of robot tractor skips'', ``overlap allowable amount of working width'', ``dipping width'', and ``width of uncultivated land'' , The set value is input in the same manner as in the first embodiment described above.

In the column of ``initial offset direction of work machine'', when the offset type work machine is mounted on the tractor 1, the work machine 300 (mowing work unit 3A) is offset to either side at the start of autonomous driving. You can specify whether to do it or not to offset it.

In addition, as for the "immersion width" and "the width of the non-cultivated land" in the case of using the offset type work machine as in the present embodiment, the set values may be limited so as to increase as compared to the case of using the work machine without offset. In this way, even when the offset type work machine is mounted, the end of the work machine 300 (the end of the mowing work part 3A) is considered not to protrude from the pavement 380, while the autonomous traveling route in the immersion or the like is easily established. Can be formed.

However, in the present embodiment, in the case where the purpose of working by attaching an offset type work machine as the work machine 300 is set as work vehicle information, in order to avoid complicating the logic of creating the autonomous travel path 383, the ``manned tractor The field of ``Presence or absence of cooperative work'' is not allowed to be entered (that is, no cooperative work is compulsory). Further, due to the same circumstances, when an offset type work machine is used as the work machine 300, the field of "the number of skips of the robot tractor" cannot be entered (that is, the number of skips is forced to zero). Therefore, in the present embodiment, in the case of autonomously running/autonomous work on the tractor 1 using an offset type work machine, a route taking into account the existence of a manned tractor cannot be generated and autonomously running and autonomous work cannot be performed, and the work path 383A ) Can't be skipped by more than one column.

Next, with reference to FIG. 53, the process by which the autonomous travel path generation unit 354 generates the autonomous travel path 383 will be described. 53 is a flowchart showing a process of generating an autonomous travel route 383.

When the "create autonomous travel route" button is operated on the job information input screen 393 shown in FIG. 52, first, the shape of the pavement 380 set in the pavement information input screen 392, and the job information input screen ( The working area 381 and the non-work area 382 are determined based on the width of the immersion and the width of the uncultivated land set in 393). After that, the processing in FIG. 53 is started, and for the first time, the autonomous travel path generation unit 354 generates a path 384 through which the mowing work unit 3A passes in the work area 381 as shown by the broken line arrow in FIG. 54 (Step S801). The calculation of the route at this time is performed not based on the reference point 2C of the traveling body 2 but the reference point (reference point of the mowing work unit 3A) 3C of the work machine 300 as a reference. In addition, hereinafter, the path 384 through which the reference point 3C of the work machine 300 passes in the work area 381 is sometimes referred to as a "work machine work path".

Next, the autonomous travel path generation unit 354 is based on the work machine work path (the path 384) generated in the process of step S801 and the offset direction and offset distance set by the work vehicle information setting unit 51 Thus (in other words, based on the reference point 2C of the traveling body 2), the path (work path 383A) through which the traveling body 2 in the working area 381 passes is represented by a thick line arrow in FIG. 55 It is generated as follows (step S802). This calculation can be performed based on a simple geometric relationship. In addition, hereinafter, the path through which the reference point 2C of the traveling body 2 passes in the work area 381 is sometimes referred to as a "running body work path".

After that, the autonomous travel path generation unit 354 connects the shortcomings of the travel gas work path (work path 383A) generated in the process of step S802, in the non-work area 382, the travel body 2 A path (non-work path 383B) through which the reference point 2C of is passed is generated as shown by the thick line arrow in Fig. 56 (step S803). In this case, a path connecting the starting position of the autonomous driving and the shortcomings of the traveling gas work path, and a path connecting the shortcoming of the driving gas working path and the end position of the autonomous driving are also generated in the same manner. In the non-work area 382, the path through which the traveling body 2 passes is appropriately within a predetermined margin as necessary from the viewpoint of preventing the end of the work machine 300 from protruding out from the pavement 380. Is modified. As described above, the autonomous travel path 383 of the traveling body 2 in the pavement 380 (work area 381 and non-work area 382) can be generated.

In addition, there are two types of autonomous travel paths 383 that can be generated by the autonomous travel path generation system 399 in the present embodiment, and one of them is a return travel path indicated by a thick line arrow in FIG. 56. This return travel path is applied when both the starting position and the end position of the autonomous driving set in the pavement information setting unit 52 as in the example of FIG. 7 are the ends of the pavement 380, and the edge of the pavement 380 It is created to perform the operation by repeating the return between the part and the edge part.

