Agricultural work vehicle

Abstract

To bring a posture of a work vehicle when transiting from a turn path to a work path into a posture suitable for a work drive in the work path from an initial stage of transition of the work vehicle from the turn path to the work path.SOLUTION: An automatic drive system includes an automatic drive control part 40 for automatically driving a work vehicle V along a target path P. The target path P includes a turn path Pt and a second work path Pw for the drive following the turn path Pt. The automatic drive control part 40 automatically drives the work vehicle V that automatically drives along the turn path Pt from a position frontward from a second connection point Pb between the turn path PT and the second work path Pw along the second work path Pw.SELECTED DRAWING: Figure 20

Description

Technical Field

[0001] The present invention relates to an automatic driving system and an automatic driving method that enable an operating vehicle to drive automatically.

Background Art

[0002] As an automatic driving system for an operating vehicle as described above, there is one configured to control the driving of the operating vehicle based on a pre-generated driving route (see, for example, Patent Document 1).

[0003] Incidentally, the driving route for automatically driving the operating vehicle includes, for example, a plurality of work routes arranged in parallel at predetermined intervals and a plurality of turning routes that connect the plurality of work routes in the driving order of the operating vehicle.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Conventionally, in an automatic driving system for an operating vehicle as described above, a control target position is set on the driving route, and the traveling direction of the operating vehicle is adjusted according to the difference (deviation amount) between the control target position and the driving route, thereby automatically driving the operating vehicle according to the driving route. has been proposed.

[0006] In such an automatic driving system, when setting the control target position, when the work vehicle is located on the work route, the control target position is set on the work route or on the extension line of the work route, and when the work vehicle is located on the turning route, it is considered to set the control target position on the turning route or on the extension line of the turning route.

[0007] However, when the control target position is set in this way, since the turning travel state is maintained until the work vehicle reaches the end of the turning path, the posture of the work vehicle when it moves from the turning path to the work path may not be an appropriate posture with respect to the work path. In such a case, if the work area is, for example, an orchard or a field where there are fruit tree rows or crop rows adjacent to the work path, in order to prevent the work vehicle with an inappropriate posture with respect to the work path from colliding with the fruit tree rows or crop rows adjacent to the work path, it is necessary to set the connection point between the work path and the turning path at a position far from the end of the fruit tree rows or crop rows. Then, non-work paths such as the turning path included in the travel path for automatic driving become longer, and there is room for improvement in shortening the work time and reducing the fuel consumption.

[0008] That is, in enabling the automatic driving of the work vehicle, it is extremely important to make the posture of the work vehicle at the end of turning an appropriate posture for work travel on the work path.

[0009] In view of this actual situation, the main problem of the present invention is to provide an automatic driving system and an automatic driving method capable of making the posture of the work vehicle when shifting from the turning path to the work path an appropriate posture for work travel on the work path from the initial stage when the work vehicle shifts from the turning path to the work path.

Means for Solving the Problem

[0010] The agricultural work vehicle according to the present invention includes a vehicle body having a first traveling part located on one side in the left-right direction of the work object and a second traveling part located on the other side when working on the work object, and a first tank and a second tank for storing a liquid. The first tank is provided on the first traveling part side of the vehicle body, and the second tank is provided on the second traveling part side of the vehicle body.

Brief Description of the Drawings

[0011]

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Embodiments for Carrying Out the Invention

[0012] Hereinafter, as an example of an embodiment for carrying out the present invention, an embodiment in which an automatic driving system for a work vehicle according to the present invention is applied to a work vehicle for an orchard targeting fruit trees such as grapes or apples planted in a multi-row arrangement in an orchard such as a vineyard or an apple orchard, and the soil between the fruit tree rows will be described with reference to the drawings.

[0013] Furthermore, the automatic driving system for a work vehicle according to the present invention can be applied to a work vehicle for a tea garden that targets tea trees planted in multiple rows and the soil between the tea tree rows, etc. in a tea garden other than an orchard, a work vehicle that targets crops planted in multiple rows and the soil between the crop rows, etc. in a field, and an automatic driving capable ride-on work vehicle such as a tractor, a ride-on mower, a ride-on rice transplanter, a combine, a snowplow, a wheel loader, a transport vehicle, etc., as well as an unmanned work vehicle such as an unmanned tiller and an unmanned mower.

[0014] As shown in FIGS. 1 to 2, the work vehicle V for an orchard exemplified in the present embodiment can perform automatic driving in an orchard, which is an example of a work site, by using the automatic driving system for a work vehicle. The automatic driving system for a work vehicle includes an automatic driving unit 2 mounted on the vehicle body 1 of the work vehicle V, and a mobile communication terminal 3, which is an example of a wireless communication device communicatively set to be wirelessly communicable with the automatic driving unit 2. The mobile communication terminal 3 is provided with a multi-touch display device (for example, a liquid crystal panel) 3A that enables various information displays and input operations related to automatic driving.

[0015] As shown in FIGS. 1 to 8, the work vehicle V includes a gantry-shaped vehicle body 1 that travels across fruit trees such as grapes or apples planted in multiple rows in an orchard, a spraying device 4 that sprays a spraying liquid such as a chemical solution or water onto the fruit trees, a positioning unit (an example of a position information acquisition unit) 5 that measures the current position and current orientation of the vehicle body 1 using GNSS (Global Navigation Satellite System), which is an example of a satellite positioning system, an obstacle detection system (an example of an obstacle detection unit) 6 that monitors the surroundings of the vehicle body 1 and detects obstacles existing in the surroundings, and a camera unit 7 that photographs the front side and the rear side of the vehicle body 1. The obstacle detection system 6 detects fruit trees planted in the orchard as obstacles.

[0016] Furthermore, this work vehicle V can be equipped with a pruning shears type pinching device (not shown) that pinches the branches and leaves of fruit trees, and a cultivator (not shown) that weeds and pulverizes the soil between fruit trees, etc., instead of or in addition to the spraying device 4. As the mobile communication terminal 3, an HMI tablet, a smartphone, etc. can be adopted. As the wireless communication, wireless LAN such as Wi-Fi (registered trademark) or short-range wireless communication such as Bluetooth (registered trademark) can be adopted.

[0017] As shown in FIGS. 1 and 3 to 8, the vehicle body 1 has a vehicle body frame 10 formed in a portal shape when viewed in the front-rear direction, and left and right crawlers 11 connected to the left and right lower end portions of the vehicle body frame 10. An engine 12, a battery 13, etc. are mounted on the left side portion of the vehicle body 1. On the right side portion of the vehicle body 1, there are provided an oil tank 14 made of a steel plate formed in a horizontal L shape, a storage tank (an example of a storage portion) 4A of the spraying device 4, etc. On the ceiling portion of the vehicle body 1, a front antenna unit 15 arranged on the front side of the ceiling portion, a rear antenna unit 16 arranged on the rear side of the ceiling portion, and a laminated display lamp 17 that displays the traveling state of the vehicle body 1, etc. are provided. The engine 12, the battery 13, etc. are covered by a left cover body 18 that forms the outer surface on the left side of the vehicle body 1. The oil tank 14, the storage tank 4A, etc. are covered by a right cover body 19 that forms the outer surface on the right side of the vehicle body 1.

