Automatic driving system

Abstract

The present application is configured to include a positioning unit (21) that acquires position information of a work vehicle using a satellite positioning system, a power supply path including a first power supply path (K1) that can supply power from a battery (27) to electronic components including the positioning unit (21) via a first switch (C1) and a second power supply path (K2) that can supply power at least from the battery (27) to the positioning unit (21) via a second switch (C2), in the case where the first switch (C1) is in an on state, power supply from the battery (27) to the positioning unit (21) is performed in either one of the first power supply path (K1) and the second power supply path (K2), and in the case where the first switch (C1) is in an off state, power supply from the battery (27) to the positioning unit (21) is performed via the second power supply path (K2) through the second switch (C2) in an on state.

Description

Technical Field

[0001] This invention relates to an automatic driving system that enables work vehicles to drive automatically. Background Technology

[0002] The aforementioned automatic driving system includes a positioning unit that uses a satellite positioning system or the like to obtain the location information of the work vehicle, and based on the location information of the work vehicle obtained by the positioning unit, enables the work vehicle to drive automatically along a pre-generated target driving path (for example, see Patent Document 1).

[0003] When the work vehicle begins automatic driving, adjustments are made, such as initializing various devices including the inertial metering device in the positioning unit and adjusting the reception of radio waves from the positioning satellite. Thus, when working automatically, based on the position information of the work vehicle obtained from the positioning unit after these adjustments, the work vehicle automatically travels along the target path.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2018-127208

[0005] The positioning unit is powered by a battery mounted on the work vehicle. Previously, the power supply to the positioning unit was switched according to the state of the push-button switch on the work vehicle. If the push-button switch was in the ON state, power was supplied to the positioning unit from the battery; if the push-button switch was in the OFF state, the power supply to the positioning unit from the battery was cut off.

[0006] During automated operation, for example, if the button switch is switched from the ON to OFF state for a temporary rest, the power supply from the battery to the positioning unit is cut off. Therefore, to restart operation, it is necessary to re-initialize various devices in the positioning unit, such as the inertial meter, and adjust the reception of radio waves from the positioning satellites. This process takes time and consumes operational hours. Summary of the Invention

[0007] In view of this actual situation, the main objective of the present invention is to provide an automatic driving system that can smoothly restart the operation even if the operation is interrupted in the middle of the operation, thereby improving the efficiency of the operation.

[0008] The first feature of the present invention is that it comprises a battery for power supply, a positioning unit for obtaining the location information of the working vehicle using a satellite positioning system, and a power supply path for supplying power from the battery to the positioning unit.

[0009] The aforementioned power supply path includes: a first power supply path capable of supplying power from the battery to the electronic components including the positioning unit via a first switch, and a second power supply path capable of supplying power from the battery to the positioning unit via a second switch different from the first switch.

[0010] When the first switch is in the ON state, power is supplied from the battery to the positioning unit in either the first power supply path or the second power supply path.

[0011] When the first switch is in the off state, power is supplied from the battery to the positioning unit via the second switch in the on state through the second power supply path.

[0012] According to this structure, when the work vehicle is automatically driven to perform operations, the first switch is switched to the ON state, thereby ensuring that power is supplied from the battery to the positioning unit in either the first or second power supply path. Therefore, the positioning unit can appropriately obtain the position information of the work vehicle. This enables the work vehicle to drive automatically and perform operations appropriately.

[0013] For example, even if operations are interrupted due to a temporary break, and the first switch is switched to the off state, power can still be supplied from the battery to the positioning unit via the second power path through the on state of the second switch. This maintains the ability to obtain the vehicle's location information using the positioning unit, allowing for a smooth restart of operations without adjustments, thus improving work efficiency. Furthermore, since the second switch is always on, it avoids repeated switching between on and off states, preventing wear and deterioration and ensuring good durability.

[0014] The second feature of the present invention is that the second switch becomes disconnected after a predetermined time since the first switch became disconnected, thereby stopping the power supply from the battery to the positioning unit via the second power path.

[0015] Although power can be supplied from the battery to the positioning unit via the second power path through the second power switch even when the first switch is in the off state, it would waste battery power if the power supply from the battery to the positioning unit via the second power path continued even after the operation was completed. Therefore, according to this structure, the second switch is turned off after a predetermined time from when the first switch is in the off state, thereby stopping the power supply from the battery to the positioning unit via the second power path, preventing wasteful battery power consumption, and preventing the battery from being depleted.

[0016] The third structural feature of the present invention is that it includes a timing unit that measures the predetermined time from when the first switch is in the off state, and sets the second switch to the off state after the predetermined time has elapsed.

[0017] When the first switch is in the ON state, power is supplied from the battery to the timing unit in either the first power-on path or the second power-on path.

[0018] When the first switch is in the off state, power is supplied from the battery to the timing unit via the second switch in the on state through the second power supply path.

[0019] According to this structure, by equipping a timing unit, it is possible to accurately determine whether a predetermined time has elapsed since the first switch became open, and to appropriately switch the second switch to the open state after the predetermined time has elapsed since the first switch became open. Furthermore, even when the first switch is open, power is supplied from the battery to the timing unit through the second power path, so even when the first switch is open, the action implemented by the timing unit can be performed appropriately.

[0020] The fourth feature of the present invention is that, based on the operation of a prescribed operating tool, the second switch is turned off, thereby stopping the power supply from the battery to the positioning unit via the second power supply path.

[0021] According to this structure, when the work is completed, the work object moves away from the work area, or when it is desired to immediately stop the power supply to the positioning unit, the user can operate the designated operating tool to open the second switch, thus stopping the power supply from the battery to the positioning unit via the second power path. This improves the user's convenience and prevents wasted power supply from the battery to the positioning unit.

[0022] The fifth structural feature of the present invention is that it includes a correction information communication device for communicating correction information used to obtain the position information of the work vehicle.