The characteristic of this return travel path is that the work machine work path shown in FIG. 54 is a straight line parallel to a predetermined work direction, and a forward, return, outward path in a direction perpendicular to the work direction, ... It is formed by alternately listing them. In arranging this work machine work path, the working width E2 of the work machine 300 and the like is taken into consideration so that the work of the work machine 300 with respect to the work area 381 does not occur, and the work efficiency is improved. In addition, the arrangement of the work path of the work machine is such that the first work is performed according to the above work direction from the specified start position (or near the start position), and the work is finished at the end position (or near the end position) as much as possible. , Considered appropriate.

Moreover, when the shape of the work area 381 or the pavement 380 is complicated, the said outbound route and the return route may be replaced with a straight line, and a broken line etc. may be used.

By the way, in this embodiment, the work machine 300 is comprised so that the offset direction of the mowing work part 3A can be changed. In this case, the autonomous travel path generation unit 354 sets the offset direction of the mowing work unit 3A, if necessary, in the non-work path 383B connecting the work path 383A and the work path 383A. You can change it. For example, in the example of FIG. 55, the offset direction of the mowing work part 3A in the first and second work paths 383A from the left is right, but the offset direction is switched to the left in the third. After that, it has also been switched alternately. By creating a path in this way, it is possible to flexibly perform autonomous driving and autonomous work according to various circumstances such as the size of the width (side margin SM1) of the uncultivated land. In addition, by switching the offset direction of the mowing operation unit 3A in the non-work path 383B, the autonomous travel path 383 can be generated by a simple process.

Next, another autonomous traveling route, a circumferential traveling route, will be described with reference to FIG. 57.

The circumferential travel path shown in FIG. 57 is generated when one of the start and end positions of autonomous travel set by the pavement information setting unit 52 as in the example of FIG. 51 is the center of the pavement 380. In the example of Fig. 51, since the end position of autonomous driving is set in the center of the pavement 380, the circumferential travel path is angled from the outside to the inside of the pavement 380 as shown by the thick line arrow in FIG. It is created to round around the prize. However, it is also possible to set the start position of autonomous driving at the center of the pavement 380 and the end position at the end of the pavement 380, and in this case, the circumferential travel path is each inside the pavement 380 from the inside to the outside. It is created to circle around in a vortex.

This circumferential travel path is also generated by the processing shown in FIG. 53. Specifically, in the work area 381, the work machine work path (the path 384 of the broken line arrow in Fig. 57) is generated in a vortex shape based on the reference point 3C of the work machine 300, and this work machine work path By being offset (based on the reference point 2C of the running body 2), a running gas work path (work path 383A) is created. In addition, since the portion near the start position of autonomous driving is a non-working area 382, a path through which the reference point 2C of the traveling body 2 passes in this non-working area 382 (non-working path 383B) ) To connect the starting position of the autonomous driving and the shortcomings of the working path of the traveling aircraft. As described above, the circumferential travel route indicated by the thick line arrow in FIG. 57 can be generated.

In the example of the circumferential travel path shown in FIG. 57, the offset direction of the work machine 300 is not changed in the middle of the autonomous travel path 383. In other words, in the circumferential travel path, the work machine 300 is offset from the traveling body 2 to the center side of the pavement 380 in the entire stroke of the path performing work from the outside of the pavement 380 to the inside. One state is maintained. Accordingly, since the traveling body 2 travels the portion where the work by the work machine 300 has been completed, for example, in mowing work, it is possible to perform work in a state of always having a good view. Further, also in the circumferential travel path, the offset direction of the work machine 300 may be changed in the middle of the autonomous travel path 383 according to the work content, similarly to the return travel path.

In the present embodiment, the work area 381 and the non-work area 382 are included in the packaging (travel area) 380, but even if the work area 381 and the non-work area 382 are partially overlapping areas. do. When the working area 381 and a part of the non-work area 382 overlap, when the tractor 1 travels the overlapping area N times (N is an integer of 2 or more), X times (X is less than N) The integer of) means running without performing the work by the work machine 300, and N-X times means running while performing the work by the work machine 300. Therefore, in this embodiment, the work area 381 can be said to be an area in which the tractor 1 travels with work by the work machine 300, and the non-work area 382 refers to the work machine 300. It can also be said that it is an area|region where the tractor 1 runs without accompanying the work by this.

