Automatic travel method, automatic travel system, and automatic travel program

Abstract

Provided are an automatic travel method, an automatic travel program, and an automatic travel system with which a work vehicle can appropriately enter a work path continuous with a turning path. The travel processing unit (111) causes the work vehicle (10) to travel on the basis of a plurality of work routes for causing the work vehicle (10) to perform prescribed work included in the target route, and a plurality of turning routes connecting the work routes. The correction processing unit (112) causes the work vehicle (10) to execute a correction travel including a backward travel when the work vehicle (10) travels on the turning route and it is determined that at least one of a predetermined positional shift and an orientation shift has occurred with respect to a target start position of the work route that is continuous with the turning route.

Description

Technical Field

[0001] The present invention relates to a technology for enabling a work vehicle to automatically travel along a target path. Background Art

[0002] Conventionally, there is known a work vehicle that automatically travels along a preset target path in a field. For example, the work vehicle travels back and forth while working in the inner area of ​​the central part of the field, and travels around while working in the outer area (headland area) of the outer peripheral part of the field (see, for example, Patent Document 1). In addition, when the work vehicle moves from one work path to the next work path during work in the inner area, it turns along the turning path.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2018-147421

[0004] Here, when the work vehicle turns on the turning path and enters the next work path, if the position accuracy is low, there may be a position deviation (for example, lateral position deviation) or an orientation deviation (orientation deviation) relative to the start end (target starting position) of the work path. If the work vehicle starts working in a state where the position deviation or orientation deviation occurs, the work will not be started from an appropriate position on the work path, resulting in an unworked area. Summary of the invention

[0005] An object of the present invention is to provide an automatic driving method, an automatic driving program, and an automatic driving system that can enable a work vehicle to appropriately enter a work path that is continuous with a turning path.

[0006] The automatic driving method involved in the present invention is a method for causing a work vehicle to automatically drive according to a pre-set target path, wherein: the work vehicle is caused to drive according to a plurality of work paths included in the target path for causing the work vehicle to perform specified operations, and a plurality of turning paths connecting the work paths; and when the work vehicle is driving on the turning path, if it is determined that at least one of a specified position offset and an azimuth offset is generated relative to a target starting position of the work path continuous with the turning path, the work vehicle is caused to perform correction driving including reverse driving.

[0007] The automatic driving program involved in the present invention is a program for causing a work vehicle to automatically drive according to a pre-set target path, wherein one or more processors are caused to execute: causing the above-mentioned work vehicle to drive according to multiple work paths included in the above-mentioned target path for causing the above-mentioned work vehicle to perform specified operations, and a turning path connecting the above-mentioned multiple work paths; and when the above-mentioned work vehicle is driving on the above-mentioned turning path, when it is determined that at least any one of a specified position offset and an azimuth offset is generated relative to the target starting position of the above-mentioned work path continuous with the turning path, causing the above-mentioned work vehicle to perform correction driving including reverse driving.

[0008] The automatic driving system involved in the present invention is a system that makes a work vehicle automatically drive according to a preset target path, wherein the system includes a driving processing unit and a correction processing unit. The driving processing unit makes the work vehicle drive according to a plurality of work paths included in the target path for the work vehicle to perform a predetermined work, and a plurality of turning paths connecting the work paths. When the work vehicle is driving on the turning path, if it is determined that at least one of a predetermined position offset and an azimuth offset occurs relative to a target start position of the work path continuous with the turning path, the correction processing unit makes the work vehicle perform a correction drive including reverse driving.

[0009] According to the present invention, it is possible to provide an automatic driving method, an automatic driving program, and an automatic driving system that can appropriately cause a work vehicle to enter a work path that is continuous with a turning path. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a block diagram showing the configuration of an automatic driving system according to an embodiment of the present invention.

[0011] Figure 2 It is an external view showing the structure of a work vehicle according to an embodiment of the present invention.

[0012] Figure 3 This is a diagram showing an example of a target route set in a field according to an embodiment of the present invention.

[0013] Figure 4 It is a diagram showing an example of a curve route included in a target route according to an embodiment of the present invention.

[0014] Figure 5 This is a diagram showing a state where positional deviation and azimuth deviation occur in the inner area due to turning.

[0015] Fig. 6A It is a diagram showing an example of correction travel according to the embodiment of the present invention.

[0016] Figure 6B It is a diagram showing an example of correction travel according to the embodiment of the present invention.

[0017] Figure 7 It is a diagram showing another example of correction driving according to the embodiment of the present invention.

[0018] Figure 8 It is a diagram showing another example of correction driving according to the embodiment of the present invention.

[0019] Fig. 9 It is a diagram showing an example of a curve route included in a target route according to an embodiment of the present invention.

[0020] Fig.10 The diagram shows a state where positional deviation and azimuth deviation occur due to turning in an edge of a field.

[0021] Fig.11 It is a diagram showing an example of correction travel according to the embodiment of the present invention.

[0022] Fig.12 This is a diagram showing an example of a menu screen displayed on the operation terminal according to the embodiment of the present invention.

[0023] Fig.13 This is a flowchart showing an example of the sequence of an automatic driving process executed by the automatic driving system according to the embodiment of the present invention.

[0024] Fig.14 It is a diagram showing an example of a driving screen displayed on the operation terminal according to the embodiment of the present invention.

[0025] Fig.15 This is a flowchart showing another example of the procedure of the automatic driving process executed by the automatic driving system according to the embodiment of the present invention.

[0026] Description of Reference Numerals

[0027] 1…Automatic driving system; 10…Work vehicle; 11…Vehicle control device; 12…Storage unit; 13…Driving device; 14…Work machine; 15…Communication unit; 16…Positioning unit; 20…Operation terminal; 21…Operation control unit; 22…Storage unit; 23…Operation display unit; 24…Communication unit; 111…Driving processing unit; 112…Correction processing unit; F…Field; Fa…Inner area; Fb…Headland area; R…Target path; R1…Working path; R2…Working path; Ra…Inner working path; Rb…Headland working path; Rs1…Turn path; Rs2…Turn path; Rt…Correction path; p7…Target starting position; p21…Target starting position. DETAILED DESCRIPTION

[0028] The following embodiment is an example of embodying the present invention, and does not limit the technical scope of the present invention.

[0029] like Figure 1 As shown, the automatic driving system 1 according to the embodiment of the present invention includes a work vehicle 10 and an operation terminal 20. The work vehicle 10 and the operation terminal 20 can communicate via a communication network N1. For example, the work vehicle 10 and the operation terminal 20 can communicate via a mobile phone line network, a packet line network, or a wireless LAN.

[0030] In this embodiment, the case where the working vehicle 10 is a tractor is taken as an example for explanation. In addition, as another embodiment, the working vehicle 10 may also be a combine harvester, a rice transplanter, a construction machine, or a snowplow. The working vehicle 10 has a function of being able to move in a field F (see FIG. 1 ) according to a preset target path R. Figure 3 ) for automatic driving.

[0031] For example, a worker (operator) registers a field F to be worked on, and sets a target path R for the work vehicle 10 to automatically travel on the field F. The work vehicle 10 automatically travels along the target path R pre-set for the field F based on the position information of the current position of the work vehicle 10 calculated by the positioning unit 16. In addition, the work vehicle 10 performs a predetermined work while automatically traveling in the field F. The field F includes an inner area Fa, which is an inner area, and an outer area (headland area Fb), which is an area around the inner area Fa. An inner work path Ra, which is a travel path of the work vehicle 10, is set in the inner area Fa, and a headland work path Rb, which is a travel path of the work vehicle 10, is set in the headland area Fb.

[0032] For example, the work vehicle 10 Figure 3In the inner area Fa of the field F shown in the figure, the vehicle performs predetermined work while traveling back and forth in parallel along the inner working path Ra from the travel start position S, and then performs predetermined work while traveling in a spiral shape along the headland working path Rb toward the travel end position G in the headland area Fb. The target path R is not limited to Figure 3 The path shown can be set appropriately according to the work content. Figure 3 In the figure, the working vehicle 10 first travels in the inner area Fa and then travels in the headland area Fb, but the travel order of the working vehicle 10 is not limited to this. For example, the working vehicle 10 may first travel in the headland area Fb and then travel in the inner area Fa.

[0033] The operation terminal 20 is a mobile terminal capable of remotely operating the work vehicle 10, and is composed of, for example, a tablet terminal, a notebook personal computer, a smart phone, etc. The operator can perform setting operations on various setting items at the operation terminal 20. In addition, the operation terminal 20 displays information such as the working status and driving status of the work vehicle 10 in automatic driving. The operator can grasp the working status and driving status at the operation terminal 20.

