Automatic drive control system and work vehicle

Abstract

To selectively prioritize an effective turn drive or an effective work drive according to the situation.SOLUTION: The present invention includes: a control point switching part for switching at least a part of control points between a first control part CP1 and a second control point CP2; and a control selection receiving part for receiving a selection input whether a first control or a second control is performed when a distance from a position of a machine body 1 to a terminal end part of the target travel path is a reference distance RD or less. When the first control is selected, the automatic drive control part controls an automatic drive based on the first control point CP1 as a control point CP. When the second control is selected, the control point switching part switches the control point CP to the second control point CP2, and the automatic drive control part controls the automatic drive based on the second control point CP2 as the control point CP. The second control point CP2 is provided on a rear side of the machine body 1 from the first control point CP1.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to a work vehicle that travels for work by autonomous driving and an autonomous driving control system that controls the autonomous driving of the work vehicle.

Background Art

[0002] As disclosed in Patent Document 1, a work vehicle performs work while traveling back and forth in the internal area of a farm field (work area) along a target travel route by autonomous driving. In the back-and-forth travel, work travel is performed up to the end of the internal area, and turning travel is performed in the outer peripheral area outside the internal area. In the turning travel, in order to prevent the machine body from colliding with a ridge or the like even when there is a ridge or the like outside the farm field, a target travel route is generated so that the machine body does not protrude from the farm field.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, when the width of the outer peripheral area, which is the distance (length) from the outer periphery of the inner area to the outer periphery of the outer peripheral area, is narrow, it may not be possible to efficiently turn so that the machine body does not protrude from the outer peripheral area. To address this, it is possible to end the work travel at a position where appropriate turning can be started and start the turning travel. However, in this case, it may not be possible to perform work travel up to the end of the internal area and efficient work travel may not be possible. And whether to efficiently perform turning travel or efficiently perform work travel is determined at the time when the target travel route in which the position of shifting from work travel to turning travel is determined is generated, and cannot be changed during the back-and-forth travel according to the situation of the work area or the like.

[0005] The object of the present invention is to select whether to prioritize efficient turning travel or efficient working travel according to the situation.

Means for Solving the Problems

[0006] In order to achieve the above object, an automatic driving control system according to an embodiment of the present invention is an automatic driving control system for a work vehicle that performs work while reciprocatingly traveling to and from a work area by automatic driving, and includes a border line generation unit that generates a border line based on the boundary of the work area, a control point generation unit that generates a control point based on the position of the body of the work vehicle, a route generation unit that generates a target travel route on which the automatic driving is performed, an automatic driving control unit that controls the automatic driving so that the body travels along the target travel route and the control point does not cross the border line, a control point switching unit that switches at least a part of the control points to either a first control point or a second control point, the work area is divided into an internal area where the reciprocating travel is performed and an outer peripheral area outside the internal area from the position of the body in the target travel route, and when the distance to the end of the reciprocating travel route in the reciprocating travel route is equal to or less than a reference distance, a control selection reception unit that receives a selection input of whether to perform first control or second control is provided. When the first control is selected, the automatic driving control unit controls the automatic driving based on the first control point as the control point. When the second control is selected, the control point switching unit switches the control point to the second control point, and the automatic driving control unit controls the automatic driving based on the second control point as the control point. The second control point is provided behind the body relative to the first control point.

[0007] In the first control, the automatic driving is controlled so that the first control point does not cross the border line generated based on the boundary of the work area, thereby suppressing the body from protruding from the work area during automatic driving. That is, in the first control, efficient turning travel can be performed. However, in order to perform turning travel, which is non-working travel, so that the body does not protrude from the work area, it is necessary to start the turning travel from a position sufficiently away from the boundary (border line) of the work area, and there may be a case where the working travel in the reciprocating travel cannot be performed to a sufficient position.

[0008] Here, in the case of turning travel, even if a part of the aircraft protrudes from the boundary (border line) of the work area, there may be no problem with the travel. In such a case, the operator can often determine whether there is any problem with the travel even if a part of the aircraft protrudes from the boundary (border line) of the work area.

[0009] When the second control is selected by the operator, the control point can be changed to a second control point behind the aircraft from the first control point. Since the control point is changed to the second control point, the area in front of the second control point of the aircraft is allowed to cross the boundary (border line) of the work area, and the turning travel can start from a position closer to the boundary (border line) of the work area than when the first control is performed. As a result, when the second control is selected, the work travel can be performed to a position closer to the boundary (border line) of the work area than when the first control is performed, and the work efficiency can be improved.

[0010] As described above, according to the above configuration, when approaching the end portion of the target travel route, by receiving the operator's selection input of whether to perform the first control or the second control, it is possible to select whether to prioritize efficient turning travel or prioritize efficient work travel.

[0011] Further, when the first control is selected, the automatic travel control unit may stop the aircraft at a position in front of the end portion by a stop distance shorter than the reference distance from the end portion.

[0012] As described above, when the first control is selected, while efficient turning travel can be performed, there may be a case where the work travel in the reciprocating travel cannot be performed to a sufficient position. That is, the work travel may not be performed within a sufficient range, and an unworked area may remain in the work area.

[0013] According to the above configuration, since the aircraft is stopped in the vicinity of the end portion of the target travel route, before the turning travel is performed, the operator can easily perform the work travel on the unworked area by manual travel or the like.

[0014] As a result, turning travel is efficiently prioritized, and even when there are unworked areas during autonomous driving, working travel can be performed manually. Therefore, it is possible to suppress the remaining of unworked areas while efficiently performing turning travel.

[0015] Further, it is preferable that the height of the first control point from the working area is higher than the height of the second control point from the working area.