As shown in FIG. 57, when the work machine work path is generated in a vortex shape toward the center of the pavement 380, the work machine 300 is in the center of the pavement 380 for a remaining area narrower than the turning radius of the tractor 1 In order to carry out the work by means of, a change of direction (an operation of moving the tractor 1 back once and a certain distance from the remaining area, then moving to the remaining area) may be required. Since this series of direction change operations is not performed by the work machine 300, the area in which the series of direction change operations is performed can be referred to as a non-work area 382. The autonomous driving route generation unit 354 generates a route based on the reference point 2C of the traveling body 2, not the reference point 3C of the work machine 300 in generating a route for performing such a direction change operation. do. In short, in the present embodiment, the autonomous travel path generation unit 354 includes a path for the region in which the tractor 1 travels with the work by the work machine 300 based on the reference point 3C of the work machine 300. A work machine work path) is created, and a path (running body work path) is made based on the reference point 2C of the traveling body 2 for the area in which the tractor 1 travels without involving work by the work machine 300. It is possible to produce.

As described above, the autonomous traveling route generation system 399 of the present embodiment includes a traveling body 2 and a work machine 300 mounted on the traveling body 2 in a predetermined pavement 380. An autonomous travel path 383 for autonomously driving the tractor 1 is created. The autonomous travel path generation system 399 includes a work vehicle information setting unit 51 and an autonomous travel path generation unit 354. The work vehicle information setting unit 51 can set an offset direction and an offset distance of the reference point 3C of the work machine 300 with respect to the reference point 2C of the traveling body 2. The autonomous travel path generation unit 354 can generate the autonomous travel path 383 in the pavement 380 based on the reference point 3C of the work machine 300.

Thereby, the autonomous driving path 383 in which the path 384 through which the reference point 3C of the work machine 300 passes and the path (work path 383A) through which the reference point 2C of the traveling body 2 passes is shifted can be generated. I can. As a result, autonomous driving of the tractor 1 can be applied to various types of work, for example, when driving while weeding a pavement end.

In addition, in the autonomous travel route generation system 399 of the present embodiment, the pavement 380 is set around the work area 381 where work is performed by the work machine 300 and the work area 381. And a non-working area 382. The autonomous travel path generation unit 354 generates a work path 383A in the work area 381 based on the reference point 3C of the work machine 300, and at the reference point 2C of the traveling body 2 The non-work path 383B in the non-work area 382 is created on the basis.

Thereby, by making the reference of the position at the time of generating the autonomous travel path 383 different between the working area 381 and the non-working area 382, the work machine 300 (mowing work unit) in the working area 381 Even when working by offsetting (3A)), in both the work area 381 and the non-work area 382, the process of generating the autonomous travel path 383 can be simplified.

In addition, the autonomous travel route generation system of the present embodiment includes a pavement information setting unit 52 that sets a start position and an end position of the work by the tractor 1 in the pavement 380. As shown in FIG. 7, when both the start position and the end position are set at the end of the pavement 380 by the pavement information setting unit 52, the autonomous travel path generation unit 354 provides the autonomous travel path 383 ), while repeating the return between the edge portion and the edge portion of the pavement 380, a return travel path from the start position to the end position (Fig. 56) is created. As shown in FIG. 51, when one of the start position and the end position is set at the end of the pavement 380 by the pavement information setting unit 52 and the other is set in the center of the pavement 380, the autonomous travel route The generation unit 354 generates, as the autonomous travel path 383, a vortex-shaped circumferential travel path (FIG. 57) from the start position to the end position.

Thereby, since the two types of autonomous travel routes 383 can be appropriately selected according to the work content or the like, work efficiency can be improved.

Although the preferred embodiment of the present invention has been described above, the above configuration can be changed as follows, for example.

In the above embodiment, when both the starting position and the ending position of autonomous driving are designated at the end of the pavement 380, a return travel path is generated. However, for example, when displaying the generated return travel path on the display 37 for confirmation, by an appropriate method such as displaying a message, the generation of a circumferential travel path from the autonomous driving path generation system 399 side to the operator You may suggest

The offset type working machine is not limited to the above mowing machine, and, for example, an offset type plow can be used.

In the above embodiment, only when the effect that the work machine 300 can be offset with respect to the traveling body 2 is set in the work vehicle information setting unit 51, the packaging 380 as a start position or end position of autonomous driving. ) Is configured to be selectable. However, also in the case of using the non-offset type work machine 300, you may make it possible to select the center part of the pavement 380 as a start position or an end position of autonomous travel.

In the above-described embodiment, the work machine 300 can be offset with respect to the traveling body 2 in the left-hand direction and the right-hand direction of the body, but may be offset only in the left and right direction. In this case, it is configured to set only the offset distance E1 in the work vehicle information setting unit 51 (when not offset, since the offset distance E1 is 0), and is autonomous by the autonomous travel route generation system 399. It can be set to generate the travel path 383.

