Work vehicle control system

Abstract

Provided is a work vehicle control system with which it is easy to avoid that automatic travel cannot be resumed even if an obstacle does not obstruct travel after the travel of a work vehicle is stopped due to the determination that the obstacle is present. When the work vehicle automatically travels, when the control mode is the first mode and the obstacle determination unit determines that there is an obstacle, the travel control unit executes a stop control that stops travel of the work vehicle, and when the reception unit receives a predetermined operation input after the execution of the stop control, the travel control unit executes a stop control that stops travel of the work vehicle. The mode switching unit switches the control mode from the first mode to the second mode and restarts the automatic travel of the work vehicle by the travel control unit, and when the work vehicle is automatically traveling and the control mode is the second mode, the mode switching unit does not execute the stop control.

Description

Technical Field

[0001] The present invention relates to a working vehicle control system for controlling the travel of a working vehicle capable of automatic travel. Background Art

[0002] As a work vehicle control system such as the above, there is known a work vehicle control system described in Patent Document 1, for example. The work vehicle control system is a work vehicle control system that controls the travel of a work vehicle capable of automatic travel (an "unmanned driving vehicle" in Patent Document 1), and includes an obstacle determination unit (a "CPU" in Patent Document 1) that determines whether there is an obstacle in front of the work vehicle.

[0003] Furthermore, when it is determined that there is an obstacle in front of the work vehicle, the work vehicle control system stops the travel of the work vehicle.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 8-19 Summary of the invention

[0007] Problems that the invention will solve

[0008] Even when it is determined that an obstacle exists around the work vehicle that is traveling autonomously, the obstacle may not actually hinder the travel of the work vehicle.

[0009] However, in the above-mentioned work vehicle control system, the following situation is assumed: after the work vehicle stops traveling due to the determination that there is an obstacle, although the obstacle does not become an obstacle to traveling, the automatic traveling cannot be restarted due to the continuous determination that there is an obstacle. As a result, the working efficiency of the work vehicle is reduced.

[0010] An object of the present invention is to provide a work vehicle control system that can easily avoid a situation in which, after the travel of the work vehicle is stopped due to determination that there is an obstacle, the work vehicle cannot resume automatic travel even though the obstacle does not become an obstacle to travel.

[0011] Means for solving problems

[0012] The present invention is characterized in that a travel work vehicle control system for controlling a work vehicle capable of automatic travel comprises: an obstacle determination unit, which determines whether there is an obstacle around the work vehicle; a travel control unit, which controls the travel of the work vehicle; a mode switching unit, which switches the control mode of the travel control unit between a first mode and a second mode; and an acceptance unit, which accepts human operation input, wherein when the work vehicle is automatically traveling, if the control mode is the first mode and the obstacle determination unit determines that the obstacle exists, the travel control unit performs control to stop the travel of the work vehicle, i.e., stop control, and when the acceptance unit accepts a specified operation input after executing the stop control, the mode switching unit switches the control mode from the first mode to the second mode, and uses the travel control unit to restart the automatic travel of the work vehicle, and when the work vehicle is automatically traveling, if the control mode is the second mode, the stop control is not performed.

[0013] According to this configuration, after the stop control is executed due to the determination that there is an obstacle, if the user determines that the obstacle does not hinder the travel of the work vehicle, the user performs a predetermined operation input, the travel control unit becomes the second mode, and the automatic travel of the work vehicle resumes. Furthermore, when the travel control unit is in the second mode, the stop control is not executed.

[0014] This makes it possible to realize a work vehicle control system that easily avoids a situation in which, after the travel of the work vehicle is stopped due to determination that an obstacle is present, the work vehicle cannot resume automatic travel even though the obstacle does not hinder travel.

[0015] Furthermore, in the present invention, preferably, the work vehicle is configured to be capable of automatic driving without a person on board, and the receiving unit is a remote operating device capable of remotely performing operations related to the automatic driving of the work vehicle.

[0016] In the case where the receiving unit is fixed to a portion of the work vehicle where people ride (e.g., a cockpit) in a state where it cannot be attached or detached, if the user executes the stop control while monitoring the automatic driving of the work vehicle from outside the work vehicle, the user needs to move to the place where the work vehicle stops and ride on the work vehicle in order to input a predetermined operation. As a result, the efficiency of the operation is likely to be reduced.

[0017] Here, according to this configuration, when the user monitors the automatic driving of the work vehicle from outside the work vehicle and the stop control is executed, the user can perform a predetermined operation input without moving to the place where the work vehicle stops. Therefore, it is easy to avoid the situation where the work efficiency is reduced as described above.

[0018] Moreover, in the present invention, it is preferred that when the work vehicle is not driving automatically, when the operating device possessed by the receiving unit accepts a first operation, the driving control unit is used to start the automatic driving of the work vehicle, and the prescribed operation input is a second operation performed on the operating device, and the first operation and the second operation are different from each other.

[0019] According to this configuration, by operating the operating tool, any one of starting the automatic driving of the working vehicle, switching to the second mode after the stop control is executed, and restarting the automatic driving can be performed. Therefore, compared with a configuration in which an operating tool for starting the automatic driving of the working vehicle and an operating tool for switching to the second mode after the stop control is executed and restarting the automatic driving are separately provided, the configuration of the receiving unit is easy to be simplified.

[0020] Furthermore, in the present invention, preferably, at least a part of the second operation is a long press operation.