[0018] As shown in FIGS. 3 to 8, the vehicle body frame 10 has left and right side frames 20 arranged in parallel at a predetermined interval in the left-right direction, a front cross member 21 installed between the upper end portions on the front end side of the left and right side frames 20, and a rear cross member 22 installed between the upper end portions on the rear end side of the left and right side frames 20, etc. Thereby, the vehicle body frame 10 is formed in a portal shape with a space that allows the passage of fruit trees secured between the left and right side frames 20. Inner wall bodies 23 that form the left and right inner surfaces of the vehicle body 1 are attached to the left and right side frames 20.

[0019] As shown in FIGS. 4 to 7, each side frame 20 includes a base member 20A extending in the longitudinal direction of the vehicle body 1, a front strut member 20B extending upward from the front end portion of the base member 20A, a rear strut member 20C extending upward from the rear end portion of the base member 20A, and an upper member 20D installed between the upper end portions of the front strut member 20B and the rear strut member 20C. Thus, the left and right side frames 20 are formed in a rectangular shape when viewed in the left-right direction.

[0020] As shown in FIGS. 3 to 6, among the left and right side frames 20, the left side frame 20 supports a mounting table 24 on which the engine 12, the battery 13, etc. are mounted. The mounting table 24 is arranged in a state of protruding leftward from the lower part of the left side frame 20 and being close to the crawler 11 directly above the left crawler 11. As shown in FIG. 6, the mounting table 24 is provided with a first support portion 24A for supporting the muffler 25 and the fuel tank 26.

[0021] As shown in FIGS. 4 to 5 and FIG. 7, an oil tank 14 is connected to the right side frame 20 in a state of protruding rightward from the lower part thereof. Thus, the oil tank 14 is arranged in a state of being close to the crawler 11 directly above the right crawler 11.

[0022] That is, in this work vehicle V, heavy components such as the engine 12, the battery 13, and the oil tank 14 whose weight increases due to the storage of oil are arranged on the left and right in a distributed state at the lower part of the vehicle body 1. As a result, this work vehicle V has a low center of gravity with the left-right balance equalized. As a result, the work vehicle V can stably perform contour running on the slopes of an orchard.

[0023] As shown in FIGS. 3, 6, and 7, in the left and right crawlers 11, the base member 20A of the side frame 20 is also used as the track frame thereof. In each of the left and right crawlers 11, a drive sprocket 11A and a first idler 11B are rotatably supported at the front end of the track frame (base member) 20A. At the rear end of the track frame 20A, a tension idler 11C is supported so as to be displaceable in the front-rear direction. At the front-rear intermediate portion of the track frame 20A, front and rear equalizer arms 11E that swing vertically about front and rear support shafts 11D extending laterally outward from the track frame 20A are provided. At the front and rear free ends of each equalizer arm 11E, a second idler 11F is rotatably supported. That is, at the front-rear intermediate portion of the track frame 20A, four second idlers 11F are supported so as to be swingably displaceable in the vertical direction. A crawler belt 11G is wound around the drive sprocket 11A, the idlers 11B, 11F, and the idler 11C. At the rear portion of the track frame 20A, a tension mechanism (not shown) is provided that maintains the crawler belt 11G in a tensioned state by biasing the idler 11C rearward.

[0024] As shown in FIGS. 3 to 6, in the left crawler 11, the left and right ends of the front and rear support shafts 11D are connected to the left end of the mounting table 24 via the left support plate 27. As shown in FIGS. 4 to 5 and 7, in the right crawler 11, the left and right ends of the front and rear support shafts 11D are connected to the right end of the oil tank 14 via the right support plate 27. That is, in this work vehicle V, the vehicle body frame 10 and the left and right crawlers 11 are configured in an integral structure.

[0025] As shown in FIGS. 4, 6 to 7, the driving sprocket 11A of each crawler 11 is transmitted with power from the engine 12 through a pair of hydrostatic continuously variable transmission devices (hereinafter referred to as HSTs) 30 and left and right chain-type transmission devices 31. Each HST 30 employs a split-type HST having a variable displacement axial piston hydraulic pump 30A, a fixed displacement axial piston hydraulic motor 30B, and a plurality of hydraulic pipes 30C connecting the hydraulic pump 30A and the hydraulic motor 30B, etc.

[0026] With the above configuration, the left and right crawlers 11 are driven by the power from the engine 12 in a state where independent speed change by the corresponding HST 30 is possible. As a result, the vehicle body 1 is in a forward state where it travels straight forward in the forward direction when the left and right crawlers 11 are driven at a constant speed in the forward direction, and is in a reverse state where it travels straight backward in the reverse direction when the left and right crawlers 11 are driven at a constant speed in the reverse direction. The vehicle body 1 is in a forward turning state where it slowly turns while moving forward when the left and right crawlers 11 are driven at unequal speeds in the forward direction, and is in a reverse turning state where it slowly turns while moving backward when the left and right crawlers 11 are driven at unequal speeds in the reverse direction. The vehicle body 1 is in a pivot turning state when one of the left and right crawlers 11 is stopped from being driven and the other crawler 11 is driven, and is in a spin turning state when the left and right crawlers 11 are driven at a constant speed in the forward and reverse directions. The vehicle body 1 is in a traveling stop state when the left and right crawlers 11 are stopped from being driven.

[0027] Incidentally, the left and right crawlers 11 may be configured to be electric type in which their driving sprockets 11A are driven by left and right electric motors.

[0028] As shown in Fig. 6, in each HST30, those hydraulic pumps 30A are of a two - stage type driven by a single pump shaft (not shown) directly connected to the output shaft 12A of the engine 12. The two - stage hydraulic pump 30A is placed on the mounting table 24 in a position directly below the fuel tank 26. As shown in Figs. 3 - 4 and Figs. 6 - 7, the left and right hydraulic motors 30B are attached to the upper part of the transmission case 29 connected to the lower front end of each side frame 20. Each hydraulic pipe 30C is laid along the vehicle body frame 10. The left and right chain - type transmission devices 31 transmit power from the output shaft (not shown) of the hydraulic motor 30B to a drive shaft (not shown) that rotates integrally with the drive sprocket 11A of the crawler 11 inside the corresponding transmission case 29.

[0029] As shown in Figs. 3, 5 - 8, the spraying device 4 has a storage tank 4A for storing chemical liquid etc., a spraying pump 4B for pumping the chemical liquid etc., an electric spraying motor 4C for driving the spraying pump 4B, a belt - type transmission device 4D for transmitting power from the spraying motor 4C to the spraying pump 4B, two spraying pipes 4E arranged in parallel on the back of the vehicle body 1 in a vertical posture, a total of 12 spraying nozzles 4F provided in three each on each spraying pipe 4E, an electronically - controlled valve unit 4G for changing the spraying amount and spraying pattern of the chemical liquid etc., and a plurality of spraying pipes (not shown) for connecting these components.

[0030] The storage tank 4A is supported by the oil tank 14 via the front and rear support frames 32 and 33 provided on the upper surface of the oil tank 14. The spraying pump 4B is placed at the rear part of the mounting table 24. The spraying motor 4C is supported by the second support part 24B provided at the rear part of the mounting table 24. The spraying motor 4C is arranged directly above the spraying pump 4B. The two left spraying pipes 4E are respectively attached to the L-shaped support members 20E provided on the left side frame 20 via a pipe holder 34 extending vertically and a bracket 35 connected to the upper and lower middle part of the pipe holder 34. The two right spraying pipes 4E are respectively attached to the L-shaped support members 20E provided on the right side frame 20 via a pipe holder 34 extending vertically and a bracket 35 connected to the upper and lower middle part of the pipe holder 34.