[0023] When the first switch is in the ON state, power is supplied from the battery to the modified information communication device through either the first power path or the second power path.

[0024] When the first switch is in the off state, power is supplied from the battery to the modified information communication device via the second switch in the on state and through the second power supply path.

[0025] According to this structure, by equipping the correction information communication device, the positioning unit can obtain the position information of the work vehicle with further consideration of correction information, thus achieving high-precision position information. Furthermore, even when the first switch is off, power is supplied from the battery to the correction information communication device via the second power path through the on-state second switch, thereby maintaining the ability to obtain high-precision position information of the work vehicle. Therefore, even if the work is interrupted midway, high-precision position information of the work vehicle can be obtained from the very beginning of the restart, enabling appropriate automatic movement of the work vehicle. Attached Figure Description

[0026] Figure 1 This is a diagram showing a simplified structure of an automated driving system.

[0027] Figure 2 This is a block diagram representing a simplified structure of an automated driving system.

[0028] Figure 3 It is a diagram representing the work area in the state where the target driving path has been generated.

[0029] Figure 4 This is a diagram showing the power supply circuit from the battery to the positioning unit.

[0030] Figure 5 This is a diagram showing the power supply circuit from the battery to the positioning unit.

[0031] Figure 6 This is a diagram showing the power supply circuit from the battery to the positioning unit.

[0032] Figure 7 This is a flowchart illustrating the actions in the power-on circuit from the battery to the positioning unit.

[0033] Figure 8 This is a diagram showing the power supply circuit from the battery to the positioning unit in the second embodiment. Detailed Implementation

[0034] The embodiments of the automatic driving system of the present invention will be described with reference to the accompanying drawings.

[0035] [First Implementation]

[0036] like Figure 1 As shown, the tractor 1 is used as a work vehicle for this automatic driving system, but it can also be used in other types of work vehicles such as passenger rice transplanters, combine harvesters, passenger lawn mowers, wheel loaders, snowplows, and unmanned work vehicles such as unmanned lawn mowers.

[0037] like Figure 1 and Figure 2 As shown, the automatic driving system includes: an automatic driving unit 2 mounted on the tractor 1, and a portable communication terminal 3 configured to communicate with the automatic driving unit 2. The portable communication terminal 3 can be a tablet computer, smartphone, or the like, which has a touch panel display 51 (e.g., an LCD panel) capable of touch operation.

[0038] The tractor 1 has a running gear 7, which has left and right front wheels 5 that function as driving steering wheels, and left and right rear wheels 6 that can be driven. An engine cover 8 is disposed at the front of the running gear 7, and an electronically controlled diesel engine (hereinafter referred to as the engine) 9 is installed inside the engine cover 8. The diesel engine 9 has a common rail system. A cab 10 forming a passenger-type driver's compartment is provided at a position rearward of the engine cover 8 of the running gear 7.

[0039] At the rear of the traveling body 7, a rotary tillage device, which is an example of a working device 12, can be connected via a three-point linkage mechanism 11 to be raised, lowered, and tumbled. At the rear of the tractor 1, various working devices 12, such as lawnmowers, plows, seeders, and sprayers, can be connected instead of the rotary tillage device.

[0040] like Figure 2 As shown, the tractor 1 is equipped with: an electronically controlled transmission device 13 that changes the speed of power from the engine 9; a fully hydraulic power steering mechanism 14 that controls the steering of the left and right front wheels 5; left and right side brakes (not shown) that brake the left and right rear wheels 6; an electronically controlled brake operating mechanism 15 that hydraulically operates the left and right side brakes; a working clutch (not shown) that engages and disengages the transmission to the working device 12, such as the rotary tiller; an electronically controlled clutch operating mechanism 16 that hydraulically operates the working clutch; an electro-hydraulic controlled lifting drive mechanism 17 that lifts and lowers the working device 12, such as the rotary tiller; an on-board electronic control unit 18 that has various control programs related to the automatic driving of the tractor 1; a vehicle speed sensor 19 that detects the speed of the tractor 1; a steering angle sensor 20 that detects the steering angle of the front wheels 5; and a positioning unit 21 that determines the current position and orientation of the tractor 1.

[0041] Furthermore, the engine 9 can also be an electronically controlled gasoline engine equipped with an electronic speed governor. The transmission 13 can be a hydraulic-mechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), or a belt-type continuously variable transmission, etc. The power steering mechanism 14 can also be an electric power steering mechanism 14 equipped with an electric motor, etc.

[0042] like Figure 1 As shown, the interior of the cabin 10 is equipped with a power steering mechanism 14 (see reference). Figure 2 The vehicle includes a manually operated steering wheel 38 for the left and right front wheels 5, a driver's seat 39 for passengers, a touch panel display, and various operating tools.

[0043] like Figure 2 As shown, the vehicle electronic control unit 18 includes: a transmission control unit 181 that controls the operation of the transmission device 13; a brake control unit 182 that controls the operation of the left and right side brakes; a work device control unit 183 that controls the operation of the work device 12, such as the rotary tiller; a steering angle setting unit 184 that sets the target steering angle of the left and right front wheels 5 during automatic driving and outputs it to the power steering mechanism 14; and a system for storing pre-generated target driving paths P for automatic driving (for example, see reference 183). Figure 3 Non-volatile onboard storage units such as 185, etc.

[0044] like Figure 2 As shown, the positioning unit 21 includes: a satellite navigation device 22 that uses GPS (Global Positioning System), an example of a satellite positioning system (NSS), to determine the current position and orientation of the tractor 1; and an inertial measurement unit (IMU) 23 that has a three-axis gyroscope, a three-axis accelerometer, etc., and measures the attitude, orientation, etc., of the tractor 1. Positioning methods using GPS include DGPS (Differential GPS) and RTK-GPS (Real-Time Kinematic GPS). In this embodiment, RTK-GPS, suitable for positioning moving objects, is used. Therefore, as... Figure 1 and Figure 2 As shown, a base station 4 for positioning using RTK-GPS is set up at a known location around the field.