[0021] According to this configuration, as long as the operating tool is not at least long-pressed, switching to the second mode and restarting automatic driving will not be performed. Therefore, it is easy to avoid switching to the second mode and restarting automatic driving due to erroneous operation or the like against the user's will.

[0022] Furthermore, in the present invention, it is preferable that the operating tool is composed of a plurality of buttons.

[0023] According to this configuration, as long as the second operation is not performed on the plurality of buttons constituting the operating device, the switch to the second mode and the restart of the automatic driving will not be performed. Therefore, compared with the case where the operating device is a single button, it is easier to avoid the situation where the switch to the second mode and the restart of the automatic driving are performed due to erroneous operation or the like against the user's will.

[0024] Moreover, in the present invention, it is preferred that the mode switching unit performs the switching of the control mode in the following manner: after switching the control mode from the first mode to the second mode, the mode switching unit sets the control mode to the second mode while the operating tool possessed by the receiving unit is operated, and switches the control mode from the second mode to the first mode in response to the operating tool becoming a non-operated state.

[0025] According to this configuration, the control mode of the travel control unit can be switched from the second mode to the first mode according to the user's intention.

[0026] Moreover, in the present invention, it is preferred that the driving control unit controls the driving of the work vehicle so that the driving speed of the work vehicle during automatic driving when the control mode is the second mode is slower than the driving speed of the work vehicle during automatic driving when the control mode is the first mode.

[0027] According to this configuration, when the control mode is in the second mode, the travel speed of the work vehicle slows down when the work vehicle passes near an obstacle. Thus, when the control mode is in the second mode, the user can easily visually confirm that the work vehicle does not interfere with the obstacle.

[0028] Moreover, in the present invention, it is preferred that there is provided: a storage unit, which stores a determination line set around the outer edge of a field set in a state of surrounding the field and the boundary of the field; and a position relationship detection unit, which detects the position relationship between the work vehicle and the determination line, and when the work vehicle is automatically traveling and the control mode is the first mode, the travel control unit is configured to perform a control to reduce the vehicle speed of the work vehicle, i.e., a deceleration control, based on the detection result of the position relationship detection unit, so as to suppress the work vehicle from going out to the outside of the determination line, and when the acceptance unit accepts the specified operation input after executing the deceleration control, the mode switching unit switches the control mode from the first mode to the second mode, and when the work vehicle is automatically traveling, when the control mode is the second mode, the deceleration control is not performed.

[0029] According to this configuration, after the deceleration control is executed based on the positional relationship between the work vehicle and the determination line, if the user determines that the deceleration control is not necessary, the travel control unit enters the second mode if the user performs a predetermined operation input. As a result, the work vehicle enters a state where the deceleration control is not executed. This makes it easy to avoid the situation where unnecessary deceleration control is continued. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a left side view of a combine harvester.

[0031] Figure 2 It is a diagram showing peripheral travel.

[0032] Figure 3 This is a diagram showing a work target area, etc.

[0033] Figure 4 This is a block diagram showing the configuration related to the control unit.

[0034] Figure 5 It is a flow chart of the driving control process.

[0035] Figure 6 This is a flowchart of the border crossing control process in the first other embodiment. DETAILED DESCRIPTION

[0036] The mode for implementing the present invention will be described based on the drawings. In the following description, unless otherwise specified, the direction of the arrow F in the drawings is set to "front", and the direction of the arrow B is set to "rear". In addition, the direction of the arrow U in the drawings is set to "up", and the direction of the arrow D is set to "down".

[0037] [Overall structure of a combine harvester]

[0038] like Figure 1 As shown, a conventional combine harvester 1 (equivalent to the "working vehicle" of the present invention) comprises a harvesting section H, a crawler-type traveling device 11, a driving section 12, a threshing device 13, a grain box 14, a conveying section 16, a grain discharge device 18, and a satellite positioning module 80.

[0039] The travel device 11 is provided at the lower part of the combine harvester 1. The travel device 11 is driven by power from an engine (not shown) mounted on the combine harvester 1. And the combine harvester 1 can travel by the travel device 11.

[0040] Moreover, the driving|operation part 12, the threshing apparatus 13, and the grain tank 14 are arrange|positioned above the traveling device 11. The driving|operation part 12 has the driver's seat 12a. A user (operator) can get on the driving|operation part 12.

[0041] The grain discharge device 18 is provided on the upper side of the grain tank 14. Moreover, the satellite positioning module 80 is attached to the upper surface of the driving part 12.

[0042] The harvesting section H is provided at the front portion of the combine harvester 1. The transport section 16 is provided at the rear side of the harvesting section H. The harvesting section H includes left and right crop dividers 10, a cutting knife 15, and a reel 17.

[0043] The left and right crop dividers 10 are provided at the left and right ends of the front end of the harvesting section H. The left and right crop dividers 10 divide the field 5 (see Figure 2 ) are divided into harvest objects and non-objects. The standing grain stalks on the right side of the left grain divider 10 and on the left side of the right grain divider 10 are divided as harvest objects. The standing grain stalks on the left side of the left grain divider 10 and on the right side of the right grain divider 10 are divided as non-objects.

[0044] The cutter 15 cuts the standing grain stalks divided by the left and right grain dividers 10 as the harvesting target. The reel 17 plucks the standing grain stalks of the harvesting target while rotating around the reel shaft 17b along the left and right directions of the machine body. The harvested grain stalks cut by the cutter 15 are sent to the conveying unit 16.