[0031] Each spraying nozzle 4F is attached to the corresponding spraying pipe 4E so as to be vertically position-changeable. Thereby, each spraying nozzle 4F can change their vertical interval and height position relative to the spraying pipe 4E according to the spraying target. Each pipe holder 34 is pin-connected to the corresponding bracket 35 so as to be vertically position-changeable. Thereby, each spraying nozzle 4F can change their height position relative to the vehicle body 1 together with the pipe holder 34 according to the spraying target. Each bracket 35 is pin-connected to the corresponding support member 20E so as to be horizontally position-changeable. Thereby, each spraying nozzle 4F can change their horizontal position relative to the vehicle body 1 together with the bracket 35 according to the spraying target.

[0032] In addition, in the spraying device 4, the number of spraying nozzles 4F provided in each spraying pipe 4E can be variously changed according to the type of fruit tree, the length of each spraying pipe 4E, etc.

[0033] As shown in FIGS. 3, 5 to 9, among the spraying nozzles 4F, the three spraying nozzles 4F provided on the leftmost spraying pipe 4E are used to spray liquid medicine or the like leftward toward the fruit tree Z located on the left outer side of the vehicle body 1. Among the spraying nozzles 4F, the three spraying nozzles 4F provided on the left middle spraying pipe 4E adjacent to the leftmost spraying pipe 4E are used to spray liquid medicine or the like rightward toward the fruit tree Z located in the left and right central space of the vehicle body 1. Among the spraying nozzles 4F, the three spraying nozzles 4F provided on the rightmost spraying pipe 4E are used to spray liquid medicine or the like rightward toward the fruit tree Z located on the right outer side of the vehicle body 1. Among the spraying nozzles 4F, the three spraying nozzles 4F provided on the right middle spraying pipe 4E adjacent to the rightmost spraying pipe 4E are used to spray liquid medicine or the like leftward toward the fruit tree Z located in the left and right central space of the vehicle body 1.

[0034] With the above configuration, in this spraying device 4, the two spraying pipes 4E and the six spraying nozzles 4F provided on the left back of the vehicle body 1 function as the left liquid spraying part 4L (an example of the working part). Also, the two spraying pipes 4E and the six spraying nozzles 4F provided on the right back of the vehicle body 1 function as the right liquid spraying part (an example of the working part) 4R. And the left and right liquid spraying parts 4L, 4R are arranged on the back of the vehicle body 1 with a left and right interval that allows the fruit tree Z to pass between the left and right liquid spraying parts 4L, 4R in a state where spraying in the left and right directions is possible.

[0035] In the spraying device 4, the spraying patterns by the left and right liquid spraying parts 4L, 4R include a four-direction spraying pattern in which the left and right liquid spraying parts 4L, 4R spray in both left and right directions, and a direction-limited spraying pattern in which the spraying directions by the left and right liquid spraying parts 4L, 4R are limited. The direction-limited spraying pattern includes a left three-direction spraying pattern in which the left liquid spraying part 4L sprays in both left and right directions and the right liquid spraying part 4R sprays only in the left direction, a right three-direction spraying pattern in which the left liquid spraying part 4L sprays only in the right direction and the right liquid spraying part 4R sprays in both left and right directions, and a two-direction spraying pattern in which the left liquid spraying part 4L sprays only in the right direction and the right liquid spraying part 4R sprays only in the left direction.

[0036] As shown in FIG. 7, the left end portion of the oil tank 14 is supported by the base member 20A of the right side frame 20. A support plate 36 is connected to the right end portion of the oil tank 14. The upper end portion of the support plate 36 is connected to the upper member 20D of the right side frame 20 via front and rear support members 37. Thereby, the right end portion of the oil tank 14 is supported by the upper member 20D of the right side frame 20 via the support plate 36 and the front and rear support members 37.

[0037] That is, the oil tank 14 has a high support strength such that both left and right end portions thereof are supported by the right side frame 20, and it can be used as a mounting table on which the storage tank 4A is placed. Note that the shape of the oil tank 14 in plan view is symmetrical with the shape of the mounting table 24 in plan view.

[0038] As shown in FIG. 2, the vehicle body 1 is equipped with an automatic driving control unit 40 that automatically drives the vehicle body 1 along a target path P (see FIG. 9) of the orchard based on positioning information from the positioning unit 5 and the like, an engine control unit 41 that controls the engine 12, an HST control unit 42 that controls each HST 30, and a work device control unit 43 that controls work devices such as the spraying device 4. Each of the control units 40 to 43 is constructed by an electronic control unit equipped with a microcontroller or the like, and various kinds of information and control programs stored in a non-volatile memory (for example, EEPROM such as flash memory) of the microcontroller. The various kinds of information stored in the non-volatile memory include a target path P generated in advance according to the orchard to be worked.

[0039] Each of the control units 40 to 43 is connected so as to be mutually communicable via CAN (Controller Area Network), which is an example of an in-vehicle network. Note that, for example, in-vehicle Ethernet or CAN-FD (CAN with FLexible Data rate) may be adopted for the in-vehicle network.

[0040] As shown in FIG. 9, the target path P includes a plurality of work paths Pw arranged in parallel at predetermined intervals and a plurality of turning paths Pt connecting the plurality of work paths Pw in the traveling order of the work vehicle V. Each work path Pw is a path along which the work vehicle V travels while performing work on fruit trees Z planted in a plurality of rows. Each turning path Pt is a path along which the work vehicle V makes a turning travel without performing work. The target path P includes various pieces of information related to automatic driving, such as the traveling direction, set vehicle speed, traveling state, and working state of the vehicle body 1 in each of the paths Pw and Pt.

[0041] Incidentally, in each work path Pw, since each work path Pw is a straight path corresponding to the fruit trees Z planted in a plurality of rows or a substantially straight path close thereto, the vehicle speed is set to a relatively high speed (working speed). Also, in each turning path Pt, in order to prevent the work vehicle V from deviating from the turning path Pt, the vehicle speed is set to a lower speed (turning speed) than the vehicle speed in the work path Pw.

[0042] Note that the target path P shown in FIG. 9 is merely an example, and the target path P can be variously changed according to vehicle information such as the type and working mode of the working device provided in the vehicle body 1, and working site information such as the arrangement state and number of rows of the fruit trees Z different for each orchard.

[0043] As shown in FIG. 2, the mobile communication terminal 3 is provided with a terminal control unit 3B that controls the display device 3A and the like. The terminal control unit 3B is constructed by an electronic control unit equipped with a microcontroller or the like, and various types of information and control programs stored in the non-volatile memory (e.g., EEPROM such as flash memory) of the microcontroller. The terminal control unit 3B includes a display control unit 3Ba that controls display and notification for the display device 3A and the like, and a target route generation unit 3Bb that generates a target route P (see FIG. 9) that enables the automatic traveling of the work vehicle V in an orchard where fruit trees Z are arranged in a plurality of rows. The display control unit 3Ba and the target route generation unit 3Bb are constructed by various control programs and the like stored in the non-volatile memory of the terminal control unit 3B. The various types of information stored in the non-volatile memory include work site information, the target route P (see FIG. 9), and the like. Thereby, the work site information, the target route P, and the like can be displayed on the display device 3A of the mobile communication terminal 3.