[0045] like Figure 2 As shown, receivers from positioning satellite 71 (see reference) are installed in tractor 1 and base station 4 respectively. Figure 1The positioning unit 21 includes positioning antennas 24 and 61 that transmit radio waves, and communication modules 25 and 62 that enable wireless communication between the tractor 1 and the base station 4, containing various information including positioning information (correction information). Thus, the satellite navigation device 22 can determine the current position and bearing of the tractor 1 with high accuracy based on the positioning information obtained by the positioning antenna 24 on the tractor side receiving radio waves from the positioning satellite 71, and the positioning information (correction information for determining the current position of the tractor 1) obtained by the positioning antenna 61 on the base station side receiving radio waves from the positioning satellite 71. Furthermore, the positioning unit 21 is equipped with the satellite navigation device 22 and the inertial measurement device 23, thereby enabling high-precision determination of the tractor 1's current position, bearing, and attitude angles (yaw angle, roll angle, pitch angle).

[0046] like Figure 1 As shown, the positioning antenna 24, communication module 25, and inertial measurement device 23 of the tractor 1 are housed in the antenna unit 80. The antenna unit 80 is located on the upper part of the front surface side of the engine compartment 10.

[0047] like Figure 2 As shown, the portable communication terminal 3 includes: a terminal electronic control unit 52 with various control programs for controlling the operation of the display unit 51, and a communication module 53 for wireless communication with the tractor-side communication module 25, including positioning information. The terminal electronic control unit 52 generates a target travel path P for automatically driving the tractor 1 (for example, referring to...). Figure 3 The driving path generation unit 54 and the non-volatile terminal storage unit 55, which stores various input information input by the user and the target driving path P generated by the driving path generation unit 54, etc.

[0048] When the target driving path P is generated by the driving path generation unit 54, users such as drivers and managers input vehicle information such as the type of work vehicle and the type of work device 12, and the working width, according to the input wizard for setting the target driving path displayed on the display unit 51 of the portable communication terminal 3. The input vehicle information is stored in the terminal storage unit 55. The driving area S (refer to the driving area S) that is the target of the target driving path P is used for the generation of the target driving path P. Figure 3 If the field is designated as a field, the terminal electronic control unit 52 of the portable communication terminal 3 acquires field information, including the shape and location of the field, and stores it in the terminal storage unit 55.

[0049] The acquisition of field information is explained as follows: A user drives tractor 1 and makes it actually move, thereby enabling the terminal electronic control unit 52 to obtain position information, such as the shape and location of the field, based on the current position of tractor 1 obtained by the positioning unit 21. The terminal electronic control unit 52 determines the shape and location of the field based on the acquired position information, and obtains field information including the driving area S determined based on the determined shape and location of the field. Figure 3 The image shows an example where a rectangular driving area S has been defined.

[0050] If field information, including the shape and location of the determined field, is stored in the terminal storage unit 55, the driving path generation unit 54 uses the field information and vehicle information stored in the terminal storage unit 55 to generate the target driving path P.

[0051] like Figure 3 As shown, the travel path generation unit 54 divides the travel area S into a central region R1 and an outer peripheral region R2. The central region R1 is located in the center of the travel area S and is a reciprocating work area for the tractor 1 to automatically travel in a reciprocating direction to perform a prescribed operation (e.g., tilling). The outer peripheral region R2 is located around the central region R1. The travel path generation unit 54 calculates, for example, the turning radius, front-rear width, and left-right width of the tractor 1 included in the vehicle body information, to determine the space required for the tractor 1 to turn at the boundary of the field. The travel path generation unit 54 divides the travel area S into the central region R1 and the outer peripheral region R2 in such a way that the calculated space is ensured around the outer perimeter of the central region R1.

[0052] like Figure 3 As shown, the travel path generation unit 54 uses vehicle body information, field information, etc., to generate a target travel path P. For example, the target travel path P has multiple straight work paths P1 arranged in parallel with the same straight-line distance in the central area R1 and spaced apart by a constant distance corresponding to the working width. The multiple work paths P1 are paths used to enable the tractor 1 to perform a specified operation while traveling in a straight line. The connecting path P2 is a U-shaped turning path used to change the travel direction of the tractor 1 by 180 degrees when not performing a specified operation, and it connects the end of the work path P1 to the beginning of the next adjacent work path P1.

[0053] and, Figure 3 The target travel path P shown is merely an example; the specific target travel path can be appropriately changed. For instance, the travel path generation unit 54 could also generate only the work path P1 without generating the connecting path P2. In this case, as... Figure 3As shown, locations A and B, which serve as the start and end points of the operation when the user drives the tractor 1 and makes it actually travel, are registered. The travel path generation unit 54 generates an initial straight path that connects locations A and B, and generates multiple parallel paths that are parallel to the initial straight path, thereby enabling the initial straight path and the multiple parallel paths to be set as the work path P1.

[0054] The target driving path P generated by the driving path generation unit 54 can be displayed on the display unit 51 and stored in the terminal storage unit 55 as path information associated with vehicle body information and field information. The path information includes the azimuth of the target driving path P, and the set engine rotation speed and target driving speed, which are set accordingly to the driving mode of the tractor 1 on the target driving path P.

[0055] Thus, if the path generation unit 54 generates a target path P, the terminal electronic control unit 52 transmits the path information from the portable communication terminal 3 to the tractor 1, enabling the onboard electronic control unit 18 of the tractor 1 to obtain the path information. Based on the obtained path information, the onboard electronic control unit 18 can use the positioning unit 21 to obtain its own current position (the current position of the tractor 1) and make the tractor 1 automatically travel along the target path P. The current position of the tractor 1 obtained by the positioning unit 21 is transmitted from the tractor 1 to the portable communication terminal 3 in real time (e.g., every few milliseconds), allowing the portable communication terminal 3 to monitor the current position of the tractor 1.