[0034] Here, when the work on one work path is completed, the work vehicle 10 turns and travels along a turning path included in the target path R toward the next work path. Figure 4 An example of the turning path Rs1 is shown in FIG. Figure 4 , the working paths R1 and R2 set in the inner area Fa are shown. The working path R2 is a working path for working after the working path R1. The working path R1 and the working path R2 are connected by the turning path Rs1. When the working vehicle 10 finishes working on the working path R1, it travels on the turning path Rs1 and enters the working path R2 to perform working on the working path R2.

[0035] Specifically, the turning path Rs1 includes: a straight path r1 connected to the working path R1; a turning path r2 connected to the straight path r1; a straight path r3 connected to the turning path r2; a straight path r4 connected to the straight path r3; a turning path r5 connected to the straight path r4; and a straight path r6 connected to the turning path r5 and the working path R2.

[0036] When the work vehicle 10 reaches the terminal p1 of the work path R1, the work machine 14 is raised and the work is temporarily stopped, and the work vehicle 10 travels straight in the forward direction on the straight path r1. Next, when the work vehicle 10 reaches the terminal p2 of the straight path r1 (the beginning of the turning path r2), the work vehicle 10 travels straight in the forward direction on the turning path r2. Next, when the work vehicle 10 reaches the terminal p3 of the turning path r2 (the beginning of the straight path r3), the work vehicle 10 travels straight in the forward direction on the straight path r3. Next, when the work vehicle 10 reaches the terminal p4 of the straight path r3 (the beginning of the straight path r4), the work vehicle 10 travels straight in the backward direction on the straight path r4. Next, when the work vehicle 10 reaches the terminal p5 of the straight path r4 (the beginning of the turning path r5), the work vehicle 10 travels straight in the forward direction on the turning path r5. Next, when the work vehicle 10 reaches the terminal p6 of the turning path r5 (the starting point of the straight path r6), it will travel straight in the forward direction on the straight path r6. Finally, when the work vehicle 10 reaches the terminal p7 of the straight path r6 (the starting point of the work path R2), the work machine 14 is lowered and enters the work path R2 to start working again. In addition, the position p7 is the starting point of the work path R2, which is equivalent to the target starting position of the work path R2.

[0037] Here, in order for the work vehicle 10 to properly enter the work path R2, it is preferred that the work vehicle 10 is located within a predetermined distance from the start end (target start position p7) of the work path R2 when the work vehicle 10 completes the travel of the turning path r5 and the straight path r6, and the vehicle orientation is within a predetermined orientation relative to the extension direction of the work path R2. However, due to the influence of the state of the field F (soil), the position accuracy of the positioning unit 16, etc., for example, Figure 5 As shown in FIG. 1 , when the work vehicle 10 completes the travel of the turning path r5 and the straight path r6, the current position P0 of the work vehicle 10 may be laterally offset relative to the target start position p7, and the vehicle orientation may be offset relative to the work path R2. If such a position offset (position deviation) or orientation offset (orientation deviation) occurs, the work vehicle 10 starts working from a position offset relative to the work path R2, so an unworked area (a gap between worked areas) is generated.

[0038] On the other hand, as described below, the automatic driving system 1 according to the present embodiment has a configuration that enables the work vehicle 10 to appropriately enter a work path that is continuous with the turning path.

[0039] [Work vehicle 10]

[0040] like Figure 1 and Figure 2As shown, the work vehicle 10 includes a vehicle control device 11, a storage unit 12, a travel device 13, a work machine 14, a communication unit 15, a positioning unit 16, etc. The vehicle control device 11 is electrically connected to the storage unit 12, the travel device 13, the work machine 14, the positioning unit 16, etc. In addition, the vehicle control device 11 and the positioning unit 16 may also be capable of wireless communication.

[0041] The communication unit 15 is a communication interface for connecting the work vehicle 10 to the communication network N1 by wire or wirelessly, and performing data communication with external devices (such as the operation terminal 20 ) via the communication network N1 in accordance with a predetermined communication protocol.

[0042] The storage unit 12 is a non-volatile storage unit such as a HDD (Hard Disk Drive) or SSD (Solid State Drive) that stores various information. The storage unit 12 stores information for causing the vehicle control device 11 to execute the automatic driving process described later (see Fig.13 , Fig.15 ) and other control programs. For example, the automatic driving program is recorded non-temporarily on a computer-readable recording medium such as a CD or a DVD, read by a predetermined reading device (not shown) and stored in the storage unit 12. In addition, the automatic driving program can also be downloaded from a server (not shown) to the work vehicle 10 via the communication network N1 and stored in the storage unit 12. In addition, the storage unit 12 stores data on the target path R generated by the operation terminal 20.

[0043] The travel device 13 is a driving unit that drives the work vehicle 10. Figure 2 As shown, the travel device 13 includes an engine 131, front wheels 132, rear wheels 133, a transmission 134, a front axle 135, a rear axle 136, a steering wheel 137, etc. In addition, the front wheels 132 and the rear wheels 133 are respectively provided on the left and right sides of the work vehicle 10. In addition, the travel device 13 is not limited to a wheel type including the front wheels 132 and the rear wheels 133, and may also be a crawler type including crawlers provided on the left and right sides of the work vehicle 10.

[0044] The engine 131 is a driving source such as a diesel engine or a gasoline engine that is driven by fuel supplied from a fuel tank not shown. The travel device 13 may also be equipped with an electric motor as a driving source on the basis of the engine 131 or instead of the engine 131. In addition, the engine 131 is connected to a generator not shown, and power is supplied from the generator to electrical components such as the vehicle control device 11 and the positioning unit 16 provided in the work vehicle 10, and batteries, etc. In addition, the above-mentioned battery is charged by the power supplied from the above-mentioned generator. Moreover, the electrical components such as the vehicle control device 11 and the positioning unit 16 provided in the work vehicle 10 can also be driven by the power supplied from the above-mentioned battery after the engine 131 stops.

[0045] The driving force of the engine 131 is transmitted to the front wheel 132 via the transmission 134 and the front axle 135, and is transmitted to the rear wheel 133 via the transmission 134 and the rear axle 136. In addition, the driving force of the engine 131 is also transmitted to the work machine 14 via the PTO shaft (not shown). When the work vehicle 10 is automatically driven, the travel device 13 performs a driving action according to the command of the vehicle control device 11. In addition, the travel device 13 causes the work vehicle 10 to decelerate and stop according to the command of the vehicle control device 11.

[0046] The work machine 14 is, for example, a tiller, a mower, a plow, a fertilizer spreader, a sprayer (agent spreader), a harrow, or a seed drill, and can be loaded and unloaded on the work vehicle 10. Thus, the work vehicle 10 can use each work machine 14 to perform various operations. Figure 2 2 shows a case where the working machine 14 is a tiller. For example, the working machine 14 is mounted on the rear of the working vehicle 10. The working vehicle 10 performs tillage work by mounting the working machine 14 on the rear and traveling in the field F.

[0047] The working machine 14 may also be supported by a lifting mechanism (not shown) in the working vehicle 10 so as to be able to be raised and lowered. The vehicle control device 11 can control the lifting mechanism to raise and lower the working machine 14. For example, when the working vehicle 10 is traveling straight in the forward direction in the inner area Fa and the headland area Fb of the field F, the vehicle control device 11 lowers the working machine 14, and when the working vehicle 10 is traveling straight in the backward direction in the inner area Fa and the headland area Fb of the field F or when turning, the vehicle control device 11 raises the working machine 14. In addition, when the vehicle control device 11 obtains an instruction to stop the operation, it outputs a stop command to the working machine 14. For example, when the operator performs a stop instruction operation at the operation terminal 20, the vehicle control device 11 obtains the above stop instruction from the operation terminal 20. If the vehicle control device 11 obtains an instruction to stop the operation, it stops the drive of the PTO shaft and stops the operation of the working machine 14.

[0048] The steering wheel 137 is an operation unit operated by the operator or the vehicle control device 11. For example, in the travel device 13, according to the operation of the steering wheel 137 by the vehicle control device 11, the angle of the front wheel 132 is changed by a hydraulic power steering mechanism (not shown) and the traveling direction of the work vehicle 10 is changed.

[0049] In addition to the steering wheel 137, the travel device 13 is also provided with a shift lever, an accelerator, a brake, etc. (not shown) which are operated by the vehicle control device 11. In the travel device 13, according to the operation of the shift lever by the vehicle control device 11, the gear position of the transmission device 134 is switched to a forward gear or a reverse gear, etc., and the travel mode of the work vehicle 10 is switched to forward or reverse, etc. In addition, the vehicle control device 11 operates the accelerator to control the rotation speed of the engine 131. In addition, the vehicle control device 11 operates the brake to brake the rotation of the front wheel 132 and the rear wheel 133 using an electromagnetic brake.