[0045] With this configuration, the harvesting unit H harvests the grains in the field 5. The combine harvester 1 can perform harvesting travel in which the harvesting unit H harvests the grains in the field 5 while the combine harvester 1 travels with the travel device 11.

[0046] The harvested grain stems harvested by the harvesting section H are conveyed to the rear of the machine body by the conveying section 16. Thus, the harvested grain stems are conveyed to the threshing device 13.

[0047] The harvested grain stems are threshed in the threshing device 13. The grains obtained by the threshing are stored in the grain tank 14. The grains stored in the grain tank 14 are discharged to the outside of the machine by the grain discharge device 18 as needed.

[0048] Moreover, the combine harvester 1 is provided with the obstacle sensor 30. The obstacle sensor 30 is attached to the front end part of the upper part of the driving part 12. The obstacle sensor 30 faces the front of the combine harvester 1.

[0049] The obstacle sensor 30 detects obstacles existing around (for example, in front of) the combine harvester 1. The obstacles existing around the combine harvester 1 are objects that become obstacles (or objects that may become obstacles) when the combine harvester 1 is automatically traveling. The obstacles may be, for example, trees, rocks, buildings, or people, birds and animals.

[0050] The obstacle sensor 30 may be configured using, for example, a laser sensor, a radar sensor, or a camera. A method of detecting an obstacle using any of the laser sensor, the radar sensor, and the camera is well known, and thus description thereof is omitted.

[0051] Here, the combine harvester 1 is configured to perform a harvesting operation in the field 5. Figure 2 After the peripheral driving is performed as shown, the harvesting driving is performed by automatic driving. In addition, the peripheral driving refers to the harvesting driving performed in the peripheral area in the field 5 by manual operation. However, the present invention is not limited to this, and the harvesting driving performed in the peripheral area can also be performed by automatic driving.

[0052] exist Figure 2 In FIG. 5 , arrows are used to indicate the path along which the combine harvester 1 travels in the peripheral travel. When the harvesting travel along this path is completed, the field 5 becomes Figure 3 The outer peripheral travel in this embodiment is as follows. Figure 2As shown, the harvesting travel is one round around the outermost circumference of the field 5. However, the present invention is not limited to this, and the vehicle may also travel in a circle for two or more rounds.

[0053] In addition, if Figure 2 as well as Figure 3 As shown, the field 5 is located inside the field edge 6. The field edge 6 is provided so as to surround the field 5. The field edge 6 includes, for example, ridge edges, water supply and drainage pumps, and the like.

[0054] In the present embodiment, the field 5 is rectangular. However, the present invention is not limited thereto and the field 5 may be in any shape.

[0055] The combined harvester 1 is driven by the working vehicle control system A with reference to ( Figure 4 ) control. That is, the work vehicle control system A controls the travel of the combine harvester 1 that can travel automatically. In addition, the combine harvester 1 can travel automatically without a person (user) riding on the driving unit 12. That is, the combine harvester 1 is configured to be able to travel automatically without a person riding on the combine harvester 1. The work vehicle control system A is described in detail below.

[0056] 〔Configuration related to autonomous driving〕

[0057] like Figure 4 As shown, the work vehicle control system A includes a control unit 20. The control unit 20 includes a position calculation unit 21, an area calculation unit 22, a path generation unit 23, and a travel control unit 24. In addition, the control unit 20 is mounted on the combine harvester 1. In addition, the obstacle sensor 30 and the satellite positioning module 80 are included in the work vehicle control system A.

[0058] The satellite positioning module 80 receives signals from artificial satellites GS (refer to Figure 1 ) GPS signal. Then, Figure 4 As shown, the satellite positioning module 80 sends positioning data indicating the vehicle position of the combine harvester 1 to the position calculation unit 21 based on the received GPS signal.

[0059] The present invention is not limited thereto. The satellite positioning module 80 may not use GPS. For example, the satellite positioning module 80 may use GNSS (GLONASS, Galileo, Michibiki, BeiDou, etc.) other than GPS.

[0060] The position calculation unit 21 calculates the position coordinates of the combine harvester 1 over time based on the positioning data output from the satellite positioning module 80. The calculated position coordinates of the combine harvester 1 over time are sent to the area calculation unit 22 and the travel control unit 24.

[0061] The area calculation unit 22 calculates the position coordinates of the combine harvester 1 over time based on the position coordinates received from the position calculation unit 21. Figure 3 The field outline EA and the work target area WA are calculated as shown.

[0062] More specifically, the area calculation unit 22 calculates the travel trajectory TR (see FIG. 1 ) of the combine harvester 1 during the peripheral travel in the field 5 based on the position coordinates of the combine harvester 1 over time received from the position calculation unit 21. Figure 2 Then, the area calculation unit 22 calculates the movement trajectory of the crop divider 10 located outside the field and the movement trajectory of the crop divider 10 located inside the field, out of the left and right crop dividers 10 , based on the calculated travel trajectory TR of the combine harvester 1 .

[0063] The area calculation unit 22 calculates the field shape EA based on the movement trajectory of the crop divider 10 located outside the field during peripheral travel. Figure 3 In the embodiment, the calculated field outline EA is consistent with the actual outline of the field 5, but the present invention is not limited thereto. The calculated field outline EA may not be consistent with the actual outline of the field 5. For example, the field outline EA may be located inside the field than the actual outline of the field 5.