[0016] When the height of a ridge or the like provided in the peripheral area, which is an area outside the working area, is lower than the area at the front of the machine body, there is no problem even if autonomous driving is performed so that the front of the machine body passes above the ridge.

[0017] According to the above configuration, when the height of the first control point is sufficiently high, even if the area on the front side of the machine body where the first control point is provided protrudes from the boundary (border line) of the working area by the second control, the machine body can appropriately perform turning travel without contacting a ridge or the like.

[0018] Further, within a predetermined range from the working area, the outer peripheral area is higher than the working area, and the control selection reception unit receives the selection input only when the height of the peripheral area from the working area is lower than the height of the first control point from the working area. The automatic driving control unit may control the automatic driving based on the first control point except when the second control is selected.

[0019] With such a configuration, even if the second control is selected and efficient working travel is performed, turning travel can be appropriately performed in a mode in which the area on the front side of the machine body passes above the peripheral area. As a result, efficient turning travel can be performed while performing efficient working travel.

[0020] Further, the reciprocating travel is performed by a plurality of working travels and turning travels connecting the two working travels, the selection input is received on a working travel route that is the target travel route of the working travel, and the automatic driving control unit may control the automatic driving so that the control point does not exceed the border line in the turning travel.

[0021] With such a configuration, it is possible to perform accurate turning travel in any case while selecting whether to prioritize efficient turning travel or efficient working travel.

[0022] Further, when the first control is selected, the automatic travel control unit may cause the aircraft to reverse by a predetermined reverse distance and then perform the turning travel.

[0023] With such a configuration, even if the working travel is performed beyond the position where the turning travel can be appropriately performed so that no unworked area is generated in the first control, the turning travel can be performed after reversing to the position where the turning travel can be appropriately performed. As a result, even if it is assumed that efficient working travel is performed while suppressing the remaining of the unworked area, the turning travel can be appropriately performed.

[0024] Further, the path generation unit generates the working travel path as the target travel path, generates a circular path that circles along the outer periphery of the work area for the outer peripheral area, and further includes a number-of-circles selection unit that selects the number of circles of the circular path based on a manual operation, and the control selection reception unit may receive the selection input only when one circle is selected as the number of circles.

[0025] The working travel in the reciprocating travel is performed in the inner area, and the turning travel is performed in the outer peripheral area. The width of the outer peripheral area is determined according to the number of circles of the circular path, and the smaller the number of circles, the smaller the width of the outer peripheral area. If the width of the outer peripheral area is too small, it is not possible to appropriately perform the turning travel only in the outer peripheral area, and it is necessary to start the turning travel from a position before reaching the outer periphery (outer peripheral area) of the inner area of the working travel path. Therefore, when the circular path is generated with a plurality of numbers of circles, the width of the outer peripheral area is sufficiently secured, and even if the inner area is worked to the end (outer periphery), it is possible to appropriately turn within the outer peripheral area, whereas when the number of circles is small (for example, one circle), it may be necessary to end the working travel before reaching the end (outer periphery) of the inner area and start the turning travel in order to appropriately perform the turning travel.

[0026] According to the above configuration, when a plurality of turns of the number of turns are selected, which has a high possibility of appropriately performing the turning travel in the outer peripheral region and the working travel in the inner region, the selection input of the control is not received, and there is a possibility that the turning travel or the working travel cannot be efficiently performed. The selection input of the first control or the second control can be received only when the number of turns of one turn is selected. As a result, the selection input of the first control or the second control can be enabled as necessary, and the working travel or the turning travel can be efficiently prioritized.

[0027] Furthermore, the work vehicle according to an embodiment of the present invention includes the machine body, a satellite antenna that receives a satellite signal from a satellite, a positioning unit that outputs positioning data based on the satellite signal, a position calculation unit that calculates the position of the machine body based on the positioning data, and the automatic travel control system.

[0028] With such a configuration, the work vehicle can select whether to prioritize efficient turning travel or efficient working travel according to the situation.

[0029] Also, a work vehicle that receives seedlings in the field as the work area, includes front wheels and rear wheels supported by the machine body, and a spare seedling storage device provided in front of the machine body than the front wheels. The first control point may be set in the spare seedling storage device, and the second control point may be set in the front wheels.

[0030] The work vehicle that receives seedlings in the field includes a spare seedling storage device in a region in front of the machine body than the front wheels. The spare seedling storage device is provided at a position higher than the front wheels grounded to the work area and in front of the front wheels with respect to the work area.

[0031] According to the above configuration, even if the second control point is provided on the front wheels in the second control, since the spare seedling storage device has a certain height from the working ground, even if the area on the front side of the machine body protrudes from the working ground, the area on the front side of the machine body (spare seedling storage device) may not contact the ridge or the like outside the working ground. As a result, while suppressing the inappropriate turning travel, the working travel can be efficiently performed.

[0032] Further, when the outer shape of the working ground is not rectangular, the path generation unit may generate a turning path in the reciprocating travel so that the front wheels do not protrude outward from the working ground.

[0033] When the outer shape of the working ground is not rectangular and is a deformed working ground, due to the inclination of the outer periphery of the working ground with respect to the target travel path (working travel path) of the reciprocating travel, a part of the machine body may protrude from the working ground during the turning travel. According to the above configuration, it is possible to suppress the machine body from contacting the ridge or the like during the turning travel.

[0034] Further, it may further include an information terminal that displays predetermined information and accepts a predetermined operation, and the control selection reception unit may accept the selection input via the information terminal.

[0035] With such a configuration, the operator can easily perform the selection input of the first control or the second control during the working travel.

Brief Description of the Drawings

[0036]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Embodiments for Carrying Out the Invention

[0037] Hereinafter, as a work vehicle that reciprocates between work sites by automatic driving, a rice transplanter that plants seedlings in a field FL (work site) while driving automatically will be described as an example.