[0050] The positioning unit 16 includes a positioning control unit 161, a storage unit 162, a communication unit 163, and a positioning antenna 164 (see Figure 1 ) and other communication equipment. For example, Figure 2 As shown, the positioning unit 16 is arranged on the upper part of the cab 138 for the operator to ride. In addition, the installation place of the positioning unit 16 is not limited to the cab 138. In addition, the positioning control unit 161, the storage unit 162, the communication unit 163 and the positioning antenna 164 of the positioning unit 16 can also be dispersed and arranged at different positions in the work vehicle 10. In addition, as described above, the positioning unit 16 is connected to the above-mentioned battery, and the positioning unit 16 can also operate during the stop of the engine 131. In addition, for example, a mobile phone terminal, a smart phone, or a tablet terminal, a quantum compass, etc. can also be used instead of the positioning unit 16.

[0051] The positioning control unit 161 is a computer system having one or more processors, and non-volatile memory and storage memory such as RAM. The storage unit 162 is a non-volatile memory that stores a program for causing the positioning control unit 161 to perform positioning processing, and data such as positioning information and movement information. For example, the above program is non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, read by a predetermined reading device (not shown) and stored in the storage unit 162. In addition, the above program can also be downloaded from a server (not shown) to the positioning unit 16 via the communication network N1 and stored in the storage unit 162.

[0052] The communication unit 163 is a communication interface for connecting the positioning unit 16 to the communication network N1 by wire or wirelessly, and performing data communication with external devices such as a base station server via the communication network N1 in accordance with a prescribed communication protocol.

[0053] The positioning antenna 164 is an antenna that receives radio waves (GNSS signals) transmitted from satellites.

[0054] The positioning control unit 161 calculates the current position of the work vehicle 10 based on the GNSS signal received from the satellite by the positioning antenna 164. For example, when the work vehicle 10 is automatically traveling in the field F, if the positioning antenna 164 receives radio waves (transmission time, orbit information, etc.) transmitted from multiple satellites, the positioning control unit 161 calculates the distance between the positioning antenna 164 and each satellite, and calculates the current position (latitude and longitude) of the work vehicle 10 based on the calculated distance. In addition, the positioning control unit 161 may also perform positioning based on a real-time dynamic method (RTK-GNSS positioning method (RTK method)), which calculates the current position of the work vehicle 10 using correction information corresponding to a base station (reference station) closer to the work vehicle 10. In this way, the work vehicle 10 automatically travels using the positioning information of the RTK method. In addition, the current position of the work vehicle 10 may be the same position as the positioning position (e.g., the position of the positioning antenna 164), or may be a position offset from the positioning position. Furthermore, the positioning control unit 161 may calculate (position) the current position of the work vehicle 10 using a quantum compass.

[0055] The vehicle control device 11 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that performs various calculations. The ROM is a non-volatile storage unit that pre-stores control programs such as BIOS and OS for the CPU to perform various calculations. The RAM is a volatile or non-volatile storage unit that stores various information and is used as a temporary storage memory for various processes performed by the CPU. In addition, the vehicle control device 11 controls the work vehicle 10 by executing various control programs pre-stored in the ROM or storage unit 12 using the CPU.

[0056] Specifically, if Figure 1 As shown, the vehicle control device 11 includes various processing units such as a driving processing unit 111 and a correction processing unit 112. In addition, the vehicle control device 11 functions as the various processing units by executing various processing in accordance with the automatic driving program using the CPU. In addition, a part or all of the processing units may be composed of electronic circuits. In addition, the automatic driving program may be a program for causing a plurality of processors to function as the processing units.

[0057] The driving processing unit 111 controls the driving of the work vehicle 10. For example, when the driving mode of the work vehicle 10 is automatic driving (automatic driving mode), the driving processing unit 111 causes the work vehicle 10 to drive automatically based on the position information (positioning information) indicating the current position of the work vehicle 10 measured by the positioning unit 16. For example, if the work vehicle 10 meets the start conditions for automatic driving and obtains an operation start instruction from the operator, the driving processing unit 111 starts the automatic driving of the work vehicle 10 based on the above positioning information. In addition, the driving processing unit 111 causes the work vehicle 10 to drive according to the target path R (refer to Figure 3 ) automatically travels from the travel start position S to the travel end position G. For example, the travel processing unit 111 causes the work vehicle 10 to travel according to a plurality of work paths included in the target path R for the work vehicle 10 to perform a predetermined work and a plurality of turning paths connecting the work paths.

[0058] In addition, when the driving mode of the work vehicle 10 is manual driving (manual driving mode), the work vehicle 10 can be driven manually based on the operator's operation (manual steering operation). For example, the driving processing unit 111 obtains operation information corresponding to driving operations such as steering wheel operation, gear shift operation, driving direction switching operation, brake operation, etc. performed by the operator, and causes the driving device 13 to perform a driving action based on the operation information.

[0059] When the position of the work vehicle 10 is offset from the target position by more than a predetermined range (permissible range), or the orientation (vehicle orientation) of the work vehicle 10 is offset from the target orientation by more than a predetermined range (permissible range), the correction processing unit 112 causes the work vehicle 10 to perform correction travel such as correcting the position offset and the orientation offset. Specifically, when the work vehicle 10 is traveling on a curved path, if it is determined that at least one of a predetermined position offset and an orientation offset occurs with respect to the target start position of the work path continuous with the curved path, the correction processing unit 112 causes the work vehicle 10 to perform correction travel including reverse travel. The correction processing unit 112 has a function of performing a determination process for determining the position offset and the orientation offset.

[0060] For example, Figure 5 In the example shown, when the work vehicle 10 travels on the curve path r5 and the straight path r6, the correction processing unit 112 determines whether the distance between the current position P0 and the target start position p7 of the work path R2 exceeds a predetermined distance. In addition, when the work vehicle 10 travels on the curve path r5 and the straight path r6, the correction processing unit 112 determines whether the direction difference between the vehicle direction at the current position P0 and the extension direction of the work path R2 exceeds a predetermined direction.

[0061] In addition, here, the correction processing unit 112 performs the above-mentioned determination processing at the time when the work vehicle 10 travels on the turning path r5 and the straight path r6, but as another embodiment, the correction processing unit 112 may also perform the above-mentioned determination processing before the work vehicle 10 travels on the turning path r5 and the straight path r6. For example, when the work vehicle 10 reaches the starting point p5 of the turning path r5, the correction processing unit 112 determines whether the distance between the expected arrival position P0 and the target starting position p7 exceeds a predetermined distance when the work vehicle 10 travels on the turning path r5 and the straight path r6, and determines whether the azimuth difference at the expected arrival position P0 relative to the extension direction of the work path R2 exceeds a predetermined azimuth when the work vehicle 10 travels on the turning path r5 and the straight path r6.

[0062] In addition, as another embodiment, the correction processing unit 112 may also perform the above-mentioned determination processing at the moment when the work vehicle 10 starts to travel automatically. In addition, as another embodiment, the correction processing unit 112 may also perform the above-mentioned determination processing while the work vehicle 10 is traveling on the turning path r5 or the straight path r6. In addition, the correction processing unit 112 may also perform the above-mentioned determination processing before the work vehicle 10 travels on the turning path r5 and the straight path r6, and at the moment when the work vehicle 10 travels on the turning path r5 and the straight path r6. In this case, the correction processing unit 112 may also set the determination threshold (the above-mentioned prescribed distance, the above-mentioned prescribed direction) to different values ​​at each determination timing.

[0063] In this way, the correction processing unit 112 determines whether or not at least one of a predetermined position shift and an orientation shift occurs when the work vehicle 10 travels on a curve route.

[0064] When it is determined in the above determination process that at least one of the predetermined positional offset and azimuth offset occurs, the correction processing unit 112 generates a path for correcting the driving (corrected path Rt). The corrected path Rt includes at least a reverse path for reverse driving. Fig. 6A As shown in FIG. 1 , the correction processing unit 112 generates a correction path Rt including a backward path (turning path r11) from the current position P0 (position p10) to the position p11 on the extension line of the work path R2, and a straight path r12 from the position p11 to the starting point p6 of the straight path r6. The correction processing unit 112 causes the work vehicle 10 to automatically travel along the correction path Rt (correction travel). Specifically, the correction processing unit 112 causes the work vehicle 10 to turn along the turning path r11 from the current position P0 in the backward direction (refer to FIG. 1 ). Fig. 6A ), if it reaches position p11 (refer to Figure 6B), the work vehicle 10 will travel straight along the straight path r12 in the forward direction. In addition, the correction processing unit 112 may switch to straight travel when the work vehicle 10 reaches within a predetermined range from the position p11.

[0065] Thus, when the correction processing unit 112 determines that the above-mentioned positional deviation has occurred, the work vehicle 10 is caused to perform correction travel so that the distance (positional deviation) from the target starting position p7 of the work path R2 to the position of the work vehicle 10 becomes less than a predetermined distance. In addition, when the correction processing unit 112 determines that the above-mentioned azimuth deviation has occurred, the work vehicle 10 is caused to perform correction travel so that the azimuth deviation of the work vehicle 10 with respect to the extension direction of the work path R2 becomes less than a predetermined azimuth.