[0056] Regarding the transmission of path information, the entire path information can be transmitted from the terminal electronic control unit 52 to the on-board electronic control unit 18 before the tractor 1 begins automatic driving. Alternatively, the path information containing the target driving path P can be divided into multiple path segments with a smaller amount of information and a predetermined distance. In this case, before the tractor 1 begins automatic driving, only the initial path segment of the path information is transmitted from the terminal electronic control unit 52 to the on-board electronic control unit 18. Alternatively, after the start of automatic driving, whenever the tractor 1 reaches a path acquisition location set accordingly (based on the amount of information), only the path information of the subsequent path segment corresponding to that location is transmitted from the terminal electronic control unit 52 to the on-board electronic control unit 18.

[0057] When the tractor 1 begins automatic driving, for example, if the user moves the tractor 1 to the starting point and meets various automatic driving start conditions, the user operates the display unit 51 using the portable communication terminal 3 and instructs the automatic driving to begin. The portable communication terminal 3 then sends the automatic driving start instruction to the tractor 1. In the tractor 1, the onboard electronic control unit 18 receives the automatic driving start instruction and begins automatic driving control, which uses the positioning unit 21 to obtain its current position (the current position of the tractor 1) and automatically drives the tractor 1 along the target driving path P. The onboard electronic control unit 18 is configured as an automatic driving control unit, which performs automatic driving control based on the positioning information of the tractor 1 obtained using the positioning unit 21 via a satellite positioning system, causing the tractor 1 to automatically drive along the target driving path P within the driving area S.

[0058] The automatic driving control includes: automatic transmission control for automatically controlling the operation of the automatic transmission device 13, automatic braking control for automatically controlling the operation of the automatic brake operating mechanism 15, automatic steering control for automatically controlling the left and right front wheels 5, and automatic operation control for automatically controlling the operation of the operating device 12 such as the rotary tillage device.

[0059] In automatic transmission control, the transmission control unit 181 automatically controls the operation of the transmission device 13 by using path information of the target driving path P containing the target driving speed, the output of the positioning unit 21, and the output of the vehicle speed sensor 19 to obtain the target driving speed set in accordance with the driving mode of the tractor 1 on the target driving path P as the vehicle speed of the tractor 1.

[0060] In automatic braking control, the braking control unit 182 automatically controls the operation of the brake operating mechanism 15 based on the target driving path P and the output of the positioning unit 21, so as to make the left and right side brakes reasonably brake the left and right rear wheels 6 in the braking area contained in the path information of the target driving path P.

[0061] In the automatic steering control, the steering angle setting unit 184 calculates and sets the target steering angle of the left and right front wheels 5 based on the path information of the target driving path P and the output of the positioning unit 21, and outputs the set target steering angle to the power steering mechanism 14 so that the tractor 1 can drive automatically in the target driving path P. The power steering mechanism 14 automatically steers the left and right front wheels 5 based on the target steering angle and the output of the steering angle sensor 20, in a manner that the target steering angle is obtained as the steering angle of the left and right front wheels 5.

[0062] In the automatic control for operation, the operation device control unit 183 automatically controls the operation of the clutch operating mechanism 16 and the lifting drive mechanism 17 based on the path information of the target travel path P and the output of the positioning unit 21, so that the tractor 1 arrives at the operation path P1 (for example, referring to...). Figure 3 The work device 12 begins its prescribed work (e.g., tilling) at the starting point of the work, and the tractor 1 arrives at the work path P1 (e.g., referring to...) Figure 3 The specified operation of the work device 12 is stopped at the terminal or other end point of the operation.

[0063] Thus, in tractor 1, the automatic driving unit 2 is composed of a transmission device 13, a power steering mechanism 14, a brake operating mechanism 15, a clutch operating mechanism 16, a lifting drive mechanism 17, an on-board electronic control unit 418, a vehicle speed sensor 19, a steering angle sensor 20, a positioning unit 21, and a communication module 25.

[0064] In this embodiment, the tractor 1 can be driven automatically not only when the user or others are not in the cabin 10, but also when the user or others are in the cabin 10. Therefore, the tractor 1 can be driven automatically along the target path P through the automatic driving control of the onboard electronic control unit 18, both when the user or others are in the cabin 10 and when the user or others are in the cabin.

[0065] When the user is seated in the cabin 10, the system can switch between an automatic driving mode where the tractor 1 is driven automatically by the onboard electronic control unit 18, and a manual driving mode where the tractor 1 is driven by the user. Thus, during automatic driving along the target driving path P, the system can switch from automatic to manual driving; conversely, during manual driving, the system can switch back to automatic driving. Regarding the switching between automatic and manual driving modes, for example, a switching operation unit for switching between automatic and manual driving modes can be provided near the driver's seat 39, and this switching operation unit can also be displayed on the display unit 51 of the portable communication terminal 3. Furthermore, during automatic driving control via the onboard electronic control unit 18, if the user operates the steering wheel 38, the system can switch from automatic to manual driving.

[0066] like Figure 1 and Figure 2As shown, the tractor 1 is equipped with an obstacle detection system 100 for detecting obstacles around the tractor 1 (driving body 7) and avoiding collisions with the obstacles. The obstacle detection system 100 includes: multiple radar sensors 101 and 102 capable of measuring the distance to the target object in three dimensions using lasers; sonar units 103 and 104 having multiple sonars capable of measuring the distance to the target object using ultrasound; an obstacle detection unit 110; and a collision avoidance control unit 111.