[0044] The vehicle body 1 and the mobile communication terminal 3 are provided with communication modules 28 and 3C that enable wireless communication between the automatic driving control unit 40 and the terminal control unit 3B. When Wi-Fi is adopted for wireless communication with the mobile communication terminal 3, the communication module 28 of the vehicle body 1 functions as a converter that converts communication information in both directions between CAN and Wi-Fi. The terminal control unit 3B can acquire various types of information regarding the vehicle body 1 including the current position and current orientation of the vehicle body 1 through wireless communication with the automatic driving control unit 40. Thereby, various types of information including the current position and current orientation of the vehicle body 1 with respect to the target route P can be displayed on the display device 3A of the mobile communication terminal 3.

[0045] As shown in FIGS. 2 and 8, the positioning unit 5 includes two GNSS antennas 5A and 5B that receive radio waves transmitted from a plurality of positioning satellites 8 (see FIG. 1), and two GNSS receivers 5C and 5D that measure the positions of the respective GNSS antennas 5A and 5B (hereinafter sometimes simply referred to as antenna positions) using the radio waves received by the respective GNSS antennas 5A and 5B, an inertial measurement unit (IMU) 5E that measures the attitude and azimuth of the vehicle body 1, and a positioning module 5F that calculates the current position and current azimuth of the vehicle body 1 based on the position information from the respective GNSS receivers 5C and 5D and the measurement information from the inertial measurement unit 5E, and the like.

[0046] Each of the GNSS receivers 5C and 5D and the inertial measurement unit 5E are connected to be mutually communicable with the automatic driving control unit 40 via CAN. The inertial measurement unit 5E has a three-axis gyroscope, a three-directional acceleration sensor, and the like. The positioning module 5F is constructed by a positioning control program and the like stored in the non-volatile memory of the automatic driving control unit 40.

[0047] Positioning methods using GNSS include DGNSS (Differential GNSS: relative positioning method), RTK-GNSS (Real Time Kinematic GNSS: interference positioning method), and the like. In this embodiment, RTK-GNSS with high accuracy suitable for positioning of the moving body is adopted. Therefore, a base station 9 that enables positioning by RTK-GNSS is installed at a known position around the orchard.

[0048] As shown in FIGS. 1 and 2, the base station 9 is provided with a GNSS antenna 9A that receives radio waves transmitted from a plurality of positioning satellites 8, and a GNSS receiver 9B that measures the position of the GNSS antenna 9A (hereinafter sometimes simply referred to as the antenna position) using the radio waves received by the GNSS antenna 9A. The GNSS receiver 9B acquires position correction information based on the measured antenna position and the installation position of the base station 9. The positioning unit 5 and the base station 9 are provided with communication modules 5G, 5H, 9C that enable wireless communication between each GNSS receiver 5C, 5D of the positioning unit 5 and the GNSS receiver 9B of the base station 9. Thereby, each GNSS receiver 5C, 5D of the positioning unit 5 can receive position correction information from the GNSS receiver 9B of the base station 9.

[0049] Each GNSS receiver 5C, 5D of the positioning unit 5 corrects the respective antenna positions measured by them based on the position correction information from the GNSS receiver 9B of the base station 9. Thereby, each GNSS receiver 5C, 5D can measure the positions (latitude, longitude, altitude in the global coordinate system) of the respective GNSS antennas 5A, 5B with high accuracy. The positioning unit 5 has GNSS receivers 5C, 5D and an inertial measurement device 5E, so that the positioning unit 5 can complement a decrease in positioning accuracy in the GNSS receivers 5C, 5D due to deterioration of the surrounding environment or the like with the inertial measurement device 5E. The positioning unit 5 can correct the measurement error accumulated in the inertial measurement device 5E based on the antenna positions measured by the GNSS receivers 5C, 5D. Even if the respective GNSS antennas 5A, 5B are arranged at the top of the vehicle body 1 in order to increase the reception sensitivity of the respective GNSS antennas 5A, 5B, the positioning unit 5 can correct the lateral displacement of the respective antenna positions with respect to the target path P caused by the rolling of the vehicle body 1 based on the installation height of the respective GNSS antennas 5A, 5B and the roll angle of the vehicle body 1 measured by the inertial measurement device 5E. Thereby, the positioning unit 5 can measure the current position, current orientation, and attitude angles (yaw angle, roll angle, pitch angle) of the vehicle body 1 with high accuracy.

[0050] As shown in FIG. 8, each of the GNSS antennas 5A and 5B of the positioning unit 5 is dispersedly installed at two positions in the front and rear in the vehicle body longitudinal direction on the ceiling of the vehicle body 1 at a predetermined interval. The front and rear GNSS antennas 5A and 5B are set to the same height position. Among the front and rear GNSS antennas 5A and 5B, the front GNSS antenna 5A is included in the front antenna unit 15 together with a communication module 5G connected to the GNSS receiver 5C corresponding to the front GNSS antenna 5A and the like. The rear GNSS antenna 5B is included in the rear antenna unit 16 together with a communication module 5H connected to the GNSS receiver 5D corresponding to the rear GNSS antenna 5B, an inertial measurement device 5E, and a communication module 28 for the mobile communication terminal 3 and the like. The positional relationship between the antennas and the installation height and the like of the front and rear GNSS antennas 5A and 5B are stored in the non-volatile memory of the automatic driving control unit 40.

[0051] Basically, the positioning module 5F calculates the current position of the vehicle body 1 based on the rear antenna position measured by the rear GNSS receiver 5D among the front and rear antenna positions measured by the front and rear GNSS receivers 5C and 5D. When only the positioning accuracy of the rear GNSS receiver 5D decreases, the positioning module 5F calculates the current position of the vehicle body 1 based on the front antenna position measured by the front GNSS receiver 5C. Thereby, the positioning module 5F can calculate the current position of the vehicle body 1 with high accuracy. Further, the automatic driving control unit 40 can automatically drive the work vehicle V along the target path P based on the current position of the vehicle body 1 with high accuracy calculated by the positioning module 5F and the like.

[0052] In addition, the current position of the vehicle body 1 calculated by the positioning module 5F can be set in various ways. For example, it can be set to the front end position on the left-right center at the upper end of the vehicle body 1, the rear end position on the left-right center at the upper end of the vehicle body 1, the front-rear intermediate position on the left-right center at the upper end of the vehicle body 1, the center position of the vehicle body 1, the center of gravity position of the vehicle body 1, or the turning center position in the spin turning state, and the like.

[0053] The positioning module 5F executes azimuth calculation control to calculate the current azimuth of the vehicle body 1 based on the front and rear antenna positions measured by the front and rear GNSS receivers 5C and 5D.