[0066] Furthermore, the correction processing unit 112 causes the work vehicle 10 to travel forward in the straight-moving direction toward the target start position p7 after the correction travel. As a result, the work vehicle 10 can enter the work path R2 in a straight state.

[0067] In this way, when the correction processing unit 112 determines that at least one of the specified position offset and azimuth offset has occurred, it generates a correction path Rt different from the pre-set target path R, and causes the work vehicle 10 to automatically drive (correction driving) according to the correction path Rt to suppress the position offset and azimuth offset.

[0068] Here, the correction processing unit 112 preferably causes the work vehicle 10 to travel in reverse during the correction travel so that the position deviation and the azimuth deviation are controlled within a predetermined range. Figure 6B In the embodiment, it is preferred that when the work vehicle 10 reaches the position p11, the work vehicle 10 is located on the extension line of the work path R2, and the vehicle orientation is consistent with the extension direction of the work path R2. Figure 7 As shown, the correction processing unit 112 may set the terminal end (position p11) of the reverse travel path (curve path r11) near the end of the field F. Figure 7 The distance L1 shown is the minimum distance that takes into account a safety margin for preventing the work vehicle 10 from protruding out of the field. According to the above structure, the distance of the reverse travel (turning path r11) can be ensured to be long, so it is easy to correct the position deviation and the azimuth deviation by the reverse travel, so the position deviation and the azimuth deviation can be reliably controlled within a specified range at the position p11.

[0069] In addition, as another embodiment, the correction processing unit 112 may terminate the reverse travel and switch to forward travel (straight travel) when the position offset and the azimuth offset become within a predetermined range at a position closer to the front than the set position p11 during the reverse travel. In addition, as another embodiment, the correction processing unit 112 may correct the position offset and the azimuth offset during the reverse travel, and also correct the position offset and the azimuth offset during the forward travel after the reverse travel.

[0070] In addition, as another embodiment, for example, when the headland area Fb is narrow, the correction processing unit 112 may repeatedly perform the correction driving multiple times. Figure 8 As shown, when the work vehicle 10 performs reverse travel on the turning path r11 from the position p10 and performs forward travel on the straight path r12 at the position p11, but at least one of the position offset and the azimuth offset at the position p12 still exceeds the prescribed range, the correction processing unit 112 performs the correction travel again. Specifically, the correction processing unit 112 causes the work vehicle 10 to perform reverse travel on the turning path r13 from the position p12, switches to forward travel at the position p13, and performs forward travel on the straight path r14. The correction processing unit 112 repeatedly performs the above correction travel until the position offset and the azimuth offset after the correction travel are controlled within the prescribed range relative to the target start position p7.

[0071] In addition, as another embodiment, the vehicle control device 11 may also accept an operation from the operator to select whether to allow a part of the vehicle body to protrude outward from the boundary line or the end (outer shape) of the field F in which the safety margin is considered when the work vehicle 10 is traveling backward during the above-mentioned correction travel. For example, the operator may perform the above-mentioned selection operation when generating the target path R, or may perform the above-mentioned selection operation during the automatic driving of the work vehicle 10. In addition, even if the operator sets the above-mentioned protrusion to be permitted, the wheels of the work vehicle 10 are preferably not protruded out of the field F (for example, not driving on the ridge). In addition, if the operator sets the above-mentioned protrusion to be permitted, the vehicle control device 11 may also perform driving control in a manner that ignores the above-mentioned boundary line or the end of the field F. Alternatively, the operation control unit 21 may automatically expand the safety margin to the outside of the field F when generating the target path R, or may remind the operator to expand the safety margin. For example, the operator may also input the distance from the ridge to the boundary line (the width of the safety margin) in the setting screen.

[0072] In addition, it is also possible to select whether to allow protrusion for each side of the outer shape of the field F, and it is also possible to set it so that when the outer side of the field F is a side corresponding to a dangerous position such as a lane, protrusion is only forcibly prohibited for that side (for example, a path is generated in which a part of the body of the work vehicle 10 does not protrude). In addition, in the case of generating a path in which a part of the body of the work vehicle 10 protrudes, when the work vehicle 10 travels at a position corresponding to the protruding path, the operator can manually drive. In addition, even if the protrusion of the work vehicle 10 is forcibly prohibited, in the case of a manned automatic driving mode with an operator riding on the work vehicle 10, the work vehicle 10 can be automatically driven based on the above-mentioned protruding path.

[0073] In addition, regarding normal edge-turn driving (U-turn, fishtail turn, etc.), similarly to the above, it is also possible to perform prominent selection and setting and generate a path for edge-turn driving.

[0074] In the above-mentioned example, the correction running in the inner area Fa is described, but the same is true for the edge area Fb. Fig. 9 , the working paths R21, R22 and the turning path Rs2 set in the headland area Fb are shown. The working path R22 is a working path for working after the working path R21. The working path R21 and the working path R22 are connected by the turning path Rs2. When the working vehicle 10 finishes working on the working path R21, it travels on the turning path Rs2 and enters the working path R22 to work on the working path R22.

[0075] Specifically, the curve path Rs2 includes: a straight path r21 connected to the working path R21; a curve path r22 connected to the straight path r21; and a straight path r23 connected to the curve path r22.

[0076] If the work vehicle 10 reaches the terminal p21 of the work path R21, the work machine 14 is raised and the work is temporarily stopped, and the work is carried out in a straight-ahead direction on the straight-ahead path r21. Next, if the work vehicle 10 reaches the terminal p22 of the straight-ahead path r21 (the beginning of the turning path r22), the work vehicle 10 turns and travels in a backward direction on the turning path r22. Next, if the work vehicle 10 reaches the terminal p23 of the turning path r22 (the beginning of the straight-ahead path r23), the work vehicle 14 is carried out in a straight-ahead direction on the straight-ahead path r23. Moreover, if the work vehicle 10 reaches the terminal p23 of the straight-ahead path r23 (the beginning of the work path R22), the work machine 14 is lowered, enters the work path R22, and the work is started again. In addition, the position p21 is the beginning of the work path R22, which is equivalent to the target starting position of the work path R22.

[0077] Here, in order for the work vehicle 10 to properly enter the work path R22, it is preferred that the work vehicle 10 is located within a predetermined distance from the start end (target start position p21) of the work path R22 when the work vehicle 10 completes the travel of the turning path r22 and the straight path r23, and the vehicle orientation is within a predetermined orientation relative to the extension direction of the work path R22. However, due to the influence of the state of the field F (soil), the position accuracy of the positioning unit 16, etc., for example, Fig.10 As shown, at the moment when the work vehicle 10 completes the travel of the turning path r22 and the straight path r23, there is a situation where the current position P0 of the work vehicle 10 is laterally offset relative to the target starting position p21, and the vehicle orientation is offset relative to the extension direction of the work path R22. Similar to the inner area Fa, an unoperated area is generated because the work vehicle 10 starts working from a position offset relative to the work path R2.

[0078] Therefore, in the headland area Fb, when the work vehicle 10 is traveling on a curved path, it is determined whether at least one of the predetermined position offset and azimuth offset occurs. If it is determined that at least one of the predetermined position offset and azimuth offset occurs, the correction processing unit 112 generates a correction path for correcting the position offset and azimuth offset, and causes the work vehicle 10 to perform correction driving. For example, Fig.11 As shown, the correction processing unit 112 generates a correction path Rt including a turning path r31 from the current position P0 (position p30) to the position p31 on the extension line of the work path R22, and a straight path r32 from the position p31 to the starting point p23 of the straight path r23. The correction processing unit 112 causes the work vehicle 10 to automatically drive (correction driving) on ​​the correction path Rt. Specifically, the correction processing unit 112 causes the work vehicle 10 to turn and drive on the turning path r31 in the backward direction from the current position P0, and when the work vehicle 10 reaches the position p31, it drives straight in the forward direction on the straight path r32. In addition, the correction processing unit 112 can also switch to straight driving when the work vehicle 10 reaches a position within a specified range (specified accuracy) from the position p31. In this way, the correction processing unit 112 corrects the travel of the work vehicle 10 so that the distance from the target starting position p21 of the work path R22 to the position of the work vehicle 10 becomes less than a specified distance and the orientation of the work vehicle 10 relative to the extension direction of the work path R22 becomes less than a specified orientation.

[0079] Furthermore, the correction processing unit 112 causes the work vehicle 10 to travel forward in the straight direction toward the target start position p21 after the correction travel. As a result, the work vehicle 10 can enter the work path R22 in a straight state.