[0038] Here, for ease of understanding, in this embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means the front in the longitudinal direction of the machine body (travel direction), and "rear" (the direction of arrow B shown in FIG. 1) means the rear in the longitudinal direction of the machine body (travel direction). Also, the left - right direction or the lateral direction means the transverse direction of the machine body (machine width direction) orthogonal to the longitudinal direction of the machine body. "Left" means the direction in front of the paper surface in FIG. 1, and "right" means the direction deep into the paper surface in FIG. 1.

[0039] As shown in FIG. 1, the rice transplanter includes a four - wheel drive type machine body 1 of a riding type. The machine body 1 includes a link mechanism 13 of a parallelogram link type that is connected to the rear part of the machine body 1 so as to be able to swing up and down. The machine body 1 includes a seedling planting device 3 that is connected to the rear - end region of the link mechanism 13 so as to be able to roll, and a fertilizer application device 4 that is installed from the rear - end region of the machine body 1 to the seedling planting device 3. Further, if necessary, it may include a chemical spraying device 18 provided in the rear - end region of the seedling planting device 3, etc.

[0040] The machine body 1 is equipped with wheels 12, an engine 2, and a hydraulic continuously variable transmission 9 as the main transmission mechanism for traveling. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission). The wheels 12 include steerable left and right front wheels 12A and non-steerable left and right rear wheels 12B. The power output from the engine 2 is transmitted to the continuously variable transmission 9 via the traveling transmission mechanism, and is then transmitted from the continuously variable transmission 9 to the front wheels 12A, rear wheels 12B, working devices (such as the seedling planting device 3, fertilizer application device 4, chemical spraying device 18, etc.). The engine 2 and the continuously variable transmission 9 are mounted at the front of the machine body 1.

[0041] The seedling planting device 3 is configured in an 8-row planting format as an example. The seedling planting device 3 includes a seedling placing table 21, planting mechanisms 22 for 8 rows, etc. Note that this seedling planting device 3 can be changed to planting formats such as 2-row planting, 4-row planting, 6-row planting, etc. by controlling each row clutch (not shown). The planting mechanism 22 of the seedling planting device 3 takes out seedlings from the mat-like seedlings placed on the seedling placing table 21 and plants them in the muddy part of the paddy field. The fertilizer application device 4 supplies fertilizer to the field FL (see Figure 2). The chemical spraying device 18 sprays (supplies) chemicals to the field FL.

[0042] The machine body 1 is equipped with an operation unit 14 in its rear side area. The operation unit 14 includes various operation tools for operating the rice transplanter, a detachable information terminal 5, an operator's driver's seat 16, etc. The information terminal 5 displays (notifies) various information to notify (output) the operator and also accepts the input of various information. Furthermore, the machine body 1 is equipped with a spare seedling storage device 17A for storing spare seedlings. The spare seedling storage device 17A is supported by a spare seedling support frame 17 supported in front of the operation unit 14.

[0043] The aircraft body 1 is equipped with a positioning unit 8. The positioning unit 8 outputs positioning data 41 (see Fig. 5) for calculating the position and orientation of the aircraft body 1. The positioning unit 8 includes a satellite positioning module 8A (equivalent to a satellite antenna) that receives radio waves (satellite signals) from satellites of a global navigation satellite system (GNSS) such as GPS, GLONASS, Galileo, QZSS, and the Beidou satellite navigation system, and an inertial measurement module 8B that detects the inclination and acceleration of the three axes of the aircraft body 1. The positioning unit 8 is supported on the upper part of the spare seedling support frame 17. Based on the positioning data 41 acquired by the positioning unit 8, the position of the aircraft body 1 is intermittently calculated and stored as position information 42 (see Fig. 5). Further, the aircraft body 1 is equipped with, for example, a sonar sensor 60 as an example of an obstacle detection device that detects obstacles around the aircraft body 1.

[0044] 〔Automatic driving〕 The operation of the rice transplanter performing rice transplanting work in the field FL by automatic driving will be described with reference to Figs. 1 and 2.

[0045] The rice transplanter can selectively perform manual driving and automatic driving. Manual driving and automatic driving are set using an information terminal 5 or the like. Automatic driving is such that the rice transplanter automatically controls driving and work along a preset target driving route.

[0046] In addition, automatic driving can be performed in a manned automatic driving (manned automatic driving mode) that requires the driver to board, and an unmanned automatic driving (unmanned automatic driving mode) that does not require the driver to board. In manned automatic driving, while the driver performs some operations along the guidance provided by the rice transplanter, the rice transplanter automatically controls other driving and work-related operations. In unmanned automatic driving, it is not necessary for the driver to board, but the driver may board during unmanned automatic driving. Also, unmanned automatic driving starts the work driving by automatic control by the driver performing an automatic driving start operation with a remote control (not shown) or the like, and performs the preset work driving by automatic control. The manned automatic mode in which manned automatic driving is performed and the unmanned automatic mode in which unmanned automatic driving is performed are set using an information terminal 5 or the like.

[0047] At the start of the work run, the operator operates the information terminal 5, various operating tools, etc. to perform initial settings. The initial settings include settings for manned automatic mode or unmanned automatic mode, settings for the method of obtaining the field map FM (see Fig. 5) described later, settings for supply sides and turning sides, and various other settings related to the work run.

[0048] After the initial settings are made, first, along the outer periphery of the field FL, the driver manually operates to drive the rice transplanter in a non-work run without performing work. By performing this outer periphery run (outer periphery idling), based on the position information 42 (the position of the machine body 1) obtained over time, the shape of the field FL is generated as the field map FM. The field FL corresponding to the work area WA is divided into an internal area IA where reciprocating runs are performed and an outer peripheral area OA outside the internal area IA. Note that the field map FM may be obtained without performing the outer periphery run and using a previously generated field map FM. Also, the work area WA may coincide with the entire field FL or may be any area of the field FL.