[0064] In addition, the area calculation unit 22 calculates the unworked area UA based on the movement track of the crop divider 10 located inside the field during peripheral travel. The unworked area UA is the area inside the movement track of the crop divider 10 located inside the field during peripheral travel (in other words, the area surrounded by the movement track). In addition, the area calculation unit 22 calculates the work target area WA by making the unworked area UA approximate to a rectangle (rectangle).

[0065] Thereby, the area calculation unit 22 generates a map (information) indicating the field outline EA and the work target area WA.

[0066] like Figure 4 As shown, the map generated by the area calculation unit 22 is sent to the route generation unit 23.

[0067] The route generation unit 23 is based on the map received from the area calculation unit 22, such as Figure 3 As shown in FIG. 1 , a plurality of travel paths LI for the combine harvester 1 to perform harvesting travel in the work target area WA are generated. Figure 3 As shown in FIG. 1 , in the present embodiment, the travel path LI is a plurality of grid lines extending in the longitudinal and transverse directions. In addition, the plurality of grid lines may not be straight lines but may be curved.

[0068] like Figure 4As shown, the plurality of travel routes LI generated by the route generation unit 23 are sent to the travel control unit 24 .

[0069] The travel control unit 24 selects a travel route LI on which the combine harvester 1 should travel from among the plurality of travel routes LI, based on the position coordinates of the combine harvester 1 received from the position calculation unit 21 .

[0070] The travel control unit 24 is configured to control Figure 1 The driving device 11 shown controls the automatic driving of the combine harvester 1. The driving control unit 24 controls the automatic driving of the combine harvester 1 based on the position coordinates of the combine harvester 1 and the information indicating the driving path LI selected by the driving control unit 24. More specifically, the driving control unit 24 controls the driving of the combine harvester 1 so that harvesting driving is performed by automatic driving along the driving path LI.

[0071] That is, the work vehicle control system A includes the travel control unit 24 that controls the travel of the combine harvester 1 .

[0072] In the automatic driving, the driving control unit 24 may select, for example, a driving path LI following the driving path LI currently driven by the combine harvester 1. That is, the driving control unit 24 may be configured to select a driving path LI following the driving path LI currently driven by the combine harvester 1, each time driving along a new driving path LI starts.

[0073] However, the present invention is not limited thereto. The travel control unit 24 may select a plurality of (for example, two or three) travel routes LI that the combine harvester 1 should travel on following the travel route LI currently traveled by the combine harvester 1, and determine the travel order of the plurality of travel routes LI.

[0074] The travel control unit 24 selects the travel route LI from the untraveled travel routes LI among the plurality of travel routes LI. The travel control unit 24 preferably selects the travel route LI based on the position coordinates of the combine harvester 1 received from the position calculation unit 21 so that the combine harvester 1 can travel efficiently.

[0075] In addition, the control unit 20 and each element included in the control unit 20, such as the position calculation unit 21, may be a physical device such as a microcomputer, or may be a functional unit in software.

[0076] [Start and end of automatic driving]

[0077] like Figure 4 As shown, the work vehicle control system A includes a receiving unit 40. The receiving unit 40 is configured to receive a human operation input. The receiving unit 40 is a remote operation device that can remotely perform operations related to the automatic driving of the combine harvester 1.

[0078] That is, the work vehicle control system A includes a receiving unit 40 that receives a human operation input.

[0079] If described in detail, Figure 1 as well as Figure 4 As shown, the receiving unit 40 has an operating tool 39 and an end button 43. After the above-mentioned plurality of driving routes LI are generated, when the combine harvester 1 does not automatically drive, when the operating tool 39 receives the first operation, the receiving unit 40 sends a predetermined signal to the driving control unit 24. The driving control unit 24 starts the automatic driving of the combine harvester 1 according to the signal.

[0080] That is, when the operating tool 39 included in the accepting unit 40 accepts the first operation while the combine harvester 1 is not automatically traveling, the automatic traveling of the combine harvester 1 is started by the traveling control unit 24 .

[0081] In the present embodiment, the first operation is an operation of long pressing the operating tool 39 for one second. However, the specific content of the first operation is not particularly limited. The first operation may be any operation.

[0082] like Figure 1 as well as Figure 4 As shown, the operating tool 39 is composed of a first button 41 and a second button 42 adjacent to each other on the left and right. The first button 41 and the second button 42 are both buttons. That is, the operating tool 39 is composed of a plurality of buttons. In this embodiment, the first operation is to press the first button 41 and the second button 42 simultaneously for 1 second.

[0083] However, the present invention is not limited to this configuration, and the operating tool 39 may be composed of three or more buttons.

[0084] When the combine harvester 1 is automatically traveling, if the end button 43 receives an operation, the receiving unit 40 sends a predetermined signal to the traveling control unit 24. Based on the signal, the traveling control unit 24 ends the automatic traveling of the combine harvester 1. As a result, the traveling of the combine harvester 1 stops.

[0085] While the combine harvester 1 is automatically traveling, for example, the user can monitor the automatic traveling of the combine harvester 1 from the outside of the combine harvester 1 while holding the reception unit 40 .

[0086] [Composition related to the judgment line]

[0087] like Figure 4 As shown, the control unit 20 includes a determination line setting unit 25 (corresponding to the “storage unit” of the present invention) and a positional relationship detection unit 26 .