[0067] The objects to be measured using radar sensors 101 and 102 and sonar units 103 and 104 include objects and people. Radar sensors 101 and 102 include a front radar sensor 101 that measures the front side of the tractor 1, and a rear radar sensor 102 that measures the rear side of the tractor 1. Sonar units 103 and 104 include a right sonar unit 103 that measures the right side of the tractor 1, and a left sonar unit 104 that measures the left side of the tractor 1.

[0068] The obstacle detection unit 110 is configured to detect obstacles by using measurement information from radar sensors 101 and 102 and sonar units 103 and 104, identifying objects, people, and other objects within a specified distance as obstacles. The collision avoidance control unit 111 is configured to perform collision avoidance control by slowing down or stopping the tractor 1 if an obstacle is detected by the obstacle detection unit 110. In collision avoidance control, the collision avoidance control unit 111 not only slows down or stops the tractor 1 but also activates reporting devices 26 such as a reporting buzzer and reporting lights to report the presence of an obstacle. In collision avoidance control, the collision avoidance control unit 111 uses communication modules 25 and 53 to communicate from the tractor 1 to the portable communication terminal 3 and displays the presence of the obstacle on the display unit 51, thereby reporting the presence of an obstacle.

[0069] The obstacle detection unit 110 performs obstacle detection processing based on the measurement information from radar sensors 101 and 102 and sonar units 103 and 104 in real time, and appropriately detects obstacles such as objects and people. The collision avoidance control unit 111 performs collision avoidance control to avoid collisions with the obstacles detected in real time.

[0070] The obstacle detection unit 110 and the collision avoidance control unit 111 are equipped on the vehicle electronic control unit 18. The vehicle electronic control unit 18 can communicate with the engine electronic control unit, radar sensors 101 and 102, and sonar units 103 and 104 included in the common rail system via CAN (controller area network).

[0071] As described above, when the tractor 1 begins automatic driving, after moving the tractor 1 to the starting point, adjustments are performed, such as initializing various devices including the inertial metering device 23 included in the positioning unit 21 and adjusting the reception of radio waves from the positioning satellite 71. For example, if the operation is interrupted during the operation due to a temporary break, and adjustments are required again, it will take time and consume work hours before the operation can be restarted, thus making it impossible to smoothly restart the operation.

[0072] Therefore, in this embodiment, a power supply circuit from battery 27 to positioning unit 21 is designed so that even if the operation is interrupted, the power supply to positioning unit 21 and the like continues, and when the operation is restarted, there is no need to adjust the operation, and the operation can be restarted smoothly.

[0073] The following is based on Figures 4-6 The power supply circuit from battery 27 to positioning unit 21 will be explained. Furthermore, regarding... Figures 4-6 In contrast, only the energized parts (thickened parts) differ, and the same energizing circuit is shown; therefore, based on... Figure 4 Please provide an explanation.

[0074] Figure 4 The diagram illustrates the power supply path from the battery 27 housed in the hood 8 to various electronic components. Among the electronic components powered from the battery 27 are a positioning unit 21, a timing unit 29, a communication module 25, and various other electronic components 28. The power supply path from the battery 27 to the positioning unit 21 includes a first power supply path K1 that allows power to be supplied from the battery 27 to the positioning unit 21 and the various electronic components 28 via a first switch C1, and a second power supply path K2 that allows power to be supplied from the battery 27 to the positioning unit 21 via a second switch C2, which is different from the first switch C1.

[0075] The first power path K1 connects the battery 27 and the positioning unit 21. A first switch C1 is located on the upstream side of the first power path K1 in the power supply direction. The first switch C1 is a push-button switch for initiating power supply to the various electronic components 28 and starting the engine 9; this push-button switch is located near the steering wheel 38 of the cabin 10. The first switch C1 is switched to an on / off state according to the operation of the user, becoming on by turning on the push-button switch and off by turning off the push-button switch.

[0076] like Figure 4The configuration is as shown, with first to third branch paths E1 to E3 branching off from the first energized path K1 and downstream of the first switch C1. These first to third branch paths E1 to E3, besides the positioning unit 21, can also be energized to each electronic component 28, timing unit 29, and communication module 25. The first branch path E1 branches off from the upstream side in the energizing direction and connects the battery 27 to each electronic component 28 (excluding the positioning unit 21, timing unit 29, and communication module 25). The second branch path E2 branches off from a position downstream of the first branch connection position E1a in the energizing direction and connects the battery 27 to the timing unit 29. The third branch path E3 branches off from a position downstream of the second branch connection position E2a in the energizing direction and connects the battery 27 to the communication module 25.

[0077] Furthermore, it is also possible to reverse the upstream and downstream configurations of the second branch path E2 connected to the timing unit 29 and the third branch path E3 connected to the communication module 25 in the power-on direction, so that the configuration of the second and third branch paths E2 and E3 in the power-on direction can be appropriately changed.

[0078] A unidirectional diode D is disposed in the first power path K1 between the first branch connection position E1a and the second branch connection position E2a, such that the power supply direction is from the first branch connection position E1a side to the second branch connection position E2a side. This prevents power supply from the second branch connection position E2a side to the first branch connection position E1a side in the first power path K1.

[0079] A signal input path F is provided between the first energized path K1 and the first branch connection position E1a and the diode D for inputting a signal indicating that the first switch C1 (push-button switch) is in the ON state to the timing unit 29. Thus, the timing unit 29 determines whether the first switch C1 is in the ON or OFF state, and the timing of the first switch C1 switching from the ON state to the OFF state, by inputting the signal via the signal input path F.