[0049] When the field map FM is generated (obtained), the travel route along which the rice transplanter performs the work run is set as the target travel route. In the internal area IA, an internal reciprocating route IPL that connects a plurality of routes (work travel routes LL) substantially parallel to one side of the field FL with a turning route TL is generated as the target travel route. The work travel route LL is a route that travels between two opposite sides (turning sides) of the internal area IA, and the turning route TL is a route that performs a run connecting two work travel routes LL. The turning run along the turning route TL is performed in the outer peripheral area OA. The internal reciprocating route IPL is a travel route that travels evenly throughout the internal area IA from the start position S to the end position G. Note that the turning run connecting the work travel routes LL is not limited to the run along the turning route TL, and may be a run that performs turning in a predetermined method without generating the turning route TL.

[0050] In the outer peripheral region OA, a circular path OL, which is a traveling path that circulates within the outer peripheral region OA along the outer periphery of the field FL, is generated as a target traveling path. The circular travel in the outer peripheral region OA is performed at least once along the outer periphery of the field FL, and the number of turns of the circular path OL is one or more turns. The number of turns of the circular path OL may be configured to be arbitrarily selectable, and the width of the outer peripheral region OA (the length from the outer peripheral side IAL of the inner region IA (see FIG. 3) to the outer peripheral side OAL of the outer peripheral region OA) is determined according to the number of turns. By working and traveling along the circular path OL, the entire working travel of the outer peripheral region OA is performed.

[0051] Next, with reference to FIGS. 1 and 2, the working travel from the working travel to the turning travel in the reciprocating travel will be described using FIGS. 3 and 4.

[0052] 〔Turning Travel〕 The working travel is performed along the working travel path LL to the end position (the end part) of the working travel path LL. The end part of the working travel path LL is the position where the work is performed up to the outer peripheral side IAL of the inner region IA.

[0053] When the width of the outer peripheral region OA is sufficiently long, the aircraft 1 that has performed the working travel to the end part of the working travel path LL can perform a turning travel along the turning path TL by non-working travel from that position and then move to the next working travel path LL to be traveled.

[0054] When the width of the outer peripheral region OA is small, when starting the turning travel from the end part of the working travel path LL, there is a case where the aircraft 1 cannot turn within the outer peripheral region OA and the aircraft 1 may protrude from the field FL (outer peripheral region OA). In this case, the aircraft 1 is reversed from the end part of the working travel path LL, and the turning travel is performed so that the aircraft 1 does not protrude from the outer peripheral side OAL of the outer peripheral region OA (the outer peripheral side of the field FL).

[0055] In automatic driving, border crossing control is performed so that the aircraft 1 does not protrude from the outer periphery of the field FL (so that the aircraft 1 does not cross the border). The border crossing control is performed so that the control point CP set on the aircraft 1 does not exceed (does not touch) a preset border crossing line CHL. The control point CP is provided in the front, rear, left, and right end regions of the aircraft 1. For example, it is provided at the front end and the right end of the right spare seedling storage device 17A, at the front end and the left end of the left spare seedling storage device 17A, at the corners of the seedling placing table 21, etc. The border crossing line CHL is generated based on the boundary (outer periphery) of the field FL, and may be the outer periphery OAL (the outer periphery of the field FL), or may be a line obtained by moving the outer periphery OAL (the outer periphery of the field FL) inward by a predetermined distance.

[0056] The control point CP used for border crossing determination during border crossing control is generated based on the positioning data 41. As shown in FIG. 4, since the positioning data 41 is calculated as the position of the satellite positioning module 8A, each control point CP is generated by shifting the positioning data 41. In addition, in order to control the travel along the target travel route, a travel control point CPR indicating the center of the aircraft 1 etc. is generated, and the travel is controlled so that the travel control point CPR follows the target travel route.

[0057] 〔Border Crossing Control〕 Here, depending on the situation of the field FL, there may be cases where the aircraft 1 can turn without any problem even if a part of the aircraft 1 crosses the border line CHL. For example, when ridges FR higher than the field FL (working area) are provided in the outer peripheral area within a predetermined range from the field FL, it is necessary for the aircraft 1 to travel so as not to contact the ridges FR. However, if the height of the front area of the aircraft 1, specifically the lower part of the preliminary seedling storage device 17A, is sufficiently higher than the height of the ridges FR, there may be no problem even if the aircraft 1 travels so that the preliminary seedling storage device 17A passes over the ridges FR. Also in this case, it is necessary for the front wheels 12A in contact with the field FL not to contact (not climb onto) the ridges FR. And whether or not there is a problem even if the aircraft 1 travels across the border in this way can sometimes be easily determined by the operator checking the field FL. Also, there may be a situation where part of the field FL is in a state where the aircraft 1 can turn without any problem even if a part of the aircraft 1 crosses the border line CHL. Also in this case, the operator can determine that the aircraft 1 can turn without any problem in a part of the field FL.

[0058] Therefore, the automatic driving control system of the present embodiment is configured such that the operator can select whether or not to allow a part of the aircraft 1 to cross the border at the end area of all the work driving routes LL or a part of the work driving routes LL. And the automatic driving control system moves at least a part of the control point CP in the direction of the center of the aircraft 1 so that the aircraft 1 can turn without contacting the ridges FR or the like while a part of the aircraft 1 crosses the border.