[0080] Furthermore, in the field head area Fb, the correction processing unit 112 may set the end point (position p31) of the path (turning path r31) of the reverse travel near the end of the field F. Furthermore, the correction processing unit 112 may terminate the reverse travel and switch to forward travel (straight travel) when the position offset and the azimuth offset of the position closer to the set position p31 are within a predetermined range. Furthermore, the correction processing unit 112 may repeatedly perform the above correction travel a plurality of times.

[0081] [Operation terminal 20]

[0082] like Figure 1 As shown, the operation terminal 20 is an information processing device including an operation control unit 21, a storage unit 22, an operation display unit 23, a communication unit 24, etc. The operation terminal 20 may be constituted by a mobile terminal such as a tablet terminal or a smartphone.

[0083] The communication unit 24 is a communication interface for connecting the operation terminal 20 to the communication network N1 by wire or wirelessly, and performing data communication with external devices such as one or more work vehicles 10 via the communication network N1 in accordance with a prescribed communication protocol.

[0084] The operation display unit 23 is a user interface having a display unit such as a liquid crystal display or an organic EL display that displays various information, and an operation unit such as a touch panel, a mouse, or a keyboard that receives operations. The operator can operate the operation unit in the operation screen displayed on the display unit to register various information (the work vehicle information, field information, work information, etc. described later). In addition, the operator can operate the operation unit to instruct the work vehicle 10 to start work, stop driving, etc. In addition, the operator can grasp the driving state of the work vehicle 10 that is automatically driving according to the target path R in the field F through the driving track displayed by the operation terminal 20 and the image captured by the camera at a place separated from the work vehicle 10.

[0085] The storage unit 22 is a non-volatile storage unit such as a HDD or SSD that stores various information. The storage unit 22 stores a control program for causing the operation control unit 21 to execute various control processes. For example, the control program is non-temporarily recorded on a computer-readable recording medium such as a CD or a DVD, read by a predetermined reading device (not shown), and stored in the storage unit 22. In addition, the control program can also be downloaded from a server (not shown) to the operation terminal 20 via the communication network N1 and stored in the storage unit 22.

[0086] The operation control unit 21 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that performs various calculations. The ROM is a non-volatile storage unit that pre-stores control programs such as BIOS and OS for the CPU to perform various calculations. The RAM is a volatile or non-volatile storage unit that stores various information and is used as a temporary storage memory (operating area) for various processes performed by the CPU. In addition, the operation control unit 21 controls the operation terminal 20 by executing various control programs pre-stored in the ROM or storage unit 22 using the CPU.

[0087] like Figure 1 As shown, the operation control unit 21 includes various processing units such as a setting processing unit 211 and an output processing unit 212. In addition, the operation control unit 21 functions as the various processing units by executing various processes in accordance with the control program using the CPU. In addition, a part or all of the processing units may be composed of electronic circuits. In addition, the control program may also be a program for causing a plurality of processors to function as the processing units.

[0088] The setting processing unit 211 sets various setting information for making the work vehicle 10 perform automatic driving. Specifically, the setting processing unit 211 sets information related to the work vehicle 10 (hereinafter referred to as work vehicle information). The setting processing unit 211 sets information such as the type (model) of the work vehicle 10, the position of the work vehicle 10 where the positioning antenna 164 is installed, the type of the work machine 14, the size and shape of the work machine 14, the position of the work machine 14 relative to the work vehicle 10, the vehicle speed and engine speed of the work vehicle 10 during operation, and the vehicle speed and engine speed of the work vehicle 10 during turning, through the operation registered by the operator at the operation terminal 20.

[0089] For example, the processing unit 211 is set to Fig.12 The menu screen D1 shown is displayed on the operation display unit 23. The operator selects "work machine registration" on the menu screen D1, for example, and registers the work machine information related to the work machine 14.

[0090] The setting processing unit 211 also sets information related to the field F (hereinafter referred to as field information). The setting processing unit 211 sets information related to the field F (hereinafter referred to as field information). Figure 3 ), working direction, etc., and the setting processing unit 211 sets the information by performing a registration operation on the operation terminal 20. The working direction refers to the direction in which the working vehicle 10 is driven while working with the working machine 14 in the working area after the non-working area is removed from the field F. For example, the operator selects "field registration" on the menu screen D1 and registers the field information.

[0091] The information on the position and shape of the field F can be automatically acquired, for example, by an operator riding on the work vehicle 10 and driving around the periphery of the field F and recording the change of the position information of the positioning antenna 164 at that time. In addition, the position and shape of the field F can also be acquired based on a polygon obtained by the operator operating the operation terminal 20 to specify a plurality of points on the map while the operation terminal 20 is displaying the map. The area specified by the acquired position and shape of the field F is an area (travel area) in which the work vehicle 10 can travel.

[0092] In addition, the setting processing unit 211 sets information related to how to perform the operation (hereinafter referred to as operation information). The setting processing unit 211 is configured to set the existence of the coordinated operation of the unmanned operation vehicle 10 and the manned operation vehicle 10, the number of operation paths skipped when the operation vehicle 10 turns at the edge of the field, that is, the number of skips, the width of the edge of the field, and the width of the non-cultivated land as the operation information. For example, the operator selects "operation registration" on the menu screen D1 and registers the operation information.

[0093] In addition, the setting processing unit 211 generates a target path R, which is a path for the work vehicle 10 to automatically travel, based on the above-mentioned setting information. The target path R is, for example, a work path from the travel start position S to the travel end position G (see Figure 3 ). Figure 3 The target path R shown includes a straight path for the work vehicle 10 to travel back and forth in parallel and a turning path connecting the work paths in the inner area Fa of the field F, and includes a straight path for the work vehicle 10 to travel in a circle and a turning path connecting the work paths in the field head area Fb. The setting processing unit 211 generates and stores the target path R of the work vehicle 10 based on the above-mentioned setting information. For example, the operator selects "path creation" on the menu screen D1 to instruct the generation of the target path R. In addition, the setting processing unit 211 can generate and store a plurality of target paths R corresponding to the work content for one field F.

[0094] The output processing unit 212 outputs the route data of the target route R to the work vehicle 10 . For example, when the operator selects a desired target route R on the operation screen and issues a work start instruction, the output processing unit 212 outputs the route data of the selected target route R to the work vehicle 10 .

[0095] The work vehicle 10 is configured such that the path data of the target path R generated at the operation terminal 20 is transmitted to the work vehicle 10 and stored in the storage unit 12 , and the work vehicle 10 can autonomously travel along the target path R while detecting the current position of the work vehicle 10 by the positioning antenna 164 . The current position of the work vehicle 10 usually coincides with the position of the positioning antenna 164 .

[0096] When the work vehicle 10 satisfies the predetermined start conditions, if the operator presses the work start button on the operation screen to give a work start instruction, the travel processing unit 111 starts automatic travel, and the work machine 14 (see Figure 2 ) is performed. For example, the operation control unit 21 permits the automatic driving of the work vehicle 10 on the condition that the current position of the work vehicle 10 is within a specified distance from the driving start position S and the vehicle orientation is within a specified orientation. In addition, the start conditions for permitting the automatic driving of the work vehicle 10 are not limited to the above conditions.

[0097] The travel processing unit 111 of the work vehicle 10 causes the work vehicle 10 to automatically travel from the travel start position S to the travel end position G according to the target route R acquired from the operation terminal 20 .

[0098] Furthermore, when the operation control unit 21 acquires a detection result indicating that an obstacle has been detected from the work vehicle 10 , the operation control unit 21 may display the detected position of the obstacle in the captured image captured by the camera at the operation terminal 20 .

[0099] In addition, the operation terminal 20 can also access a website (agricultural support website) of agricultural support services provided by a server (not shown) via the communication network N1. In this case, the operation terminal 20 can function as an operation terminal of the above-mentioned server by executing a browser program through the operation control unit 21. In addition, the above-mentioned server has the above-mentioned processing units and executes each process.

[0100] [Automatic driving processing]

[0101] Below, refer to Fig.13 An example of the above-mentioned automatic driving process executed by the automatic driving system 1 will be described.

[0102] In addition, the present invention can be understood as the invention of an automatic driving method that executes one or more steps included in the above-mentioned automatic driving process. In addition, one or more steps included in the above-mentioned automatic driving process described here can also be appropriately omitted. In addition, the execution order of each step in the above-mentioned automatic driving process can also be changed within the range of producing the same effect. Moreover, the case where the vehicle control device 11 executes each step in the above-mentioned automatic driving process is cited here as an example for explanation, and other embodiments may also be an automatic driving method in which one or more processors execute each step in the automatic driving process in a distributed manner.

[0103] In step S1, the vehicle control device 11 determines whether the work vehicle 10 is in a state where it can travel automatically. If the work vehicle 10 satisfies the start conditions for automatic travel (S1: Yes), the vehicle control device 11 moves the process to step S2. The vehicle control device 11 waits until the work vehicle 10 satisfies the start conditions for automatic travel (S1: No).