[0088] The determination line setting unit 25 obtains information indicating the field outline EA from the area calculation unit 22. The determination line setting unit 25 sets the determination line EB based on the information and stores the determination line EB. The determination line EB is a line (more specifically, a rectangular line, for example) set around the boundary between the field outer edge 6 and the field 5.

[0089] That is, the work vehicle control system A includes a determination line setting unit 25 that stores a determination line EB set around a boundary between the field outer edge 6 provided so as to surround the field 5 and the field 5 .

[0090] In addition, Figure 3 In the embodiment, the determination line EB is set to coincide with the field outline EA and the actual outline of the field 5 (in other words, the boundary between the field outer edge 6 and the field 5), but the present invention is not limited thereto. The determination line EB may not coincide with the field outline EA and the actual outline of the field 5 (in other words, the boundary between the field outer edge 6 and the field 5). For example, the determination line EB may be set to a position inside the field relative to the field outline EA.

[0091] like Figure 4 As shown, the positional relationship detection unit 26 obtains information indicating the determination line EB from the determination line setting unit 25. In addition, the positional relationship detection unit 26 obtains the position coordinates of the combine harvester 1 over time (or the current position coordinates of the combine harvester 1) from the position calculation unit 21. The positional relationship detection unit 26 calculates the positional relationship between the combine harvester 1 and the determination line EB based on the information indicating the determination line EB and the position coordinates of the combine harvester 1. Thus, the positional relationship detection unit 26 detects the positional relationship between the combine harvester 1 and the determination line EB.

[0092] That is, the working vehicle control system A includes the positional relationship detection unit 26 that detects the positional relationship between the combine harvester 1 and the determination line EB.

[0093] The detection result of the positional relationship detection unit 26 is sent to the travel control unit 24. When the combine harvester 1 is automatically traveling, the travel control unit 24 controls the travel of the combine harvester 1 based on the detection result so as to suppress the combine harvester 1 from going outside the determination line EB.

[0094] [Driving control process]

[0095] The control unit 20 is configured to, when the combine harvester 1 is automatically traveling, Figure 5 The travel control flow shown controls the travel of the combine harvester 1 .

[0096] When the driving control process starts, the process of step S01 is first executed. In step S01, the obstacle determination unit 27 (see Figure 4) to determine whether there are obstacles around the combine harvester 1.

[0097] Specifically, the obstacle determination unit 27 is configured to determine whether there is an obstacle around (for example, in front of) the combine harvester 1 based on a signal from the obstacle sensor 30. That is, the work vehicle control system A includes the obstacle determination unit 27 that determines whether there is an obstacle around the combine harvester 1.

[0098] When the obstacle determination unit 27 determines that there is an obstacle around the combine harvester 1 ( Figure 5 If the obstacle determination unit 27 determines that there is no obstacle around the combine harvester 1 ( Figure 5 If "No" is displayed in step S01, the process moves to step S12.

[0099] Here, if Figure 4 As shown, the control unit 20 includes a mode switching unit 28. The mode switching unit 28 is configured to switch the control mode of the travel control unit 24 between the first mode and the second mode according to the operation input to the receiving unit 40.

[0100] That is, the work vehicle control system A includes a mode switching unit 28 that switches the control mode of the travel control unit 24 between the first mode and the second mode.

[0101] exist Figure 5 In step S02, the control unit 20 determines whether the control mode of the travel control unit 24 is the second mode. If the control mode of the travel control unit 24 is the first mode ( Figure 5 If "No" is displayed in step S02, the process moves to step S03.

[0102] In step S03, the travel control unit 24 executes the stop control. The stop control is a control for stopping the travel of the combine harvester 1.

[0103] Thus, when the combine harvester 1 is automatically traveling, if the control mode is the first mode and the obstacle determination unit 27 determines that there is an obstacle, the travel control unit 24 performs the stop control for stopping the travel of the combine harvester 1 .

[0104] Here, in Figure 5 In step S02, when the control mode of the travel control unit 24 is the second mode ( Figure 5 If the answer is "Yes" in step S02 of the control module, the process does not proceed to step S03, and the driving control process is temporarily terminated. That is, in this case, the stop control is not performed.

[0105] In this way, when the combine harvester 1 automatically travels, when the control mode is the second mode, the stop control is not executed.

[0106] If the stop control is executed in step S03, the process moves to step S04. In step S04, the mode switching unit 28 determines whether the receiving unit 40 has received a predetermined operation input. Here, in the present embodiment, the predetermined operation input is a second operation on the operating tool 39. That is, in step S04, the mode switching unit 28 determines whether the second operation on the operating tool 39 has been performed.

[0107] In the present embodiment, the second operation is an operation of pressing and holding the operating tool 39 for 3 seconds. More specifically, the second operation is an operation of pressing and holding the first button 41 and the second button 42 simultaneously for 3 seconds.

[0108] That is, the first operation and the second operation are different from each other. In addition, in this way, at least a part of the second operation is a long press operation. However, the specific content of the second operation is not particularly limited. The second operation can be any operation. For example, the second operation can also be an operation of pressing the operating device 39 for a predetermined number of times and then pressing it for a predetermined time.

[0109] Furthermore, the reception unit 40 is configured to send a predetermined signal to the mode switching unit 28 when the second operation on the operation tool 39 is performed.