[0059] In this way, by performing a turning operation while allowing a part of the aircraft 1 to cross the border, even if the starting position of the turn is brought closer to the outer periphery of the field FL (the outer peripheral side OAL of the outer peripheral area OA), the turning operation can be appropriately performed. As a result, it becomes easy to perform the work driving on the work driving route LL up to the end portion of the work driving route LL, and the work driving can be efficiently performed while efficiently performing the turning operation. On the contrary, when it is not allowed for a part of the aircraft 1 to cross the border, contact between the aircraft 1 and the ridges FR or the like is suppressed, and the turn is started from a position sufficiently away from the outer periphery of the field FL (the outer peripheral side OAL of the outer peripheral area OA), and the turning operation can be appropriately performed.

[0060] Then, by the operator selecting whether or not to allow a part of the aircraft 1 to cross the border, it is possible to select whether to perform efficient turning travel or efficient work travel.

[0061] 〔Automatic Driving Control System〕 Next, an automatic driving control system that performs border control will be described with reference to FIGS. 4 and 5 while referring to FIGS. 1 and 2.

[0062] The automatic driving control system in the present embodiment includes a control unit 25 and a storage unit 27. The control unit 25 includes a processor such as a CPU, and each functional block included in the control unit 25 is controlled by the processor to operate. The storage unit 27 is connected to the control unit 25 in a mode capable of data communication and stores various types of information. Further, the control unit 25 is connected to the positioning unit 8, the information terminal 5, and a selection operation unit 29 that performs a selection input described later in a mode capable of data communication.

[0063] The control unit 25 includes a communication unit 31, a border line generation unit 33, a control point generation unit 34, a route generation unit 36, an automatic driving control unit 37, a control selection reception unit 39, and a control point switching unit 45.

[0064] The communication unit 31 controls data communication. The border line generation unit 33 generates a border line CHL based on the boundary (outer peripheral side OAL of the outer peripheral region OA) of the farm field FL that can be determined from the farm map FM. As described above, the border line CHL may be the outer peripheral side OAL (the outer peripheral side of the farm field FL) itself, or may be a line obtained by moving the outer peripheral side OAL (the outer peripheral side of the farm field FL) inward by a predetermined distance.

[0065] The control point generation unit 34 generates a control point CP based on the position of the body 1 of the rice transplanter. Specifically, the control point generation unit 34 generates the control point CP by moving the position of the satellite positioning module 8A based on the positioning data 41 by a predetermined distance in a predetermined direction. The control point generation unit 34 generates a travel control point CPR used when traveling along the target travel route and a control point CP used during border crossing control. The control point CP is provided at each of the left and right preliminary seedling storage devices 17A, which are areas on the front side of the body 1, and at the four corners of the seedling placing table 21.

[0066] The route generation unit 36 generates target travel routes for automatic travel, such as a work travel route LL, a turning route TL, and a circular route OL. Specifically, the route generation unit 36 divides the work area WA (field FL) into an outer peripheral area OA and an inner area IA, generates a work travel route LL in the inner area IA, and generates a turning route TL and a circular route OL in the outer peripheral area OA.

[0067] The automatic travel control unit 37 controls the automatic travel so that the body 1 travels along the target travel route and the control point CP does not cross the border line CHL. Further, the automatic travel control unit 37 controls the operation of work devices such as the seedling planting device 3 during automatic work travel.

[0068] When the distance from the position of the body 1 to the end of the work travel route LL, which is the target travel route, becomes equal to or less than the reference distance RD, the control selection reception unit 39 receives a selection input for the operator to select whether to perform the first control or the second control as border crossing control.

[0069] The first control is normal border control. When the first control is selected, the automatic driving control unit 37 controls automatic driving (border control) based on the first control point CP1 as the control point CP. The second control is a control in which the second control point CP2 is used as the control point CP. When the second control is selected, the control point switching unit 45 described later switches the control point CP to the second control point CP2, and the automatic driving control unit 37 controls automatic driving (border control) based on the second control point CP2 as the control point CP. The automatic driving control unit 37 controls automatic driving based on the first control point CP1 except when the second control is selected.

[0070] The second control point CP2 is provided inside the aircraft 1 from the first control point CP1. For example, the first control point CP1 is provided in the spare seedling storage device 17A corresponding to the front end region of the aircraft 1, and the second control point CP2 is provided on the front wheel 12A behind the aircraft 1 from the spare seedling storage device 17A. Further, while the front wheel 12A is grounded on the field FL, the spare seedling storage device 17A is provided at a predetermined height with respect to the field FL. Therefore, the height of the first control point CP1 from the field FL (working area) is higher than the height of the second control point CP2 from the field FL (working area).

[0071] Since the second control point CP2 is provided behind the aircraft 1 from the first control point CP1, the aircraft 1 can travel across the front region. Therefore, the turning travel by the second control can start from the end side of the working travel path LL rather than the turning travel by the first control. As a result, the second control can perform the working travel more efficiently than the first control. Here, when the height of the first control point CP1 (spare seedling storage device 17A) is higher than the height of the ridge FR, the aircraft 1 does not contact the ridge FR in the second control. Therefore, it is preferable for the operator to select the second control when the height of the first control point CP1 is higher than the height of the ridge FR. That is, the control selection reception unit 39 may receive a selection input only when the height of the field FL (working area) of the ridge FR is lower than the height of the field FL (working area) of the first control point CP1.

[0072] The control point switching unit 45 switches at least a part of the control points CP to either the first control point CP1 or the second control point CP2. For example, when the second control is selected by the operator's selection input, the control point CP is switched from the first control point CP1 to the second control point CP2, and the automatic driving is performed by the second control.

[0073] 〔Selection of Control Point〕 Next, with reference to FIGS. 1, 2, and 4, a configuration for performing border crossing control by changing the control point CP will be described using FIGS. 5 to 7.