[0104] In step S2, the vehicle control device 11 starts the automatic driving of the work vehicle 10. For example, if the operator issues a work start instruction in the operation screen of the operation terminal 20, the operation control unit 21 outputs the work start instruction to the work vehicle 10. If the work start instruction is obtained from the operation terminal 20, the vehicle control device 11 starts the automatic driving of the work vehicle 10. As a result, the work vehicle 10 moves along the target path R (see FIG. 1 ) in the field F. Figure 3 ) starts automatic driving and starts the work performed by the work machine 14.

[0105] In step S3, the vehicle control device 11 determines whether the work vehicle 10 has at least one of a predetermined position offset and an orientation offset relative to the target start position. For example, the vehicle control device 11 determines whether the offset (position offset) of the work vehicle 10 relative to the start of the work path, i.e., the target start position, exceeds a predetermined range, and determines whether the offset (orientation offset) of the vehicle orientation of the work vehicle 10 at the target start position relative to the extension direction of the work path exceeds a predetermined range. The vehicle control device 11 performs the above determination process on the start (target start position) of each work path in the inner area Fa and the headland area Fb.

[0106] In addition, the vehicle control device 11 can also perform the above-mentioned judgment processing based on the positional relationship between the current position and the target starting position when the work vehicle 10 actually travels toward the work path, or it can perform the above-mentioned judgment processing based on the positional relationship between the expected arrival position and the target starting position before the work vehicle 10 travels toward the work path.

[0107] If the vehicle control device 11 determines that the work vehicle 10 has at least one of a predetermined position offset and an orientation offset relative to the target starting position, that is, if it determines that at least one of the position offset and the orientation offset exceeds the predetermined range (S3: Yes), the process moves to step S4. On the other hand, if the vehicle control device 11 determines that the work vehicle 10 has not had a predetermined position offset and an orientation offset relative to the target starting position, that is, if it determines that both the position offset and the orientation offset are within the predetermined range (S3: No), the process moves to step S7.

[0108] In step S4, the vehicle control device 11 generates a correction path Rt for correcting the position offset and the azimuth offset. The vehicle control device 11 generates a correction path Rt for correcting the position offset when only the position offset is detected, generates a correction path Rt for correcting the azimuth offset when only the azimuth offset is detected, and generates a correction path Rt for correcting both the position offset and the azimuth offset when both the position offset and the azimuth offset are detected.

[0109] For example, in the inner area Fa (refer to Figure 5 ), when the position deviation of the current position P0 relative to the target starting position p7 of the work path R2 exceeds the prescribed range, and the azimuth deviation relative to the extending direction of the work path R2 exceeds the prescribed range, the vehicle control device 11 generates a correction path Rt including a retreat path (refer to Fig. 6A , Figure 7 , Figure 8 ). In addition, for example, the vehicle control device 11 sets the position (p11, etc.) for switching between reverse travel and forward travel so that the position deviation and the azimuth deviation are controlled within a predetermined range during straight travel toward the work path R2.

[0110] In addition, for example, in the headland area Fb (refer to Fig.10 ), when the position deviation of the current position P0 relative to the target starting position p21 of the work path R22 exceeds a prescribed range, and the azimuth deviation relative to the extension direction of the work path R2 exceeds a prescribed range, the vehicle control device 11 generates a correction path Rt including a retreat path (refer to Fig.11 ).

[0111] Next, in step S5 , the vehicle control device 11 causes the work vehicle 10 to automatically travel according to the correction route Rt (correction travel).

[0112] For example, Fig. 6A and Figure 6BIn the example shown, the vehicle control device 11 causes the work vehicle 10 to turn from the current position P0 (position p10) in the backward direction on the turning path r11, and when it reaches the position p11 or a position within a specified range (specified accuracy) from the position p11, it drives straight in the forward direction on the straight path r12.

[0113] In addition, for example, Fig.11 In the example shown, the vehicle control device 11 causes the work vehicle 10 to turn along a turning path r31 in the backward direction from the current position P0 (position p30 ), and to drive straight along a straight path r32 in the forward direction when reaching the position p31 .

[0114] Next, in step S6, the vehicle control device 11 determines whether the position offset and the azimuth offset of the work vehicle 10 relative to the target start position are both within a prescribed range. If the vehicle control device 11 determines that the offset (position offset) of the work vehicle 10 relative to the target start position, which is the beginning of the work path, is less than a prescribed distance, and the offset (azimuth offset) of the vehicle azimuth of the work vehicle 10 at the target start position relative to the extension direction of the work path is less than a prescribed azimuth (S6: Yes), the process moves to step S7.

[0115] On the other hand, if the vehicle control device 11 determines that the deviation (position deviation) of the work vehicle 10 relative to the start end of the work path, i.e., the target start position, exceeds a prescribed distance, or the deviation (orientation deviation) of the vehicle orientation of the work vehicle 10 at the target start position relative to the extension direction of the work path exceeds a prescribed orientation (S6: No), the processing moves to step S4. If the processing moves to step S4, the vehicle control device 11 performs the above-mentioned correction driving again. For example, the vehicle control device 11 generates the correction path Rt again, and causes the work vehicle 10 to perform the correction driving (refer to Figure 8 The vehicle control device 11 repeatedly performs the correction travel until both the position deviation and the azimuth deviation are controlled within a predetermined range (S6: No).

[0116] If both the position offset and the azimuth offset are within the prescribed range, the vehicle control device 11 determines in step S7 whether the work vehicle 10 has completed the work. For example, the vehicle control device 11 determines whether the work vehicle 10 has completed the work when the work vehicle 10 reaches the travel end position G (refer to Figure 3 ), it is determined that the work vehicle 10 has completed the work (S7: Yes), and the above-mentioned automatic driving process is terminated. The vehicle control device 11 repeatedly executes the above-mentioned process until the work vehicle 10 reaches the driving end position G (S7: No). As described above, the vehicle control device 11 executes the above-mentioned automatic driving process.

[0117] In addition, the vehicle control device 11 may generate the correction path Rt in advance, and may generate the correction path Rt that does not include a path that retreats from the position offset and the position offset. Figure 5 and Fig. 6A In the example shown, before the work vehicle 10 turns on the turning path r5, it is difficult to determine the position p10 of the positional deviation in advance. Therefore, when the vehicle control device 11 generates the correction path Rt in advance, it sets the position p11 at which the work vehicle 10 switches from the reverse driving to the straight driving, and generates a path connecting the position p11 and the target start position p7 as the correction path Rt. In addition, the vehicle control device 11 determines whether to travel on the correction path Rt based on the position of the work vehicle 10 at the time of turning on the turning path r5. In this way, the correction path Rt does not need to include a path that goes backward from the position of the positional deviation and the position of the orientation deviation.

[0118] As described above, the automatic driving system 1 according to the present embodiment is a system that causes the work vehicle 10 to automatically drive according to a preset target path R. In addition, the automatic driving system 1 causes the work vehicle 10 to drive according to a plurality of work paths included in the target path R for causing the work vehicle 10 to perform a predetermined work, and a plurality of turning paths connecting the work paths. In addition, when the work vehicle 10 is traveling on the turning path, if it is determined that at least one of a predetermined positional offset and an azimuth offset occurs relative to the target start position of the work path continuous with the turning path, the automatic driving system 1 causes the work vehicle 10 to perform a correction drive including a reverse drive.

[0119] For example, when the automatic driving system 1 determines that the above-mentioned position deviation has occurred, the work vehicle 10 is caused to perform correction driving in such a manner that the distance of the above-mentioned position deviation relative to the above-mentioned target starting position becomes less than a specified distance. When it is determined that the above-mentioned azimuth deviation has occurred, the work vehicle 10 is caused to perform correction driving in such a manner that the above-mentioned azimuth deviation relative to the extension direction of the above-mentioned work path continuous with the above-mentioned turning path becomes less than a specified azimuth.

[0120] According to the above configuration, for example, when the work vehicle 10 moves from the work path R1 to the next work path R2, if it cannot properly reach the beginning (target starting position p7) of the work path R2 (see Figure 5 ) is switched from automatic driving corresponding to the target path R to corrective driving corresponding to the corrected path Rt, and the positional deviation and azimuth deviation are corrected by reverse driving (refer to Fig. 6A and Figure 6B). For example, by setting the reverse travel path longer and repeatedly moving forward and backward in the reverse travel path, the positional deviation and the azimuth deviation can be easily corrected. As a result, the work vehicle 10 can properly enter the next work path R2, so that the work vehicle 10 can perform appropriate work from the beginning of the work path R2. In this way, according to the above structure of the present invention, the work vehicle 10 can properly enter the work path that is continuous with the turning path.