[0110] In the case where the second operation on the operating tool 39 is not performed ( Figure 5 If the first operation on the operating tool 39 is performed, the process proceeds to step S05. In step S05, the travel control unit 24 determines whether the first operation on the operating tool 39 has been performed.

[0111] In the case where the first operation on the operating tool 39 is not performed ( Figure 5 If the first operation or the second operation is performed on the operating tool 39, the processing returns to step S04. That is, after the processing moves to step S04, the processing repeats step S04 and step S05 until the first operation or the second operation is performed on the operating tool 39.

[0112] When the second operation on the operating tool 39 is performed ( Figure 5 In step S04, the process moves to step S06. In addition, when the first operation of the operating tool 39 is performed ( Figure 5 "Yes" in step S05), the processing moves to step S09.

[0113] In step S06, the mode switching unit 28 switches the control mode of the travel control unit 24 from the first mode to the second mode. Thereafter, the process proceeds to step S07.

[0114] In step S07, the automatic travel of the combine harvester 1 is restarted by the travel control unit 24. Thereafter, the process proceeds to step S08.

[0115] In this way, when the accepting unit 40 accepts the predetermined operation input after the stop control is executed, the mode switching unit 28 switches the control mode from the first mode to the second mode, and the travel control unit 24 restarts the automatic travel of the combine harvester 1.

[0116] In step S08, the low-speed running of the combine harvester 1 is started by the running control unit 24. Thus, the combine harvester 1 automatically runs at low speed when the control mode of the running control unit 24 is the second mode. In addition, during the low-speed running, the running of the combine harvester 1 is controlled so as to run at a speed lower than the running speed during the automatic running when the control mode of the running control unit 24 is the first mode.

[0117] In this way, the travel control unit 24 controls the travel of the combine harvester 1 so that the travel speed of the combine harvester 1 during automatic travel when the control mode is the second mode is lower than the travel speed of the combine harvester 1 during automatic travel when the control mode is the first mode.

[0118] When the low-speed running of the combine harvester 1 is started in step S08, the running control flow is temporarily terminated.

[0119] In step S09, the obstacle determination unit 27 determines whether there is an obstacle around the combine harvester 1. If the obstacle determination unit 27 determines that there is an obstacle around the combine harvester 1 ( Figure 5 If the obstacle determination unit 27 determines that there is no obstacle around the combine harvester 1 ( Figure 5 If "No" is received in step S09, the process moves to step S11.

[0120] In addition, after the stop control is executed in step S03, for example, when the obstacle is removed, Figure 5 In step S09, the judgment is "No".

[0121] In step S10, the travel control unit 24 maintains the stopped state of the combine harvester 1. That is, in step S10, the automatic travel is not restarted. Thereafter, the process returns to step S04.

[0122] In step S11, the automatic traveling of the combine harvester 1 is restarted by the traveling control unit 24. Thereafter, this traveling control flow is temporarily terminated.

[0123] In step S12, the travel control unit 24 determines whether the combine harvester 1 is traveling at a low speed. Figure 5 If "Yes" is obtained in step S12, the process proceeds to step S13. Figure 5 If "No" is selected in step S12, the driving control process is temporarily terminated.

[0124] Here, the mode switching unit 28 is configured to perform control mode switching in the following manner: after the control mode of the travel control unit 24 is switched from the first mode to the second mode, the control mode is set to the second mode while the operating device 39 is operated, and the control mode is switched from the second mode to the first mode in response to the operating device 39 becoming a non-operated state.

[0125] Therefore, in the present embodiment, after the control mode of the travel control unit 24 is switched from the first mode to the second mode by long pressing the operating tool 39 for 3 seconds, the control mode is maintained in the second mode while the operating tool 39 is still pressed. Then, when the user stops pressing the operating tool 39, the control mode is switched from the second mode to the first mode.

[0126] In this way, the mode switching unit 28 performs switching of the control mode in the following manner: after switching the control mode from the first mode to the second mode, the mode switching unit 28 sets the control mode to the second mode while the operating device 39 possessed by the receiving unit 40 is operated, and switches the control mode from the second mode to the first mode in response to the operating device 39 becoming a non-operated state.

[0127] exist Figure 5 In step S13, the control unit 20 determines whether the control mode of the travel control unit 24 is the second mode. If the control mode of the travel control unit 24 is the second mode ( Figure 5 If the control mode of the travel control unit 24 is the first mode ( Figure 5 If "No" is received in step S13, the process moves to step S14.

[0128] In step S14, the travel control unit 24 returns the travel speed of the combine harvester 1 to the normal speed during automatic travel. As a result, the combine harvester 1 returns from the low-speed travel to the normal-speed travel. Thereafter, the travel control flow is temporarily terminated.

[0129] In addition, in this embodiment, the normal speed in automatic traveling is a speed preset as the traveling speed in automatic traveling of the combine harvester 1 when the control mode of the traveling control unit 24 is the first mode, and is higher than a speed lower than the low-speed traveling.

[0130] According to the configuration described above, after the stop control is executed due to the determination that there is an obstacle, if the user determines that the obstacle does not hinder the travel of the combine harvester 1, the user performs a predetermined operation input, the travel control unit 24 is changed to the second mode, and the automatic travel of the combine harvester 1 is restarted. In addition, when the travel control unit 24 is in the second mode, the stop control is not executed.