[0080] The second energizing path K2 branches off from the middle of the first energizing path K1 and merges with it at the middle of the first energizing path K1, thus also serving as a part of the first energizing path K1, and is set up in parallel with the first energizing path K1. A second switch C2 is configured in the second energizing path K2, and the first switch C1 and the second switch C2 are set up in parallel. The second switch C2 is configured as a normally closed switch that is always on, and is equipped with a power holding relay circuit G that maintains the on state. The power holding relay circuit G is provided with a relay control output path G2 that outputs relay control output from the timing unit 29 to the coil G1. For the power holding relay circuit G, during the period when the relay control output is output from the timing unit 29 to the coil G1 via the relay control output path G2, the second switch C2 is kept on; if the relay control output from the timing unit 29 to the coil G1 stops, the second switch C2 is switched to the off state.

[0081] The second power path K2 branches off from the upstream side of the first switch C1 in the first power path K1, and merges again between the second branch connection position E2a and the third branch connection position E3a in the first power path K1. Thus, the second power path K2 can supply power from the battery 27 to each of the positioning unit 21, the timing unit 29, and the communication module 25 via the second switch C2. A diode D is disposed in the first power path K1 between the first branch connection position E1a and the second branch connection position E2a to restrict the power supply direction to one direction, thereby preventing power supply to the electronic components 28 via the second power path K2.

[0082] The following describes the switching of the first switch C1 and the second switch C2 when the tractor 1 is automatically driving and operating, as well as the power-on state when the first switch C1 and the second switch C2 are switched.

[0083] When the tractor 1 is in automatic driving mode, switch the first switch (push-button switch) C1 to the ON state. With the first switch C1 in the ON state, as follows: Figure 4 As shown, power is supplied from the battery 27 to the positioning unit 21 via either the first power-on path K1 or the second power-on path K2. That is, when the first switch C1 is in the on state, power can be supplied from the battery 27 to the positioning unit 21 via either the first power-on path K1 or the second power-on path K2. At this time, for example, by adjusting the potential difference, the first power-on path K1 can be made to be powered before the second power-on path K2.

[0084] When the first switch C1 is in the ON state, such as Figure 4As shown, each of the first to third branch paths E1 to E3 in the first power-on path K1 can also be energized. Thus, power is supplied from the battery 27 to the positioning unit 21 via the first power-on path K1 and the first to third branch paths E1 to E3, and power is also supplied from the battery 27 to each electronic component 28, the timing unit 29, and the communication module 25. Furthermore, power is supplied from the battery 27 to the positioning unit 21 via the second power-on path K2 and the second and third branch paths E2 and E3, and power is also supplied from the battery 27 to the timing unit 29 and the communication module 25.

[0085] Thus, when the tractor 1 is in automatic driving mode, the first switch C1 is turned on, thereby enabling power to be supplied from the battery 27 to the positioning unit 21, each electronic component 28, the timing unit 29, and the communication module 25 via the first power path K1 and the second power path K2. This makes each electronic component 28 usable, and the communication module 25 (equivalent to a correction information communication device) receives correction information in addition to positioning information. This allows the positioning unit 21 to determine the current position and orientation of the tractor 1 with high accuracy based on the positioning information and correction information. The positioning information is obtained by the positioning antenna 24 on the tractor side receiving radio waves from the positioning satellite 71, and the correction information is obtained by the positioning antenna 61 on the base station side receiving radio waves from the positioning satellite 71.

[0086] For example, if the automatic driving of tractor 1 is interrupted due to a temporary rest, the first switch C1 is switched from the on state to the off state. When the first switch C1 is in the off state, such as... Figure 5 As shown, power is supplied from battery 27 to positioning unit 21 via second power path K2 through second power path C2 in the on state. At this time, power can also be supplied to each of second branch path E2 and third branch path E3. Therefore, power is supplied from battery 27 to positioning unit 21 via second power path K2 and second and third branch paths E2 and E3, and power is also supplied from battery 27 to timing unit 29 and communication module 25.

[0087] like Figure 5 As shown, even when the first switch C1 is open, the second switch C2, which is normally closed, is closed. Therefore, power is supplied from the battery 27 to the positioning unit 21, the timing unit 29, and the communication module 25 via the second power path K2. This maintains power supply to the positioning unit 21 and the communication module 25, thus preserving the state in which adjustments have been made. In other words, the positioning unit 21 can maintain a state where the current position and orientation of the tractor 1 are determined with high accuracy based on positioning information and correction information.

[0088] Therefore, even if the operation is interrupted midway, the first switch C1 is switched to the off state, such as... Figure 5 As shown, power is also supplied from battery 27 to positioning unit 21, timing unit 29, and communication module 25 via the second power path K2, thereby enabling positioning unit 21 to accurately determine the current position and orientation of tractor 1 based on positioning and correction information. As a result, even without further adjustments, the automatic driving of tractor 1 can be restarted, allowing for a smooth restart of operations. Furthermore, when restarting the automatic driving of tractor 1, the first switch C1 is switched from the off state to the on state.

[0089] Not only is the operation temporarily interrupted during the operation, but the first switch C1 is also switched to the off state after the operation is completed. In this case, if the power supply from battery 27 to positioning unit 21, timing unit 29 and communication module 25 is maintained via the second power supply path K2, the power of battery 27 will be wasted.

[0090] Therefore, in this embodiment, the timing unit 29 measures the time after the first switch becomes open. If a predetermined time (e.g., two hours) has elapsed since the start of this measurement, then... Figure 6 As shown, turning the second switch C2 off stops the power supply from the battery 27 to the positioning unit 21, the timing unit 29, and the communication module 25 via the second power path K2. The set time can be varied, for example, set to a constant two hours.

[0091] like Figure 4 As shown, for timing unit 29, if the first switch C1 is in the ON state, it receives the ON signal input via the ON signal input path F, therefore... Figure 5 As shown, the timing when the input of the on signal disappears can be used to identify the timing when the first switch C1 changes from the on state to the off state. For the timing unit 29, as... Figure 4 and Figure 5 As shown, it receives a power supply and outputs a relay control output to coil G1 via relay control output path G2. If the metering time after the first switch is turned off is a predetermined time (e.g., two hours), then... Figure 6 As shown, the relay control output to coil G1 is stopped, thereby switching the second switch C2 to the open state.