[0121] [Other embodiments]

[0122] The present invention is not limited to the above-mentioned embodiment. Other embodiments of the present invention will be described below.

[0123] The vehicle control device 11 may also notify the operator of the situation when it is determined that the correction driving is required for each of the predetermined number of work paths. For example, when it is determined that the correction driving is performed on each of the work paths R1 and R2, and at least one of the predetermined positional deviation and azimuth deviation is also generated in the next work path R3, the vehicle control device 11 sends a message indicating that the correction driving is being frequently performed to the operation terminal 20. When the operator confirms the above message, he confirms the state of the field, the positioning state of the positioning unit 16 of the work vehicle 10, and the like.

[0124] In addition, as another embodiment of the present invention, the vehicle control device 11 may also adjust the driving speed during the above-mentioned correction driving. For example, when the vehicle control device 11 causes the work vehicle 10 to perform correction driving, the work vehicle 10 is caused to turn at a speed slower than the pre-set backward turning speed. The vehicle control device 11 may also set the speeds of both the turning driving and the forward driving included in the above-mentioned correction driving to a low speed, or may only set the turning driving to a low speed. In addition, the vehicle control device 11 may also set the vehicle speed during the correction driving according to the offset amount (distance difference) of the above-mentioned position offset and the offset amount (direction difference) of the above-mentioned azimuth offset. For example, the larger the above-mentioned offset amount, the slower the vehicle speed during the correction driving. By adjusting the vehicle speed during the correction driving, it is easy to correct the above-mentioned position offset and the above-mentioned azimuth offset.

[0125] In addition, as another embodiment of the present invention, the vehicle control device 11 may also adjust the turning radius during the above-mentioned correction driving. For example, when the vehicle control device 11 causes the work vehicle 10 to perform correction driving, the work vehicle 10 is caused to turn at a radius smaller than the turning radius set in advance. In addition, the vehicle control device 11 may also set the turning radius during the correction driving according to the offset amount (distance difference) of the above-mentioned position offset and the offset amount (azimuth difference) of the above-mentioned orientation offset. For example, the larger the above-mentioned offset amount, the smaller the turning radius during the correction driving. By adjusting the turning radius during the correction driving, it is easy to correct the above-mentioned position offset and the above-mentioned orientation offset, and the correction path can be shortened.

[0126] In the above-mentioned embodiment, for example, when the headland area Fb is narrow and the position deviation and the azimuth deviation are not controlled within the prescribed range by one correction travel, the correction processing unit 112 has a structure capable of repeatedly performing the above-mentioned correction travel multiple times (see Figure 8 However, if the state of the field F is poor and the position accuracy is low, the position deviation and the azimuth deviation may not be controlled within the specified range even if the above correction travel is performed multiple times. If the above correction travel is repeated multiple times unnecessarily, the field will be damaged and the work efficiency will be reduced.

[0127] Therefore, as another embodiment, the upper limit of the number of times of the correction driving may be set in advance. For example, the operator sets the upper limit of the number of times of the correction driving in the setting screen (not shown) of the operation terminal 20. If the upper limit is set, the vehicle control device 11 stops the correction driving when the number of times of the correction driving reaches the upper limit and notifies the operator. For example, Fig.14 As shown, when the number of times of the above-mentioned correction driving reaches the upper limit, the vehicle control device 11 stops the automatic driving and sends a message that the automatic driving has been stopped to the operation terminal 20 for display ("Since the number of positioning driving has reached the upper limit, the automatic driving has been stopped. Please confirm."). The operation control unit 21 of the operation terminal 20 displays the above message on the driving screen D2 that displays the driving status. If the operator confirms the above message, he goes to the place where the work vehicle 10 stops to confirm the state of the field and switches to manual driving. For example, the operator switches to manual driving to move the work vehicle 10 to the beginning of the next work path and restarts the automatic driving.

[0128] In addition, as another embodiment, the vehicle control device 11 may also perform specific processing different from the above-mentioned correction travel when the number of the above-mentioned correction travel reaches the above-mentioned upper limit number and when at least any one of the above-mentioned position offset and the above-mentioned azimuth offset occurs relative to the target starting position.

[0129] The above-mentioned specific processing is, for example, a processing of reducing (narrowing) the inner area Fa. For example, because the pre-set end of the road area Fb is narrow and the area for performing the above-mentioned correction travel cannot be fully ensured, and thus the number of the above-mentioned correction travel reaches the above-mentioned upper limit, the vehicle control device 11 executes the processing of narrowing the inner area Fa and expanding the end of the road area Fb. Thus, for example, in the case where the above-mentioned position offset and the above-mentioned azimuth offset occur, the work vehicle 10 can correct the above-mentioned position offset and the above-mentioned azimuth offset through a smaller number of correction travels. In addition, regarding the change (reduction) of the range of the inner area Fa, the vehicle control device 11 may also take the operator's permission as a condition. The vehicle control device 11 narrows the inner area Fa and performs the above-mentioned correction travel when the operator permits, and does not change the inner area Fa and stops the above-mentioned correction travel when the operator refuses.

[0130] Fig.15 An example of an automatic driving process having the function of executing the above-mentioned specific process is shown in FIG. Fig.15 In the steps S1 to S7, Fig.13 The steps S1 to S7 are the same as those of FIG. 1 , and steps S21 and S22 are added.

[0131] Specifically, if the vehicle control device 11 determines that the deviation (position deviation) of the work vehicle 10 relative to the target start position, which is the beginning of the work path, exceeds the prescribed range, or the deviation (orientation deviation) of the vehicle orientation of the work vehicle 10 at the target start position relative to the extension direction of the work path exceeds the prescribed range (S6: No), it determines in step S21 whether the number of correction runs has reached the upper limit. If the vehicle control device 11 determines that the number of correction runs has reached the upper limit (S21: Yes), the process moves to step S22. On the other hand, if the vehicle control device 11 determines that the number of correction runs has not reached the upper limit (S21: No), the process moves to step S4 and executes the correction run again. In the case where the position deviation and the orientation deviation are not controlled within the prescribed range (S6: No), the vehicle control device 11 repeatedly executes the correction run until the number of correction runs reaches the upper limit (S21: No).

[0132] In step S22, the vehicle control device 11 executes the above-mentioned specific processing. For example, the vehicle control device 11 executes the processing of narrowing the inner area Fa and expanding the headland area Fb. If the vehicle control device 11 executes the above-mentioned specific processing, the processing moves to step S7. When the vehicle control device 11 continues the operation after the above-mentioned specific processing (S7: No), the vehicle control device 11 executes the above-mentioned position offset and the above-mentioned direction offset determination processing (S3), correction processing (S4, S5), etc. in the narrowed inner area Fa.

[0133] According to the above configuration, by performing correction travel while dynamically changing the size of the work area, it is possible to perform automatic travel and work while correcting the positional deviation and the azimuth deviation.

[0134] Here, in the same field F, there is a case where the working vehicle 10 performs a plurality of different operations in sequence. For example, in the field F, there is a case where the working vehicle 10 performs a ridge-forming operation (second operation) after a tillage operation (first operation), and performs a sowing operation and a transplanting operation (second operation) after a ridge-forming operation (first operation). In this way, when the working vehicle 10 performs the first operation and the second operation in the field F, the vehicle control device 11 may also cause the working vehicle 10 to perform the second operation based on the information of the above-mentioned specific processing. For example, when the vehicle control device 11 narrows the inner area Fa in the first operation, in the second operation, the vehicle control device 11 performs automatic driving, operation, correction driving, etc. on the inner area Fa narrowed in the first operation.

[0135] In addition, as another embodiment, the vehicle control device 11 may also omit the above-mentioned second operation for an area located outside the operation area obtained after narrowing the operation area in the operation area of ​​the above-mentioned first operation. For example, when the operation vehicle 10 performs a sowing operation in an area obtained after the inner area Fa is narrowed after performing a ridge-forming operation, the vehicle control device 11 performs the sowing operation by ignoring the ridge-formed operation area in the area outside the narrowed inner area Fa. In this case, sowing and transplanting are not performed on the ridge portion located outside the inner area Fa. In addition, in the case where there is no effect even if the ridge located outside the inner area Fa is stepped on, the ridge located outside the inner area Fa may be stepped on in subsequent operations. In addition, it may also be possible to set sowing and transplanting to be performed on the ridge located outside the narrowed inner area Fa.

[0136] Furthermore, regarding the portion where the work position of the previous work (first work) and the scheduled work position of the next work (second work) do not overlap, the work vehicle 10 may perform work in the next work while ignoring the portion that does not overlap.

[0137] In addition, as another embodiment of the present invention, the information on the corrected driving may be registered in association with a location in the field. Fig. 6A and Figure 6B ) is registered in association with the headland area Fb (two opposing sides) of the field F, and the correction path Rt (reference Fig.11 ) is registered in association with the corners (four corners) of the field F. In this case, the vehicle control device 11 may cause the work vehicle 10 to perform correction travel based on information on the correction path Rt registered in advance.