[0074] In the reciprocating travel in the internal area IA, the automatic driving control unit 37 causes the aircraft 1 to perform work travel along the work travel route LL. Then, the automatic driving control unit 37 causes the aircraft 1 to perform a turning travel from the vicinity of the end portion of the work travel route LL.

[0075] In the work travel along the work travel route LL, the control selection reception unit 39 determines whether the distance to the end portion of the work travel route LL is less than or equal to the reference distance RD (step #1 in FIG. 7). At this time, the automatic driving control unit 37 may perform the first control to perform border crossing determination (border crossing control), but it is not necessary to perform border crossing determination during the automatic driving within the internal area IA.

[0076] The automatic driving control unit 37 continues the work travel in each work travel route LL until the distance to the end portion of the work travel route LL becomes less than or equal to the reference distance RD (No in step #1 in FIG. 7). When the distance to the end portion of the work travel route LL becomes less than or equal to the reference distance RD (Yes in step #1 in FIG. 7), the control selection reception unit 39 receives a selection input as to whether to perform border crossing determination by the first control using the first control point CP1 or to perform border crossing determination by the second control using the second control point CP2 (step #2 in FIG. 7).

[0077] Next, the operator operates the selection operation unit 29 in consideration of the situation of the farm field FL such as the height of the ridge FR, etc., and selects whether to perform the border crossing determination (border crossing control) at the first control (first control point CP1) or at the second control (second control point CP2). Note that the selection operation unit 29 may be configured to perform selection input on the information terminal 5. Then, the control selection reception unit 39 determines whether a selection input for selecting the first control or a selection input for selecting the second control has been made (step #3 in FIG. 7).

[0078] When the control selection reception unit 39 receives a selection input for selecting the first control (Yes in step #3 in FIG. 7), the control point switching unit 45 sets (maintains) the control point CP to the first control point CP1, and the automatic travel control unit 37 continues the automatic travel.

[0079] Next, the automatic travel control unit 37 determines whether the distance to the end of the work travel route LL is a stop distance SD shorter than the reference distance RD (step #4 in FIG. 7).

[0080] The automatic travel control unit 37 continues the work travel until the distance to the end of the work travel route LL reaches the stop distance SD (No in step #4 in FIG. 7). When the distance to the end of the work travel route LL reaches the stop distance SD (Yes in step #4 in FIG. 7), the aircraft 1 is stopped (step #5 in FIG. 7).

[0081] When the aircraft 1 is stopped, the operator performs the work travel by manual travel (step #6 in FIG. 7). That is, in a state where the automatic travel control unit 37 performs the border crossing determination (first control) using the first control point CP1, the operator manually operates the work travel to the end of the work travel route LL within a range where the aircraft 1 does not cross the border line CHL. At this time, the automatic travel control unit 37 does not perform the control of the travel, but stops the aircraft 1 when the first control point CP1 reaches the border line CHL. Note that the manual work travel is shown by a dotted line in FIG. 6.

[0082] As described above, in order to perform turning travel without crossing the airframe 1, the turning travel is started from a position corresponding to the width of the outer peripheral region OA. Depending on the width of the outer peripheral region OA, the starting position of the turning travel (turning start position TP) may have to be located in front of the end portion of the work travel path LL. In this case, work travel cannot be performed over the entire area of the work travel path LL, and an unworked area will remain.

[0083] By stopping the airframe 1 at the stage of the stopping distance SD at the distance to the end portion of the work travel path LL and performing work travel manually, work travel can be performed over the entire area of the work travel path LL, and it is possible to suppress the remaining of an unworked area.

[0084] After that, the automatic travel control unit 37 automatically reverses the airframe 1 to the turning start position TP (step #7 in FIG. 7), and then starts turning travel (step #8 in FIG. 7). That is, when the first control is selected, the automatic travel control unit 37 reverses the airframe 1 by a predetermined reverse distance BD that can be formed by the turning start position TP and the stopping distance SD at which turning travel can be appropriately performed, and then causes the airframe 1 to perform turning travel. As a result, although the efficiency of work travel will decrease due to the need for manual operation or the like, it is possible to appropriately perform turning travel with priority given to turning travel while suppressing the remaining of an unworked area.

[0085] When the control selection reception unit 39 receives a selection input for selecting the second control (No in step #3 in FIG. 7), the control point switching unit 45 changes the control point CP to the second control point CP2 (step #9 in FIG. 7). Note that the control point switching unit 45 may be configured to set the first control point CP1 as the control point CP in the normal state and change the control point CP to the second control point CP2 when the second control is selected. However, the first control point CP1 or the second control point CP2 may be set when the control selection reception unit 39 receives a selection input.

[0086] Then, the automatic driving control unit 37 causes the vehicle to perform work driving up to a position (turn start position TPN) closer to the outer periphery (border line CHL) of the field FL than the turn start position TP in the first control (step #10 in FIG. 7), and causes the vehicle to perform turning driving while performing border crossing determination (border crossing control) using the second control point CP2 from the turn start position TPN (step #8 in FIG. 7).

[0087] Since the second control point CP2 is set behind (inside) the aircraft 1 from the first control point CP1, the aircraft 1 is allowed to protrude from the border line CHL to a certain extent. Therefore, even if the turn start position TPN in the second control is brought closer to the outer periphery (border line CHL) of the field FL than the turn start position TP in the first control, the turning driving can be appropriately performed. As the turn start position TPN approaches the outer periphery (border line CHL) of the field FL, the possibility of performing work driving automatically up to the end portion of the work driving path LL increases. That is, by allowing a part of the aircraft 1 to protrude from the outer periphery (border line CHL) of the field FL, while it becomes necessary for the operator to pay attention to appropriately perform turning driving, it becomes possible to efficiently perform work driving while suppressing the remaining of an unworked area.