[0054] Based on the flowchart of FIG. 10 and FIGS. 11 to 13, the control operation of the positioning module 5F in the azimuth calculation control will be described. First, the positioning module 5F performs a coordinate conversion process of converting the front and rear antenna positions p1 and p2 measured by each GNSS receiver 5C and 5D into a NED coordinate system with one of the front and rear antenna positions (here, the rear antenna position p2) as the origin (step #1). Next, the positioning module 5F performs an inclination calculation process of calculating the inclination θL of the straight line L connecting between the antennas with the X-axis (north: N) set to 0 degrees from the difference Δx in the X direction and the difference Δy in the Y direction of the front antenna position p1 with respect to the rear antenna position p2 in the NED coordinate system (step #2, see FIG. 11). Also, the positioning module 5F performs an inclination offset amount calculation process of calculating the inclination offset amount Δθ between the antennas when the vehicle body 1 is directed towards true north (N) from the positional relationship between the front and rear GNSS antennas 5A and 5B stored in the non-volatile memory of the automatic driving control unit 40 (step #3, see FIG. 12). Then, the positioning module 5F performs an azimuth calculation process of calculating the azimuth θv of the vehicle body 1 from the difference between the inclination θL of the straight line L obtained in the inclination calculation process and the inclination offset amount Δθ between the antennas obtained in the inclination offset amount calculation process (step #4, see FIG. 13).

[0055] That is, in this work vehicle V, since the positioning module 5F calculates the current azimuth of the vehicle body 1 based on the front and rear antenna positions, there is no need to obtain the movement vector of the vehicle body 1 in the process as in the case of calculating the current azimuth of the vehicle body 1 from a single antenna position. Therefore, even during a turning operation with a small turning radius where it is difficult to obtain the movement vector of the vehicle body 1, or when the vehicle body 1 stops running and the movement vector of the vehicle body 1 cannot be obtained, the current azimuth of the vehicle body 1 can be calculated with high accuracy.

[0056] When the start of the automatic driving is commanded by a touch operation of the user on the display device 3A of the mobile communication terminal 3, the automatic driving control unit 40 executes automatic driving control to automatically drive the vehicle body 1 (working vehicle V) along the target path P based on the target path P for spraying work stored in the non-volatile memory, the positioning information from the positioning module 5F, and the like.

[0057] The automatic driving control includes an engine command process for transmitting a control command regarding the engine 12 to the engine control unit 41, an HST command process for transmitting a control command regarding the HST 30 to the HST control unit 42, a work command process for transmitting a control command regarding the spraying device 4 to the work device control unit 43, and the like.

[0058] In the engine command process, the automatic driving control unit 40 transmits an engine speed change command for instructing a change in the engine speed based on the set engine speed included in the target path P, and the like to the engine control unit 46A. The engine control unit 46A executes engine speed control for changing the engine speed in response to the engine speed change command transmitted from the automatic driving control unit 46F, and the like.

[0059] In the HST command process, the automatic driving control unit 40 transmits a traveling state change command for instructing a change in the traveling state based on the traveling state of the vehicle body 1 included in the target path P, a vehicle speed change command for instructing a change in the vehicle speed based on the set vehicle speed included in the target path P, and the like to the HST control unit 42. The HST control unit 42 executes traveling state change control for controlling the operation of each HST 30 in response to the traveling state change command transmitted from the automatic driving control unit 40, vehicle speed control for controlling the operation of each HST 30 in response to the vehicle speed change command transmitted from the automatic driving control unit 40, and the like.

[0060] In the operation instruction process, the automatic driving control unit 40 transmits to the work device control unit 43 a spraying pattern switching command for instructing switching of the spraying pattern by the left and right liquid spraying units 4L and 4R based on the spraying pattern included in each work path Pw of the target path P, a spraying start command for instructing start of spraying of a chemical solution or the like by the left and right liquid spraying units 4L and 4R based on the work start point included in the target path P, a spraying stop command for instructing stop of spraying of a chemical solution or the like by the left and right liquid spraying units 4L and 4R based on the work stop point included in the target path P, and the like. The work device control unit 43 controls the operation of the valve unit 4G in response to the spraying pattern switching command, the spraying start command, the spraying stop command, and the like transmitted from the automatic driving control unit 40, and executes spraying control for controlling the spraying state of a chemical solution or the like by the left and right liquid spraying units 4L and 4R, and the like.

[0061] Although not shown, the vehicle body 1 is equipped with various detection devices such as a first rotation sensor for detecting the output rotation speed of the engine 12, left and right second rotation sensors for detecting the output rotation speed of the hydraulic motors 30B in each HST 30, and a remaining amount sensor for detecting the remaining amount of fuel in the fuel tank 26.

[0062] As shown in FIG. 14, the obstacle detection system 6 includes left and right front lidar sensors 6A and a single rear lidar sensor 6B. As shown in FIGS. 3 to 4 and FIG. 6, among the left and right front lidar sensors 6A, the left front lidar sensor 6A is disposed at the left front end of the ceiling of the vehicle body 1 in a forwardly downward posture for looking down diagonally upward from the upper left front side of the vehicle body 1. Thereby, a predetermined range on the left front side of the vehicle body is set as the measurement range for the left front lidar sensor 6A. As shown in FIGS. 3 to 4 and FIG. 7, among the left and right front lidar sensors 6A, the right front lidar sensor 6A is disposed at the right front end of the ceiling of the vehicle body 1 in a forwardly downward posture for looking down diagonally upward from the upper right front side of the vehicle body 1. Thereby, a predetermined range on the right front side of the vehicle body is set as the measurement range for the right front lidar sensor 6A. As shown in FIGS. 5 to 7, the rear lidar sensor 6B is disposed at the rear end of the left and right center of the ceiling of the vehicle body 1 in a rearwardly downward posture for looking down diagonally upward from the upper rear side of the vehicle body 1. Thereby, a predetermined range on the rear side of the vehicle body is set as the measurement range for the rear lidar sensor 6B.

[0063] Each of the lidar sensors 6A and 6B measures the distance to each measurement point (measurement object) in the measurement range from each of the lidar sensors 6A and 6B by the TOF (Time Of Flight) method that measures the distance to the measurement point based on the round-trip time until the emitted laser light reaches the measurement point and returns. Each of the lidar sensors 6A and 6B scans the laser light horizontally and vertically at high speed over the entire measurement range thereof, and sequentially measures the distance to the measurement point for each scanning angle (coordinate). Each of the lidar sensors 6A and 6B generates a distance image from the measurement information such as the measured distance to each measurement point and the scanning angle (coordinate) for each measurement point, extracts a group of measurement points estimated to be obstacles, and transmits the measurement information regarding the extracted group of measurement points to the automatic driving control unit 40 as measurement information regarding the obstacles.

[0064] As shown in FIG. 14, the obstacle detection system 6 includes left and right front ultrasonic sensors 6C, front and rear left ultrasonic sensors 6D, front and rear right ultrasonic sensors 6E, and a single obstacle detection unit 6F. As shown in FIGS. 3 to 4 and FIGS. 6 to 7, the left and right front ultrasonic sensors 6C are arranged in a forward-facing posture at the left and right front end portions of the vehicle body 1. Thereby, the left and right front ultrasonic sensors 6C have a measurement range set for a predetermined range on the left and right sides on the front side of the vehicle body. As shown in FIG. 3, the front and rear left ultrasonic sensors 6D are arranged in a left-facing posture at the front and rear left end portions of the vehicle body 1. Thereby, the front and rear left ultrasonic sensors 6D have a measurement range set for a predetermined range in the front and rear on the left outer side of the vehicle body 1. The front and rear right ultrasonic sensors 6E are arranged in a right-facing posture at the front and rear right end portions of the vehicle body 1. Thereby, the front and rear right ultrasonic sensors 6E have a measurement range set for a predetermined range in the front and rear on the right outer side of the vehicle body 1.