[0138] In addition, in order for the work vehicle 10 to properly enter the work path, the above-mentioned position offset and the above-mentioned azimuth offset need to be within a specified range (allowable range) at a specified position in front of the target starting position. In other words, the work vehicle 10 can properly (for example, straightly) enter the work path as long as the above-mentioned position offset and the above-mentioned azimuth offset are within the specified range at least at the above-mentioned specified position. That is, the above-mentioned specified position is the limit (judgment object position) for judging whether the work vehicle 10 can properly enter the work path. Therefore, the vehicle control device 11 performs the above-mentioned judgment processing when the work vehicle 10 actually reaches the above-mentioned judgment object position, or performs the above-mentioned judgment processing assuming that the work vehicle 10 reaches the above-mentioned judgment object position.

[0139] Here, the distance to the target start position may be different depending on the type of the work vehicle 10, the type of the work machine 14, the installation position of the work machine 14, etc. For example, when the work machine 14 is installed in front of the work vehicle 10 (combine harvester, etc.) compared with the case where the work machine 14 is installed behind the work vehicle 10 (tractor, rice transplanter, etc.), the distance from the work machine 14 to the target start position becomes shorter. The shorter the distance from the work machine 14 to the target start position, the more difficult it is to correct the position deviation and the orientation deviation.

[0140] Therefore, the vehicle control device 11 may also have a structure for setting the above-mentioned determination object position according to the installation position of the work machine 14, the type of the work machine 14, the type of the work vehicle 10, etc. For example, when the work machine 14 is installed in front of the work vehicle 10, the vehicle control device 11 sets the above-mentioned determination object position to a position closer to the front (a position away from the above-mentioned target start position) compared with the case where the work machine 14 is installed behind the work vehicle 10. In this way, regardless of the installation position of the work machine 14, the type of the work machine 14, and the type of the work vehicle 10, the work vehicle 10 can be properly entered into the work path.

[0141] [Notes on the invention]

[0142] The following is a supplementary note of the invention extracted from the above-mentioned embodiments. In addition, each structure and each processing function described in the following supplementary note can be selected and combined arbitrarily.

[0143] <Note 1>

[0144] An automatic driving method is an automatic driving method for making a working vehicle automatically drive according to a preset target path, wherein:

[0145] causing the work vehicle to travel along a plurality of work paths included in the target path for the work vehicle to perform a predetermined work and a plurality of turning paths connecting the work paths; and

[0146] When the work vehicle is traveling on the curve path, if it is determined that at least one of a predetermined positional deviation and an azimuth deviation occurs relative to a target start position of the work path continuous with the curve path, the work vehicle is caused to perform correction travel including reverse travel.

[0147] <Note 2>

[0148] The automatic driving method according to Note 1, wherein:

[0149] When it is determined that the positional deviation has occurred, the work vehicle is corrected to travel so that the distance of the positional deviation relative to the target start position becomes less than a predetermined distance.

[0150] When it is determined that the heading deviation has occurred, the work vehicle is corrected to travel so that the heading deviation with respect to the extending direction of the work path continuous with the curve path becomes equal to or smaller than a predetermined heading.

[0151] <Note 3>

[0152] The automatic driving method according to Note 2, wherein:

[0153] The work vehicle is caused to move forward in a straight direction toward the target start position after the corrected travel.

[0154] <Note 4>

[0155] An automated driving method according to any one of Notes 1 to 3, wherein:

[0156] When it is determined that at least one of the positional deviation and the azimuth deviation has occurred, a correction route different from the target route is generated, and the work vehicle is caused to perform correction travel according to the correction route.

[0157] <Note 5>

[0158] An automated driving method according to any one of Notes 1 to 4, wherein:

[0159] The upper limit of the number of times the work vehicle is caused to perform the correction travel can be set in advance.

[0160] <Note 6>

[0161] The automatic driving method according to Note 5, wherein:

[0162] When the number of times the work vehicle is caused to perform correction travel reaches the upper limit number of times, if the position deviation and the azimuth deviation are not controlled within a predetermined range, a specific process different from the correction travel is executed.

[0163] <Note 7>

[0164] The automatic driving method according to Note 6, wherein:

[0165] The specific processing is a processing for reducing the work area located inside the area for setting the curve path.

[0166] <Note 8>

[0167] An automatic driving method according to Note 6 or 7, wherein:

[0168] When the work vehicle is caused to perform a first work and a second work that is continuous with the first work in a work area, the work vehicle is caused to perform the second work based on the information of the specific process.

[0169] <Note 9>

[0170] The automatic driving method according to Note 7, wherein:

[0171] When the work vehicle is caused to perform a first work and a second work subsequent to the first work in a work area, the second work is omitted for an area of ​​the work area of ​​the first work located outside the work area obtained by reducing the work area.

[0172] <Note 10>

[0173] The automatic driving method according to Note 4, wherein:

[0174] When the work vehicle performs correction driving according to the correction path, when the position deviation and the azimuth deviation are controlled within a prescribed range midway along the correction path, the correction driving is terminated and the work vehicle is caused to move forward in a straight direction toward the target starting position.

Claims

1. An automatic driving method is an automatic driving method for making a working vehicle automatically drive according to a preset target path, characterized in that: implement: causing the work vehicle to travel along a plurality of work paths included in the target path for the work vehicle to perform a predetermined work and a plurality of turning paths connecting the work paths; and When the work vehicle is traveling on the curve path, if it is determined that at least one of a predetermined positional deviation and an azimuth deviation occurs relative to a target start position of the work path continuous with the curve path, the work vehicle is caused to perform correction travel including reverse travel.

2. The automatic driving method according to claim 1, characterized in that: When it is determined that the positional deviation has occurred, the work vehicle is caused to perform correction travel so that the distance of the positional deviation relative to the target start position becomes equal to or less than a predetermined distance. When it is determined that the heading deviation has occurred, the work vehicle is corrected to travel so that the heading deviation with respect to the extending direction of the work path continuous with the curve path becomes equal to or smaller than a predetermined heading.

3. The automatic driving method according to claim 2, characterized in that: The work vehicle is caused to travel forward in a straight direction toward the target start position after the correction travel.

4. The automatic driving method according to claim 1, characterized in that: When it is determined that at least one of the positional deviation and the azimuth deviation has occurred, a correction route different from the target route is generated, and the work vehicle is caused to perform correction travel according to the correction route.

5. The automatic driving method according to claim 1, characterized in that: An upper limit of the number of times the work vehicle is caused to perform correction travel can be set in advance.

6. The automatic driving method according to claim 5, characterized in that: When the number of times the work vehicle is caused to perform correction travel reaches the upper limit number of times, if the position deviation and the azimuth deviation are not controlled within a predetermined range, a specific process different from the correction travel is executed.

7. The automatic driving method according to claim 6, characterized in that: The specific processing is processing for reducing the work area located inside the area for setting the curve path.

8. The automatic driving method according to claim 6 or 7, characterized in that: When the work vehicle is caused to perform a first work and a second work that is continuous with the first work in a work area, the work vehicle is caused to perform the second work based on the information of the specific process.

9. The automatic driving method according to claim 7, characterized in that: When the work vehicle is caused to perform a first work and a second work that is continuous with the first work in a work area, the second work is omitted for an area of ​​the work area of ​​the first work that is located outside the work area obtained by reducing the work area.

10. The automatic driving method according to claim 4, characterized in that: When the work vehicle performs correction travel according to the correction path, if the position deviation and the azimuth deviation are controlled within a prescribed range midway along the correction path, the correction travel is terminated and the work vehicle is caused to travel forward in a straight direction toward the target starting position.

11. An automatic driving program is an automatic driving program that enables a working vehicle to automatically drive according to a preset target path, characterized in that: Causes one or more processors to execute: causing the work vehicle to travel along a plurality of work paths included in the target path for the work vehicle to perform a predetermined work and a turning path connecting the plurality of work paths; and When the work vehicle is traveling on the curve path, if it is determined that at least one of a predetermined positional deviation and an azimuth deviation occurs relative to a target start position of the work path continuous with the curve path, the work vehicle is caused to perform correction travel including reverse travel.

12. An automatic driving system, which enables a working vehicle to automatically drive according to a preset target path, characterized in that: have: a travel processing unit that causes the work vehicle to travel according to a plurality of work paths included in the target path for the work vehicle to perform a predetermined work and a plurality of turning paths connecting the work paths; and The correction processing unit causes the work vehicle to perform correction driving including reverse driving when it is determined that at least one of a predetermined position offset and an azimuth offset occurs relative to a target start position of the work path continuous with the turning path while the work vehicle is traveling on the turning path.

Images