[0088] Also, according to the first control, the aircraft 1 moves backward before performing turning driving. There is a possibility of trampling the already planted seedlings due to this backward movement. Since the second control does not perform backward movement, the possibility of trampling the already planted seedlings can be suppressed.

[0089] When performing turning driving by the second control, the path generation unit 36 may generate a new turning path TL that turns from the turn start position TPN, but the turning driving in the second control may be performed by any method.

[0090] As described above, according to the situation of the field FL and the like, by selecting the first control or the second control and thus selecting the position of the control point CP, it is possible to select whether to prioritize efficient work driving or prioritize efficient turning driving.

[0091] Note that the condition of the field FL may be not only the height of the ridge FR but also the presence or absence of obstacles existing around the field FL such as the ridge FR. That is, even when the height of the field FL is sufficiently low, if there are obstacles on the ridge FR or the like, the aircraft 1 during automatic travel may come into contact with the obstacles. It is preferable that the operator selects whether to perform the first control or the second control in consideration of the presence of such obstacles and the size of the obstacles.

[0092] 〔Alternative Embodiment〕 (1) As described above, the width of the outer peripheral region OA depends on the number of turns of the circumferential path OL, and the narrower the width of the outer peripheral region OA, the higher the possibility that the aircraft 1 crosses the border during turning travel. In particular, when the number of turns is one, the width of the outer peripheral region OA becomes the narrowest. Therefore, in the above embodiment, the control selection reception unit 39 may be configured to receive a selection input for selecting the first control or the second control only when the number of turns is one.

[0093] Further, the control unit 25 may further include a number-of-turns selection unit 47 that selects the number of turns of the circumferential path OL based on a manual operation. The operator can input the number of turns from an arbitrary number-of-turns input operation unit such as the information terminal 5. The number-of-turns selection unit 47 selects the number of turns input from the number-of-turns input operation unit as the number of turns of the circumferential path OL, and the path generation unit 36 generates the circumferential path OL with the selected number of turns.

[0094] At this time, the control selection reception unit 39 may be configured to receive a selection input for selecting the first control or the second control only when the number of turns of the circumferential path OL selected by the operator is one. Thereby, according to the selection of the number of turns by the operator, it is possible to select whether to prioritize turning travel or work travel only when necessary, and automatic travel can be performed efficiently.

[0095] (2) In each of the above embodiments, the reception of the selection input may be received in the vicinity of the end portion of the work travel route LL, and the border crossing determination (border crossing control) performed by selecting the control point CP may be performed during the turning travel. However, the selection input may be received at an arbitrary position on the target travel route, and the border crossing determination may be performed using the control point CP selected during work travel or non-work travel other than turning travel.

[0096] The turning travel is performed near the outer periphery of the field FL, and border crossing determination (border crossing control) is often essential. However, depending on the shape and condition of the field FL, the positional relationship between the field FL and the target travel route, etc., border crossing determination may be required in automatic travel other than turning travel. By performing border crossing determination even in such automatic travel, more appropriate and accurate automatic travel can be performed.

[0097] (3) In each of the above embodiments, in the first control, the configuration is not limited to performing reverse travel after manual work travel and before turning travel. If it is possible to appropriately perform turning travel from the position where manual work travel is performed, a configuration in which reverse travel is not performed may be used. Conversely, in the second control, when the outer peripheral region OA does not have a sufficient width for turning travel, reverse travel may be performed after the work travel on the work travel route LL and then turning travel may be performed. The reverse travel in this case is performed by automatic travel. According to the above configuration, the remaining of the unworked area is suppressed, and turning travel can be appropriately performed.

[0098] (4) In the first control of each of the above embodiments, the automatic travel control unit 37 does not necessarily stop the aircraft 1 even when the distance to the end portion of the work travel route LL reaches the stop distance SD.

[0099] (5) In each of the above embodiments, in either the first control or the second control, if an unworked area remains as a result of the automatic driving, seedlings may be planted (worked) in the unworked area manually after the reciprocating travel. For example, in the first control, instead of performing the working travel manually, manual planting may be performed. Thereby, it is possible to easily work on the entire internal area IA without worrying about crossing the border of the aircraft 1.

[0100] (6) In each of the above embodiments, the field FL (working area) may be a deformed field (deformed area) instead of a rectangular shape. When the turning side (the outer peripheral side of the field FL) is greatly inclined without being orthogonal to the working travel route LL, there is a high possibility that the aircraft 1 will protrude from the border line CHL during the turning travel.

[0101] In order to avoid such a situation and appropriately perform the turning travel, when the outer shape of the field FL (working area) is not rectangular (deformed field), the path generation unit 36 may generate a turning path TL in the reciprocating travel so that the front wheel 12A does not protrude outside the field FL (working area).

[0102] (7) As described above, the field FL is distinguished into an outer peripheral area OA and an internal area IA, the working travel route LL is generated within the internal area IA, and the circumferential route OL is generated in the outer peripheral area OA. The outer peripheral area OA and the internal area IA may be set by the path generation unit 36, or may be set by the border line generation unit 33, or may be set by another functional block provided in the control unit 25 such as a working area setting unit.

[0103] (8) In each of the above embodiments, the position information 42 indicating the position of the aircraft 1 may be calculated by an arbitrary method from the positioning data 41 output by the positioning unit 8, or the control unit 25 may further include a position calculation unit and may be calculated by the position calculation unit.