[0131] Thereby, it is possible to realize a work vehicle control system A that easily avoids a situation in which, after the travel of the combine harvester 1 is stopped due to determination that there is an obstacle, the automatic travel cannot be resumed even though the obstacle does not hinder the travel.

[0132] [First other embodiment]

[0133] In the above embodiment, the control unit 20 controls the combine harvester 1 to automatically travel according to the following steps: Figure 5 The travel control flow shown controls the travel of the combine harvester 1 .

[0134] However, the present invention is not limited thereto. Hereinafter, the first other embodiment of the present invention will be described with the focus on the differences from the above-mentioned embodiment. The configuration other than the parts described below is the same as that of the above-mentioned embodiment. In addition, the same reference numerals are used for the configurations that are the same as those of the above-mentioned embodiment.

[0135] In the first other embodiment, the control unit 20 controls the combine harvester 1 to automatically travel according to the following steps: Figure 6 The cross-border control process shown controls the travel of the combine harvester 1. In addition, it is also possible to follow the same Figure 5 Control and follow the driving control process shown Figure 6 The cross-border control process shown is controlled by both parties.

[0136] When the border crossing control flow starts, the process of step S21 is first executed. In step S21, the positional relationship detection unit 26 determines whether the combine harvester 1 is located near the determination line EB.

[0137] When the positional relationship detection unit 26 determines that the combine harvester 1 is located near the determination line EB ( Figure 6 If the positional relationship detection unit 26 determines that the combine harvester 1 is not located near the determination line EB ( Figure 6 If "No" is received in step S21, the process moves to step S27.

[0138] In addition, in the determination of step S21, it may be determined whether the outer shape of the combine harvester 1 in a plan view is located near the determination line EB.

[0139] In the determination of step S21, it is also possible to determine whether a predetermined portion (e.g., the harvesting portion H) of the combine harvester 1 is located near a portion of the field outer edge 6 (e.g., the ridge edge) that is located at the same height as the predetermined portion. In this case, a plurality of determination lines EB corresponding to a plurality of heights may be set.

[0140] In step S22, the control unit 20 determines whether the control mode of the travel control unit 24 is the second mode. In the case of the first mode of the control mode of the travel control unit 24 ( Figure 6 If "No" is received in step S22, the process moves to step S23.

[0141] In step S23, the travel control unit 24 executes the deceleration control. The deceleration control is a control for reducing the vehicle speed of the combine harvester 1 so as to suppress the combine harvester 1 from going outward from the determination line EB.

[0142] In this way, when the combine harvester 1 is traveling automatically and the control mode is the first mode, the travel control unit 24 is configured to perform a control to reduce the vehicle speed of the combine harvester 1, i.e., a deceleration control, based on the detection result of the position relationship detection unit 26, so as to suppress the combine harvester 1 from going outside the determination line EB.

[0143] In addition, the deceleration control may be a control which makes the vehicle speed of the combine harvester 1 0 (zero). That is, the deceleration control may be a control which stops the travel of the combine harvester 1.

[0144] Here, in Figure 6 In step S22, when the control mode of the travel control unit 24 is the second mode ( Figure 6 If the control result is "Yes" in step S22, the process does not proceed to step S23, and the border crossing control process is temporarily terminated. That is, in this case, the deceleration control is not performed.

[0145] In this way, when the combine harvester 1 automatically travels, when the control mode is the second mode, the deceleration control is not performed.

[0146] If the deceleration control is executed in step S23, the process moves to step S24. In step S24, the mode switching unit 28 determines whether the receiving unit 40 has received a predetermined operation input. Here, in the present embodiment, the predetermined operation input is a second operation on the operating tool 39. That is, in step S24, the mode switching unit 28 determines whether the second operation on the operating tool 39 has been performed.

[0147] In the case where the second operation on the operating tool 39 is not performed ( Figure 6 If the answer is "No" in step S24, the border crossing control process is temporarily terminated. That is, in this case, the execution of the deceleration control is maintained.

[0148] When the second operation on the operating tool 39 is performed ( Figure 6 If "Yes" is determined in step S24, the process proceeds to step S25. In step S25, the mode switching unit 28 switches the control mode of the travel control unit 24 from the first mode to the second mode. Thereafter, the process proceeds to step S26.

[0149] In this way, when the reception unit 40 receives the predetermined operation input after the deceleration control is executed, the mode switching unit 28 switches the control mode from the first mode to the second mode.

[0150] In step S26, the travel control unit 24 ends the deceleration control and returns the travel speed of the combine harvester 1 to the normal speed during automatic travel. As a result, the combine harvester 1 returns to the normal speed travel. Thereafter, the travel control flow is temporarily ended.

[0151] In step S27, the travel control unit 24 determines whether the deceleration control is being executed by the travel control unit 24. Figure 6 If "Yes" is obtained in step S27, the process proceeds to step S28. Figure 6 "No" in step S27), the cross-border control process is temporarily terminated.

[0152] In step S28, the travel control unit 24 ends the deceleration control and returns the travel speed of the combine harvester 1 to the normal speed during automatic travel. As a result, the combine harvester 1 returns to the normal speed travel. Thereafter, the travel control flow is temporarily ended.

[0153] [Other implementation methods]

[0154] (1) The positional relationship detection unit 26 may be a LiDAR (Light Detection And Ranging) sensor or a camera.

[0155] (2) The control mode of the travel control unit 24 may be switched not only to the first mode and the second mode but also to other modes.