[0065] Based on the transmission and reception of ultrasonic waves by each of the ultrasonic sensors 6C to 6E, the obstacle detection unit 6F determines the presence or absence of a measurement object in the measurement range of each of the ultrasonic sensors 6C to 6E. The obstacle detection unit 6F measures the distance from each of the ultrasonic sensors 6C to 6E to the measurement object by the TOF (Time Of Flight) method that measures the distance to the measurement point based on the round-trip time until the transmitted ultrasonic wave reaches the measurement point and returns. The obstacle detection unit 6F transmits the measured distance to the measurement object and the direction of the measurement object to the automatic driving control unit 40 as measurement information regarding the obstacle.

[0066] Each of the lidar sensors 6A, 6B and the obstacle detection unit 6F includes an electronic control unit equipped with a microcontroller or the like, and various control programs stored in a non-volatile memory (for example, EEPROM such as flash memory) of the microcontroller. Each of the lidar sensors 6A, 6B and the obstacle detection unit 6F is connected to be able to communicate with each other via CAN to the automatic driving control unit 40.

[0067] As shown in FIGS. 2 and 14, the automatic driving control unit 40 includes a collision avoidance module 40A that avoids the risk of the work vehicle V colliding with an obstacle based on measurement information regarding the obstacle from each of the rider sensors 6A and 6B and the obstacle detection unit 6F. The collision avoidance module 40A is constructed by a control program for collision avoidance stored in the non-volatile memory of the automatic driving control unit 40 and the like.

[0068] As shown in FIG. 14, the camera unit 7 includes left and right front cameras 7A that photograph the front side of the vehicle body 1, a single rear camera 7B that photographs the rear side of the vehicle body 1, and an image processing device 7C that processes images from each of the cameras 7A and 7B. As shown in FIGS. 3 to 4, 6, and 8, among the left and right front cameras 7A, the left front camera 7A is disposed at the left front end portion of the ceiling portion of the vehicle body 1 in a downwardly inclined posture that looks down on the left front side of the vehicle body 1 from an obliquely upper side. Thereby, a predetermined range on the left front side of the vehicle body is set as the imaging range for the left front camera 7A. As shown in FIGS. 3 to 4, 7, and 8, the right front camera 7A is disposed at the right front end portion of the ceiling portion of the vehicle body 1 in a downwardly inclined posture that looks down on the right front side of the vehicle body 1 from an obliquely upper side. Thereby, a predetermined range on the right front side of the vehicle body is set as the imaging range for the right front camera 7A. As shown in FIGS. 5 to 8, the rear camera 7B is disposed at the rear end portion at the center between the left and right of the ceiling portion of the vehicle body 1 in a downwardly inclined posture that looks down on the rear side of the vehicle body 1 from an obliquely upper side. Thereby, a predetermined range on the rear side of the vehicle body is set as the imaging range for the rear camera 7B.

[0069] The image processing device 7C includes an electronic control unit equipped with a microcontroller or the like, and various control programs stored in the non-volatile memory (such as EEPROM like flash memory) of the microcontroller. The image processing device 7C has undergone a learning process for recognizing fruit trees in an orchard. The image processing device 7C is connected to the automatic driving control unit 40 via CAN so as to be able to communicate with each other. The image processing device 7C processes the information from each of the cameras 7A and 7B, generates images such as a left front image of the vehicle body, a right front image of the vehicle body, and a rear image of the vehicle body, and transmits them to the automatic driving control unit 40. The automatic driving control unit 40 transfers each of the transmitted images to the terminal control unit 3B of the mobile communication terminal 3. As a result, images such as a left front image of the vehicle body, a right front image of the vehicle body, and a rear image of the vehicle body can be displayed on the display device 3A of the mobile communication terminal 3. Then, the user can easily grasp the situation on the front side and the rear side of the vehicle body by visually observing each image displayed on the display device 3A.

[0070] In addition, the camera unit 7 may be included in the obstacle detection system 6. In this case, based on the information about obstacles from each of the lidar sensors 6A and 6B with high ranging accuracy and each of the ultrasonic sensors 6C to 6E, and the information about obstacles from the camera unit 7 with high object discrimination accuracy, the detection of obstacles can be performed with higher accuracy.

[0071] That is, the above-described automatic driving unit 2 includes a positioning unit 5, an obstacle detection system 6, a camera unit 7, an automatic driving control unit 40, an engine control unit 41, an HST control unit 42, and a work device control unit 43, and so on. And when these operate properly, the work vehicle V can be accurately automatically driven along the target path P, and the spraying work of chemical liquid or the like by the spraying device 4 can be properly performed.

[0072] As shown in FIGS. 3 to 4, FIG. 8, and FIG. 15, a U-shaped support member 50 in plan view for supporting the front antenna unit 15 is attached to the front cross member 21 of the vehicle body frame 10. As shown in FIGS. 4 and 15, the support member 50 includes left and right support plates 51 whose shape in side view is formed in a downward L shape. As shown in FIG. 15, each support plate 51 is formed with a long hole 51A extending in the vehicle body front-rear direction at its upper end portion. The left and right brackets 52 provided at the bottom of the front antenna unit 15 are connected to each support plate 51 through a pair of front and rear bolts 53 and the like using the long holes 51A of the support plates 51.

[0073] With this configuration, the front antenna unit 15 can be repositioned from the use position above the vehicle body shown by the solid line in FIG. 15 to the storage position in front of the vehicle body shown by the two-dot chain line in FIG. 15 by releasing the connection of each support plate 51 by the front-side bolts 53 and the like and then loosening the connection of each support plate 51 by the rear-side bolts 53 and the like.

[0074] As shown in FIGS. 3 and 5 to 8, a U-shaped support member 54 in plan view for supporting the rear antenna unit 16 is attached to the rear cross member 22 of the vehicle body frame 10. As shown in FIGS. 5 to 7, the support member 54 includes left and right support plates 55 whose shape in side view is formed in a downward L shape. Each support plate 55 is formed with a long hole 55A extending in the vehicle body front-rear direction at its upper end portion. The left and right brackets (not shown) provided at the bottom of the rear antenna unit 16 are connected to each support plate 55 through a pair of front and rear bolts 56 and the like using the long holes 55A of the support plates 55.

[0075] With this configuration, the rear antenna unit 16 can be repositioned from the use position above the vehicle body to the storage position behind the vehicle body by releasing the connection of each support plate 55 by the rear-side bolts 56 and the like and then loosening the connection of each support plate 55 by the rear-side bolts 56 and the like.

[0076] As shown in FIGS. 3 to 4, FIG. 8, and FIG. 15, left and right support plates 51 have left and right headlamps 58 attached to their front lower portions via left and right support fittings 57. The left and right support fittings 57 are bolted to the left and right support plates 51 in a state where angular adjustment in the vertical direction is possible. The left and right headlamps 58 are bolted to the left and right support fittings 57 in a state where swing displacement in the left and right directions is possible.