[0104] (9) In each of the above embodiments, the control unit 25 is not limited to being composed of the above functional blocks, and may be composed of arbitrary functional blocks. For example, each functional block of the control unit 25 may be further subdivided, or conversely, a part or all of each functional block may be combined. Further, the control unit 25 may further include other functional blocks. For example, the control unit 25 may further include a map generation unit that generates a field map FM, differentiates between an internal area IA and an outer peripheral area OA, and the like. Further, the functions of the control unit 25 are not limited to the above functional blocks, and may be realized by a method executed by arbitrary functional blocks. Further, a part or all of the functions of the control unit 25 may be configured by software. A program related to the software is stored in an arbitrary storage device such as the storage unit 27, and is executed by a processor such as a CPU included in the control unit 25, or a separately provided processor.

[0105] (10) In each of the above embodiments, the work vehicle is not limited to a rice transplanter, and may be other agricultural work vehicles that automatically travel on a work site or any work vehicle that performs various operations. In this case, the first control point CP1 may be provided at an arbitrary position of the machine body 1 where the trajectory during traveling is the outermost, and the second control point CP2 may be provided at an arbitrary position inside (center side) of the machine body 1 with respect to the first control point CP1.

[0106] (11) In the above embodiment, the information terminal 5 has been described by taking a detachable one as an example, but it is not limited thereto. For example, it may be provided in the machine body in a non-detachable manner, such as being embedded in the machine body. Further, the information terminal 5 may be operable on a screen by a touch panel, or may be provided with a dial or operation buttons separately. Further, a touch panel and a dial or operation buttons may be used in combination.

Industrial Applicability

[0107] The present invention can be applied to a work vehicle that travels back and forth on a work site to perform work.

Explanation of Signs

[0108] 1 Aircraft body 5 Information terminal 8 Positioning unit 8A Satellite positioning module (satellite antenna) 12A Front wheel 12B Rear wheel 17A Spare seedling storage device 33 Border line generation unit 34 Control point generation unit 36 Route generation unit 37 Automatic driving control unit 39 Control selection reception unit 41 Positioning data 42 Position information 45 Control point switching unit 47 Number of laps selection unit BD Reverse distance CHL Border line CP Control point CP1 First control point CP2 Second control point CPR Driving control point FL Field (working area) IA Internal area LL Working driving route OA Outer peripheral area OL Circumferential route RD Reference distance SD Stop distance TL Turning route

Claims

1. An automatic driving control system for a work vehicle that performs work while reciprocating between work sites by automatic driving, comprising: a border line generation unit that generates a border line based on the boundary of the work site; a control point generation unit that generates a control point based on the position of the vehicle body of the work vehicle; a route generation unit that generates a target travel route on which the automatic driving is to be performed; an automatic driving control unit that controls the automatic driving so that the vehicle body travels along the target travel route and the control point does not exceed the border line; a control point switching unit that switches at least a part of the control points to either a first control point or a second control point; a control selection reception unit that divides the work site into an internal area where the reciprocating travel is performed and an outer peripheral area outside the internal area from the position of the vehicle body in the target travel route, and when the distance to the end portion of the reciprocating travel route in the reciprocating travel route becomes equal to or less than a reference distance, receives a selection input for performing either first control or second control; when the first control is selected, the automatic driving control unit controls the automatic driving based on the first control point as the control point; when the second control is selected, the control point switching unit switches the control point to the second control point, and the automatic driving control unit controls the automatic driving based on the second control point as the control point; an automatic driving control system in which the second control point is provided behind the vehicle body with respect to the first control point.

2. The automatic driving control system according to claim 1, wherein when the first control is selected, the automatic driving control unit stops the vehicle body at a position in front of the end portion by a stop distance shorter than the reference distance.

3. The automatic driving control system according to claim 1, wherein the height of the first control point from the work site is higher than the height of the second control point from the work site.

4. within a predetermined range from the work site, the outer peripheral area is higher than the work site, the control selection reception unit receives the selection input only when the height of the peripheral area from the work site is lower than the height of the first control point from the work site, The automatic driving control system according to claim 3, wherein the automatic driving control unit controls the automatic driving based on the first control point except when the second control is selected.

5. The reciprocating travel is performed by a plurality of work travels and a turning travel that connects the two work travels. The selection input is received on the working travel route, which is the target travel route of the working travel, The automatic driving control system according to claim 1, wherein the automatic driving control unit controls the automatic driving so that the control point does not exceed the border line in the turning travel.

6. The automatic driving control system according to claim 5, wherein when the first control is selected, the automatic driving control unit causes the aircraft to reverse by a predetermined reverse distance and then perform the turning travel.

7. The route generation unit generates the working travel route as the target travel route and also generates a circular route that circles along the outer periphery of the work area in the outer peripheral area, further comprising a number-of-rounds selection unit that selects the number of rounds of the circular route based on a manual operation, The automatic driving control system according to claim 5, wherein the control selection reception unit receives the selection input only when one round is selected as the number of rounds.

8. The aircraft, a satellite antenna that receives satellite signals from satellites, a positioning unit that outputs positioning data based on the satellite signals, a position calculation unit that calculates the position of the aircraft based on the positioning data, and a work vehicle comprising the automatic driving control system according to any one of claims 1 to 7.

9. A work vehicle that receives seedlings in a field that is the work area, front wheels and rear wheels supported by the aircraft, and a spare seedling storage device provided in front of the aircraft relative to the front wheels, wherein the first control point is set in the spare seedling storage device, and the second control point is set in the front wheels. The work vehicle according to claim 8.

10. The work vehicle according to claim 9, wherein when the outer shape of the work area is not rectangular, the route generation unit generates a turning route in the reciprocating travel so that the front wheels do not protrude outside the work area.

11. further comprising an information terminal that displays predetermined information and receives a predetermined operation, wherein the control selection reception unit receives the selection input via the information terminal. The work vehicle according to claim 8.

Images