In the above embodiment, in the reciprocating travel path, the tractor 1 alternately faces the opposite direction with respect to the progress direction of the work, and in the circumferential travel path, the tractor 1 always has the same direction with respect to the progress direction of the work. Heading. That is, it can be said that the need to reverse the offset direction in the reciprocating travel path is high, and that the need to reverse the offset direction in the circumferential travel path is low. Accordingly, when the generated path is a reciprocating travel path, the offset direction may be reversed as necessary, and when the generated path is a circumferential travel path, the offset direction may not be changed (inverted) halfway.

Further, as the work machine 300, those that can be offset only on the left and right sides cannot be attached to the traveling body 2, and only those that can be offset on the left and right sides may be attached to the traveling body 2. In this case, since it is not necessary to consider the case where offset is possible only on one left and right side, the items of "left only" and "right only" of "the direction in which the work machine can be offset left and right" can be omitted in the setting screen of FIG.

In the above embodiment, the non-work area 382 is determined based on the width of the immersion and the width of the non-cultivated land set on the work information input screen 393, and the rest except the non-work area 382 from the pavement 380 A working area 381 is defined as an area. However, the method of setting the work area 381 is not limited to the above, for example, in the packaging information input screen 392 described above, an arbitrary point of the packaging 380 displayed on the flat display unit 88 It may be configured so that the work area 381 and the non-work area 382 can be set by designating the operator.

In the above-described embodiment, the work vehicle information setting unit 51 and the autonomous travel path generation unit 354 constituting the autonomous travel path generation system 399 are provided on the wireless communication terminal 46 side. However, some or all of the work vehicle information setting unit 51 and the autonomous travel route generation unit 354 may be provided on the tractor 1 side.

1 tractor (working vehicle)
47 Autonomous driving route generation unit (route generation unit)
54 Working area division (area division)
91 working area (driving area)
93 autonomous driving route (driving route)
93A work path (runway)
99 autonomous driving route generation system
BP basic unit number of paths (prescribed value)
S compartment
SE exception compartment
SN skip count (reference value)

Claims (5)

As an autonomous driving route generation system that creates a driving route for autonomously driving a work vehicle in a predetermined driving area,
A travel direction setting unit that sets a travel direction of the work vehicle in the travel area;
A route generator capable of generating the traveling route including a plurality of traveling routes formed along the traveling direction set by the traveling direction setting unit in the traveling area;
And an obstacle outer circumference setting unit for setting an obstacle outer circumference area with respect to the obstacle in the driving area,
The path generation unit,
A first driving path disposed along the driving direction,
A detour to a position on a virtual extension line in which the first travel path is extended so as to pass through the obstacle while returning to the opposite side of the obstacle while passing through the obstacle outer circumferential region as a starting point,
The autonomous driving route generation system, characterized in that it is possible to generate the driving route so as to include a second driving route disposed on the virtual extension line by using the end point of the bypass as a starting point. The method of claim 1,
The path generation unit,
When the path length of the bypass is less than a predetermined distance, generating the travel path to include the first travel path, the bypass and the second travel path,
When the path length of the bypass is more than a predetermined distance,
The first driving path,
A return path returning in front of the obstacle while passing through the outer peripheral area of the obstacle, with the end point of the first travel path as a starting point,
The autonomous driving route generation system, characterized in that it is possible to generate the driving route so as to include a third driving route arranged parallel to the first driving route by using the end point of the return route as a starting point. The method of claim 1,
The path generation unit,
When the avoidance distance, which is a distance that the working vehicle must move in a direction perpendicular to the driving direction in order to avoid the obstacle, is less than a predetermined distance, the first driving path, the bypass, and the second driving path may be included. Create a driving route,
When the avoidance distance is more than a predetermined distance,
The first driving path,
A return path returning in front of the obstacle while passing through the outer peripheral area of the obstacle, with the end point of the first travel path as a starting point,
The autonomous driving route generation system, characterized in that it is possible to generate the driving route so as to include a third driving route arranged parallel to the first driving route by using the end point of the return route as a starting point. The method of claim 1,
The path generation unit,
When the number of turns or the turning angle in the bypass is less than a predetermined, the travel path is generated to include the first travel path, the bypass and the second travel path,
When the number of turns or the turning angle in the bypass is a predetermined or more,
The first driving path,
A return path returning in front of the obstacle while passing through the outer peripheral area of the obstacle, with the end point of the first travel path as a starting point,
The autonomous driving route generation system, characterized in that it is possible to generate the driving route so as to include a third driving route arranged parallel to the first driving route by using the end point of the return route as a starting point. The method according to any one of claims 1 to 4,
The path generation unit, when the obstacle is arranged in a road shape in the driving area, rotates the bypass from a far side to the opposite side of the obstacle when viewed from the driving path until reaching the first driving path. An autonomous driving route generation system, characterized in that to generate.

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