[0077] With this configuration, the left and right headlamps 58 can adjust their illumination directions in the vertical and horizontal directions. Also, as shown in FIG. 15, when changing the position of the front antenna unit 15 from the use position shown by the solid line in FIG. 15 to the storage position shown by the two-dot chain line in FIG. 15, by changing the position of the left and right headlamps 58 from the forward use position to the laterally outward retracted position, interference between the front antenna unit 15 and the left and right headlamps 58 can be avoided.

[0078] As shown in FIGS. 3 to 6, FIG. 8, and FIG. 15, a bracket 59 to which the above-described indicator lamp 17 is detachably attached is connected to the left side portion of the support member 50.

[0079] With the above configuration, in this work vehicle V, when storing the work vehicle V in a storage or transporting it by a transport vehicle or the like, by changing the positions of the antenna units 15 and 16 from the use position to the storage position and removing the indicator lamp 17 from the bracket 59, it is possible to suppress the occurrence of inconvenience where the antenna units 15 and 16 and the indicator lamp 17 come into contact with other objects and are damaged.

[0080] As shown in FIGS. 3, 5 to 8, left and right combination lamps 60 having stop lamps and back lamps are attached to the left and right support plates 55. The left and right combination lamps 60 are arranged at positions that do not interfere with the position change of the rear antenna unit 16 described above.

[0081] As shown in FIGS. 3 to 4, FIG. 6, and FIG. 8, on the left side of the vehicle body 1, a bracket 59 that supports the indicator lamp 17 is attached with a power switch 61 that interrupts power supply from the battery 13 to each electrical component such as each control unit 40 to 43. A step 62 that enables a user to board is attached to the left support plate 27. The left cover body 18 is provided with an upper cover 18A (see FIG. 3) located at the front-rear intermediate portion thereof so as to be swingable in the vertical direction for opening and closing. And inside the left side of the vehicle body 1, a cross-swing type control lever 63 (see FIG. 6) that enables manual operation when the upper cover 18A is held in the open position is provided. The control lever 63 is connected to the automatic driving control unit 40 via a sensor unit (not shown) that detects the operation direction and operation amount thereof. The automatic driving control unit 40 transmits a switching of the running state of the vehicle body 1 to the HST control unit 42 according to the operation direction and operation amount of the control lever 63 transmitted from the sensor unit. The HST control unit 42 controls the operation of each HST 30 according to the switching of the running state transmitted from the automatic driving control unit 40.

[0082] That is, in this work vehicle V, when the user boards on the step 62, the operation of the power switch 61 can be easily performed. Also, when the upper cover 18A is held in the open position and the user boards on the step 62, manual movement running using the control lever 63 becomes possible.

[0083] For the automatic driving control by the automatic driving control unit 40, as shown in FIGS. 16 to 20, a control target position pv of the work vehicle V is set at a position on a target path P that is a predetermined distance (for example, 1 m) L1 in the traveling direction from the current position p0 of the work vehicle V (vehicle body 1), and the work vehicle V is automatically driven so as to follow this control target position pv. This includes trajectory tracking control. Thereby, the automatic driving control unit 40 can automatically drive the work vehicle V along the target path P.

[0084] Regarding the detailed description of the trajectory tracking control, as shown in FIG. 16, the automatic driving control unit 40 sets the control target position pv on the work path Pw until the work vehicle V is positioned near the boundary with the next turning path Pt on the work path Pw. In other words, while the current position p0 of the work vehicle V is located on the work path Pw at a distance of L1 or more from the first connection point Pa (boundary) between the end of the work path Pw and the start of the turning path Pt, the work vehicle V is automatically driven to follow this control target position pv. Thereby, the automatic driving control unit 40 can automatically drive the work vehicle V along the work path Pw until the work vehicle V moves near the boundary with the next turning path Pt on the work path Pw. As a result, it is possible to avoid the risk that the work vehicle V deviates from the work path Pw and collides with the space of the work vehicle V or the fruit tree Z located on its left or right.

[0085] As shown in FIG. 17, when the work vehicle V is positioned near the boundary with the next turning path Pt on the work path Pw, in other words, while the current position p0 of the work vehicle V is located on the work path Pw within a distance of L1 from the aforementioned first connection point Pa, the automatic driving control unit 40 sets the control target position pv on the extension line Lw of the work path Pw and automatically drives the work vehicle V to follow this control target position pv. Thereby, until the work vehicle V actually shifts from the work path Pw to the next turning path Pt, the work vehicle V can be automatically driven along the work path Pw while maintaining its posture along the work path Pw. As a result, it is possible to avoid the risk that the work vehicle V starts to turn and takes a path that collides with the fruit tree Z before completely exiting from between the fruit tree rows Zr and above the fruit tree rows Zr near the boundary between the work path Pw and the turning path Pt.

[0086] As shown in FIG. 18, when the work vehicle V reaches the boundary between the work path Pw and the next turning path Pt, in other words, when the current position p0 of the work vehicle V is located on the above-described first connection point Pa, the automatic travel control unit 40 switches the control target position pv from the extension line Lw of the work path Pw to the turning path Pt. Then, as shown in FIG. 19, the automatic travel control unit 40 sets the control target position pv on the turning path Pt while the work vehicle V is located on the turning path Pt near the boundary with the work path Pw, in other words, while the current position p0 of the work vehicle V is located on the turning path Pt at a distance L1 or more from the second connection point Pb (boundary) between the end of the turning path Pt and the start of the work path Pw, and automatically travels the work vehicle V so as to follow this control target position pv. As a result, the work vehicle V can be automatically traveled along the turning path Pt until the work vehicle V is located near the boundary with the next work path Pw on the turning path Pt.

[0087] As shown in FIG. 20, when the work vehicle V is located near the boundary with the next work path Pw on the turning path Pt, in other words, when the current position p0 of the work vehicle V is located on the turning path Pt within a predetermined distance L1 from the above-described second connection point Pb, the automatic travel control unit 40 sets the control target position pv on the work path Pw and automatically travels the work vehicle V so as to follow this control target position pv. As a result, when the work vehicle V is located near the boundary with the next work path Pw on the turning path Pt, while automatically traveling the work vehicle V along the turning path Pt, as the work vehicle V approaches the work path Pw, the attitude of the work vehicle V can be brought closer to an attitude suitable for traveling on the work path Pw. As a result, when the work vehicle V finishes the turning travel on the turning path Pt, the position and attitude of the work vehicle V can be made suitable for the work vehicle V to move on the next fruit tree row Zr and between the fruit tree rows Zr.

[0088] While the work vehicle V passes through the boundary between the turning path Pt and the next work path Pw and is positioned near the boundary with the next turning path Pt on the next work path Pw, in other words, while the current position p0 of the work vehicle V passes through the above-described second connection point Pb and is located on a path that is at least a predetermined distance L1 away from the above-described first connection point Pa in the next work path Pw, the automatic travel control unit 40 sets a control target position pv on the work path Pw and automatically drives the work vehicle V so as to follow this control target position pv (see FIG. 16).

[0089] In this way, by the automatic travel control unit 40 setting the control target position pv and automatically driving the work vehicle V so as to follow this control target position pv, not only when the work vehicle V is traveling on and between the fruit tree rows Zr, but also when the work vehicle V exits from on and between the fruit tree rows Zr and when the work vehicle V moves onto and between the next fruit tree rows Zr, it is possible to avoid the risk of the work vehicle V taking an inappropriate posture or path and colliding with the fruit tree Z.