[0092] Furthermore, if the first switch C1 switches from the off state to the on state, the timing unit 29 resets the measured time to zero. Thus, for example, even if the first switch C1 switches from the off state to the on state while the timing unit 29 is measuring the time after the first switch has become off, the timing unit 29 will reset the measured time to zero.

[0093] like Figure 6 As shown, when both the first switch C1 and the second switch C2 are in the off state, power supply from the battery 27 to the positioning unit 21, each electronic component 28, the timing unit 29, and the communication module 25 is stopped. Thus, when the operation is completed, after a predetermined time has elapsed since the first switch C1 was switched to the off state, power supply to the positioning unit 21, etc., is stopped, thus efficiently consuming the power of the battery 27 and preventing it from running out of power.

[0094] Even after the operation is completed, there may be a situation where it is desirable to stop the power supply to the positioning unit 21, etc., without waiting for a predetermined time to elapse after switching the first switch C1 to the off state. Therefore, in this embodiment, as... Figure 4 As shown, a power cut-off switch 30 (equivalent to a specified operating tool) is provided to switch the second switch C2 to the open state even if a specified time has elapsed since the first switch C1 was switched to the open state.

[0095] The power disconnect switch 30 is configured as a normally open switch that is always in the off state, and is switched to the on state by operation by the user or others. The power disconnect switch 30, for example, utilizes... Figure 1 As shown by the dotted line, it is positioned inside the hood 8 and is not exposed to the outside. This prevents accidental operation of the power cut-off switch 30 and prevents power supply to the positioning unit 21 from being interrupted due to accidental operation.

[0096] like Figure 4 As shown, the configuration is such that a switch-on signal indicating that the power cut-off switch 30 is in the on state is input to the timing unit 29 via the switch-on signal input path H. Figure 6 As shown, if the power cut-off switch 30 is switched to the ON state, the cut-off switch ON signal is input to the timing unit 29 via the cut-off switch ON signal input path H. Consequently, the timing unit 29 stops the relay control output to the coil G1, thereby switching the second switch C2 to the OFF state. Thus, if the power cut-off switch 30 is switched to the ON state by the user or others, the relay control output from the timing unit 29 stops, the second switch C2 is switched to the OFF state, and power supply from the battery 27 to the positioning unit 21, the timing unit 29, and the communication module 25 is stopped.

[0097] Operating the power cut-off switch 30 is not only done after the operation has ended. For example, there may be situations where the positioning unit 21 cannot accurately determine the current position and orientation of the tractor 1, and it is desired to redo the determination of the tractor 1's current position and orientation using the positioning unit 21. In such cases, operating the power cut-off switch 30 allows the determination of the tractor 1's current position and orientation using the positioning unit 21 to be performed again by abruptly stopping the power supply from the battery 27 to the positioning unit 21, timing unit 29, and communication module 25.

[0098] based on Figure 7 The flowchart for Figure 4 The operation of the energized circuit shown will be explained.

[0099] First, with the first switch C1 in the ON state, such as Figure 4 As shown, power is supplied from the battery 27 to the positioning unit 21, each electronic component 28, the timing unit 29, and the communication module 25 via the first power supply path K1 and the second power supply path K2 (if step #1 is true, step #2 is performed).

[0100] If the first switch C1 is switched from the ON state to the OFF state, the timing unit 29 times the time since the first switch C1 became OFF (if step #1 is NOT true, proceed to step #3). If the power cut-off switch 30 is OFF and the specified time has not elapsed since the first switch C1 became OFF, return to the previous state (if step #4 is NOT true and step #5 is NOT true).

[0101] Even if the first switch C1 has been in the off state for less than a specified time, if the power cut-off switch 30 is switched to the on state, the second switch C2 will also be switched to the off state, so that the power supply from the battery 27 to the positioning unit 21, the timing unit 29 and the communication module 25 will stop (if step #4 is yes, proceed to step #6).

[0102] In addition, even if the power cut-off switch 30 is not switched to the on state, if a predetermined time has elapsed since the first switch C1 was in the off state, the second switch C2 will also be switched to the off state, so that the power supply from the battery 27 to the positioning unit 21, the timing unit 29 and the communication module 25 will stop (if step #5 is yes, proceed to step #6).

[0103] [Second Implementation]

[0104] This second embodiment is in contrast to the first embodiment. Figure 4 Another implementation of the energizing circuit in the middle, therefore based on Figure 8The power-on circuit in the second embodiment will be described. Other structures are the same as in the first embodiment, therefore their descriptions are omitted by using the same reference numerals, etc.

[0105] Figure 8 and Figure 4 Similarly, the power path from battery 27 to various electronic components is shown, therefore for... Figure 4 For structures with the same reference numerals, explanations are appropriately omitted, thus basically addressing the same... Figure 4 The different structures will be explained.

[0106] exist Figure 8 In the energized circuit shown, with Figure 4 Similarly, a first power path K1 is provided connecting the battery 27 and the positioning unit 21. A second power path K2 is provided, which also serves as part of the first power path K1 and is connected in parallel with the first power path K1. Regarding the power supply side, in addition to the battery 27, a stabilizing power supply 31 is provided to stabilize the power supply from the battery 27. The stabilizing power supply 31 is disposed in the first power path K1 and between the branch points of the battery 27 and the second power path K2.