[0156] (3) The receiving unit 40 may be fixed to the combine harvester 1 (specifically, for example, the driving unit 12 ) in a non-detachable state.

[0157] (4) The combine harvester 1 may be configured to be able to travel automatically as long as a person is on board the combine harvester 1.

[0158] (5) The means for accepting the operation for starting the automatic travel in a state where there is no obstacle around the combine harvester 1 and the means for accepting the input of the predetermined operation may be different from each other.

[0159] (6) The receiving unit 40 may be configured to receive an operation input by voice.

[0160] (7) The second operation may not include a long press operation.

[0161] (8) The operating tool 39 may be composed of a single component (eg, a single button).

[0162] (9) A plurality of obstacle sensors 30 may be provided. In addition, the plurality of obstacle sensors 30 may be oriented in different directions. Furthermore, after the stop control is executed due to the detection of an obstacle by one of the plurality of obstacle sensors 30, the control mode of the travel control unit 24 may be switched from the first mode to the second mode, and when the automatic travel is restarted, if an obstacle is detected by an obstacle sensor 30 different from the obstacle sensor 30, the stop control may be executed even if the control mode of the travel control unit 24 is the second mode.

[0163] (10) A warning unit (for example, a buzzer) may be provided for emitting a warning sound when the control mode of the travel control unit 24 is the second mode.

[0164] In addition, the configuration disclosed in the above-mentioned embodiment (including other embodiments, the same below) can be combined with the configuration disclosed in other embodiments for application as long as no contradiction occurs. In addition, the embodiments disclosed in this specification are for illustration only, and the embodiments of the present invention are not limited thereto, and can be appropriately changed within the scope of the purpose of the present invention.

[0165] Industrial Applicability

[0166] The present invention can be used not only for ordinary combine harvesters but also for various working vehicles such as semi-feeding combine harvesters, tractors, rice transplanters, and construction machines.

[0167] Description of Reference Numerals

[0168] 1: Combine harvester (working vehicle)

[0169] 5: Fields

[0170] 6: Field edge

[0171] 24: Driving control unit

[0172] 25: Judgment line setting unit (storage unit)

[0173] 26: Position relationship detection unit

[0174] 27: Obstacle determination unit

[0175] 28: Mode switching unit

[0176] 39: Operating tools

[0177] 40: Reception Department

[0178] A: Work vehicle control system

[0179] EB: judgment line

Claims

1. A work vehicle control system, which controls the travel of a work vehicle capable of automatic travel, characterized in that: The control system of the working vehicle comprises: an obstacle determination unit that determines whether there is an obstacle around the work vehicle; A travel control unit that controls the travel of the work vehicle; a mode switching unit that switches a control mode of the travel control unit between a first mode and a second mode; as well as The acceptance department accepts human input. When the work vehicle is automatically traveling, if the control mode is the first mode and the obstacle determination unit determines that the obstacle is present, the travel control unit performs control for stopping the travel of the work vehicle, i.e., stop control. When the receiving unit receives a predetermined operation input after the stop control is executed, the mode switching unit switches the control mode from the first mode to the second mode, and the travel control unit restarts the automatic travel of the work vehicle. When the work vehicle is automatically traveling, if the control mode is the second mode, the stop control is not performed.

2. The work vehicle control system according to claim 1, characterized in that: The work vehicle is configured to be capable of automatic driving without a person on board. The receiving unit is a remote operation device capable of remotely performing operations related to automatic driving of the work vehicle.

3. The work vehicle control system according to claim 1 or 2, characterized in that: When the working vehicle is not automatically traveling, when the operating device of the receiving unit receives a first operation, the traveling control unit starts the automatic traveling of the working vehicle. The prescribed operation input is a second operation performed on the operating tool, The first operation and the second operation are different from each other.

4. The work vehicle control system according to claim 3, characterized in that: At least a part of the second operation is a long press operation.

5. The work vehicle control system according to claim 4, characterized in that: The operating tool is composed of a plurality of buttons.

6. The work vehicle control system according to claim 1 or 2, characterized in that: The mode switching unit performs switching of the control mode in the following manner: after switching the control mode from the first mode to the second mode, the mode switching unit sets the control mode to the second mode while the operating tool possessed by the receiving unit is operated, and switches the control mode from the second mode to the first mode in response to the operating tool becoming a non-operated state.

7. The work vehicle control system according to claim 1 or 2, characterized in that: The travel control unit controls the travel of the work vehicle so that a travel speed of the work vehicle during automatic travel when the control mode is the second mode is lower than a travel speed of the work vehicle during automatic travel when the control mode is the first mode.

8. The work vehicle control system according to claim 1 or 2, characterized in that: have: a storage unit that stores a determination line set around an outer edge of a field disposed in a state of surrounding the field and a boundary of the field; and a positional relationship detection unit for detecting a positional relationship between the work vehicle and the determination line, When the work vehicle is automatically traveling and the control mode is the first mode, the travel control unit is configured to perform a control to reduce the vehicle speed of the work vehicle, i.e., a deceleration control, based on a detection result of the positional relationship detection unit, so as to suppress the work vehicle from moving outside the determination line. When the receiving unit receives the predetermined operation input after the deceleration control is executed, the mode switching unit switches the control mode from the first mode to the second mode. When the work vehicle is performing automatic driving, if the control mode is the second mode, the deceleration control is not performed.

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