[0107] exist Figure 8 In the energized circuit shown, with Figure 4 Similarly, as electronic components powered by battery 27, there are positioning unit 21, timing unit 29, communication module 25, and other electronic components (not shown). Figure 4 Unlike the first power path, the second branch path E2 connected to the timing unit 29 is supplemented with a fourth branch path E4, which branches off from the first power path K1 at a position upstream of diode D and connects to the timing unit 29 at a position downstream of diode D. Therefore, when power is supplied from the battery 27 to the timing unit 29 via the first power path K1, power is supplied from the battery 27 to the timing unit 29 via the first power path K1 and the second branch path E2. Conversely, when power is supplied from the battery 27 to the timing unit 29 via the second power path K2, power is supplied from the battery 27 to the timing unit 29 via the second power path K2 and the fourth branch path E4.

[0108] exist Figure 8In the energized circuit shown, a safety switch 32 is provided in the connection path J connecting the first switch C1 and the timing unit 29. This safety switch 32 is used to prevent the engine 9 from starting unless the clutch in the control unit located in the engine compartment 10 is disengaged. The safety switch 32 is a normally open switch that is always in the off state. Disengaging the clutch switches the safety switch 32 to the on state. When the safety switch 32 is in the off state, even if the first switch (push-button switch) C1 is operated to the engine 9 start position, no power is supplied to the starter motor, etc., and the engine 9 cannot be started.

[0109] [Other Implementation Methods]

[0110] Other embodiments of the present invention will be described.

[0111] Furthermore, the structures of the embodiments described below are not limited to their individual applications, but can also be combined with the structures of other embodiments.

[0112] (1) The structure of the work vehicle can be modified in various ways.

[0113] For example, the work vehicle can be configured as a hybrid power system with an engine 9 and an electric motor for driving, or as an electric power system with an electric motor for driving instead of an engine 9.

[0114] For example, the work vehicle can also be configured as a half-track type, where the left and right rear wheels are replaced by left and right tracks as the running gear.

[0115] For example, the work vehicle can also be configured as a rear-wheel steering vehicle, with the left and right rear wheels 6 functioning as steering control wheels.

[0116] (2) In the above embodiment, the condition for making the second switch C2 open is set to a predetermined time after the first switch C1 becomes open, but various other conditions can be set, and multiple conditions can also be set.

[0117] For example, when generating the target travel path P that enables tractor 1 to travel automatically, such as Figure 3 As shown, there are registered locations A and B. An initial straight path connecting locations A and B is generated, and multiple parallel paths parallel to this initial straight path are generated, thus generating the target driving path P only from the working path P1. At this time, during automatic driving, locations A and B are registered, so if locations A and B are not registered, it can be determined that automatic driving will not be performed.

[0118] Therefore, if location A and location B are registered, the second switch C2 is turned on; if location A and location B are not registered, the second switch C2 is turned off. The second switch C2 can be switched to the on or off state based on whether location A and location B are registered.

[0119] In this way, as long as automatic driving is possible, the second switch C2 is in the on state; if automatic driving is not possible, the second switch C2 is in the off state. The second switch C2 can be switched to the on or off state according to whether automatic driving is possible.

[0120] Furthermore, when a tractor or other work vehicle is loaded onto a truck or similar vehicle and is being transported, automatic driving is not performed. Therefore, in this case, the second switch C2 can also be kept in the off state. At this time, although the speed of the work vehicle is zero, the position information of the work vehicle obtained by the positioning unit 21 is also changing. Therefore, it is possible to determine whether the tractor or similar vehicle is loaded and being transported based on the speed of the work vehicle and the position information of the work vehicle obtained by the positioning unit 21.

[0121] (3) In the above embodiment, the power cut-off switch 30 is disposed inside the engine hood 8, but it can also be disposed in the control unit of the engine compartment 10 and displayed on the display unit 51 of the portable communication terminal 3, and the location of the power cut-off switch 30 can be appropriately changed.

[0122] Explanation of reference numerals in the attached figures

[0123] 1…Tractor (operating vehicle); 21…Positioning unit; 25…Communication module (correcting information communication equipment); 27…Battery; 28…Various electronic components; 29…Timing unit; 30…Power cut-off switch (specified operating tool); C1…First switch; C2…Second switch; K1…First power path; K2…Second power path.

Claims

1. An automatic driving system, characterized in that, Composed of, It includes a battery for power supply, a positioning unit that uses a satellite positioning system to obtain the location information of the working vehicle, and a power supply path that supplies power from the battery to the positioning unit. The power supply path includes: a first power supply path capable of supplying power from the battery to electronic components including the positioning unit via a first switch, and a second power supply path capable of supplying power from the battery to the positioning unit via a second switch different from the first switch. When the first switch is in the ON state, power is supplied from the battery to the positioning unit in either the first power path or the second power path. When the first switch is in the off state, power is supplied from the battery to the positioning unit via the second power path through the second switch in the on state, but power is not supplied to the specified electronic components in the electronic components other than the positioning unit.

2. The automatic driving system according to claim 1, characterized in that, The second switch becomes open after a predetermined time has elapsed since the first switch became open, thereby stopping the power supply from the battery to the positioning unit via the second power path.

3. The automatic driving system according to claim 2, characterized in that, Composed of, The device includes a timing unit that measures a predetermined time from when the first switch is in the off state, and after the predetermined time has elapsed, sets the second switch to the off state. When the first switch is in the ON state, power is supplied from the battery to the timing unit in either the first power path or the second power path. When the first switch is in the off state, power is supplied from the battery to the timing unit via the second power path through the second switch in the on state.

4. The automatic driving system according to any one of claims 1 to 3, characterized in that, The second switch becomes disconnected based on the operation of the specified operating tool, thereby stopping the power supply from the battery to the positioning unit via the second power path.

5. The automatic driving system according to any one of claims 1 to 3, characterized in that, It is equipped with a correction information communication device, which communicates correction information used to obtain the location information of the work vehicle. When the first switch is in the ON state, power is supplied from the battery to the modified information communication device in either the first power path or the second power path. When the first switch is in the off state, power is supplied from the battery to the modified information communication device via the second power path through the second switch in the on state.

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