[0090] Moreover, in enabling such collision avoidance, since it is not necessary to make the length of the work path Pw with respect to the fruit tree row Zr too long, non-work paths such as the turning path Pt included in the target path P can be made as short as possible, and it is possible to shorten the working time and reduce the fuel consumption, etc.

[0091] Also, while the work vehicle V is positioned on the turning path Pt, since the automatic travel control unit 40 does not set the control target position pv on the extension line Lt of the turning path Pt, it is possible to avoid the risk of the work vehicle V deviating from the turning path Pt due to the control target position pv being set on the extension line Lt of the turning path Pt.

[0092] And, as shown in FIGS. 21 to 22, even if the work vehicle V is displaced from the turning path Pt during turning travel on the turning path Pt, the automatic travel control unit 40 does not set the control target position pv on the extension line Lt of the turning path Pt as shown in FIG. 21, but sets the control target position pv on the work path Pw as shown in FIG. 22. Therefore, even when the work vehicle V is displaced from the turning path Pt, when the work vehicle V moves onto the next fruit tree row Zr and between the fruit tree rows Zr, the position and orientation of the work vehicle V can be adjusted to a position and orientation suitable for moving onto the next fruit tree row Zr and between the fruit tree rows Zr.

[0093] Grapes for wine, etc. are cultivated on sloping land in a state where fruit tree rows along the contour lines are arranged at predetermined intervals in the slope direction due to sunlight exposure. For such an orchard, the target path P generated has each work path Pw generated along the contour lines and each turning path Pt generated across the upper and lower work paths Pw. Therefore, when automatically driving the work vehicle V according to such a target path P, the work vehicle V will turn and travel in the slope direction according to the turning path Pt.

[0094] On the other hand, since the work vehicle V illustrated in this embodiment is for spraying work, when the remaining amount of the spraying liquid in the storage tank 4A decreases as the work vehicle travels, this decrease in the remaining amount will affect the turning performance when the work vehicle V turns and travels in the slope direction according to the turning path Pt at the work site.

[0095] Specifically, for example, as shown in FIGS. 23 to 25, when the work vehicle V turns upward in the inclined direction, the state where the spraying liquid in the storage tank 4A is less (see FIG. 23(b)) rather than the state where the spraying liquid in the storage tank 4A is more (see FIG. 23(a)) causes the center-of-gravity position pc of the vehicle body 1 to change to the rear side of the vehicle body 1, and the position where this center-of-gravity position pc is projected onto the ground also changes. As a result, as shown in FIG. 24, a difference occurs between the turning center position pt1 by the left and right crawlers 11 in the state where the spraying liquid in the storage tank 4A is more and the turning center position pt2 by the left and right crawlers 11 in the state where the spraying liquid in the storage tank 4A is less. When the left and right crawlers 11 are driven at a constant speed difference, the turning travel locus t2 of the work vehicle V in the state where the spraying liquid is less is displaced toward the turning center side compared to the turning travel locus t1 of the work vehicle V in the state where the spraying liquid is more. Therefore, the more the spraying liquid in the storage tank 4A decreases, the more likely the work vehicle A after turning is to be displaced in the inclined direction with respect to the work path Pw.

[0096] Therefore, in order to prevent the occurrence of the above-mentioned inconveniences, as shown in FIG. 26, it is conceivable to make the control target position pv1 when the work vehicle A turns and travels along the turning path Pt in the state where the spraying liquid is less coincide with the control target position pv2 when the work vehicle A turns and travels along the turning path Pt in the state where the spraying liquid is more. However, conventionally, as shown in FIG. 25, since the control target positions pv1 and pv2 set by the automatic travel control unit 40 are defined at positions on the target path P at a constant distance L1 from the work vehicle A in the traveling direction, such a solution cannot be taken, and there is room for improvement.

[0097] Therefore, in this automatic driving system for a work vehicle, when the work vehicle A is located on the turning path Pt, the automatic driving control unit 40 enables correction of the control target position pv based on the inclination information of the work area and the remaining amount of the spraying liquid. Specifically, in the above-described trajectory tracking control, when the work vehicle V is located on the turning path Pt, each time the work vehicle V makes a turning travel on the turning path Pt, the automatic driving control unit 40 corrects the control target position pv set on the turning path Pt based on the displacement of the turning center position of the work vehicle V (the displacement of the turning center positions pt1 and pt2 shown in FIGS. 24 to 25) due to the influence of the amount of the spraying liquid in the storage tank 4A, which is different each time. That is, a control target position correction process is performed.

[0098] Hereinafter, based on the flowchart of FIG. 27, the control operation of the automatic driving control unit 40 in the control target position correction process will be described.

[0099] Each time the work vehicle V makes a turning travel on the turning path Pt, the automatic driving control unit 40 performs an information acquisition process of acquiring detection information from a remaining amount sensor (an example of a remaining amount detection unit) 45 (see FIG. 2) for detecting the remaining amount of the spraying liquid in the storage tank 4A and measurement information from the inertial measurement device 5E (step #1).

[0100] The automatic driving control unit 40 performs an inclination information acquisition process of acquiring inclination information of the work area based on the posture information of the vehicle body 1 included in the measurement information from the inertial measurement device 5E (step #2). Further, the automatic driving control unit 40 performs a turning center position calculation process of calculating the turning center positions pt1 and pt2 of the work vehicle V for each turning path Pt based on the acquired inclination information of the work area and the remaining amount of the spraying liquid (step #3).

[0101] The automatic driving control unit 40 performs a change amount calculation process of calculating a change amount Δpt of the turning center position pt2 of the work vehicle V calculated on the current turning path Pt and the turning center position pt1 of the work vehicle V calculated on the previous turning path Pt (step #4), and uses this change amount Δpt as a correction amount Δpv of the current control target position pv2 with respect to the previous control target position pv1, and performs a separation distance change process of changing the separation distance (predetermined distance) L1 from the current position p0 of the work vehicle V on the current turning path Pt to the control target position pv (step #5).

[0102] Thereby, when the automatic driving control unit 40 sets the control target position pv on the turning path Pt in order to turn and drive the work vehicle V in the inclination direction of the inclined surface, regardless of the change in the turning center position of the work vehicle V caused by the amount of spraying liquid in the storage tank 4A that is different for each turning path Pt, the control target position pv (control target position pv2 in FIG. 26) set on the current turning path Pt can be set (corrected) to the same position as the control target position pv (control target position pv1 in FIG. 26) set on the previous turning path Pt. Then, the work vehicle V turns and travels along the turning path Pt in a state of following the appropriate control target position pv (pv2) after the correction.

[0103] That is, even if the turning center position of the work vehicle V changes due to the amount of spraying liquid in the storage tank 4A that is different for each turning path Pt, the work vehicle V can be turned along the turning path Pt in a state where the change is taken into account. As a result, regardless of the amount of spraying liquid in the storage tank 4A that is different for each turning path Pt, the turning performance of the work vehicle A on each turning path Pt can be made substantially the same, and it is possible to prevent the work vehicle A after turning from being displaced in the inclination direction with respect to the work path Pw.

[0104] Thereby, even when the work vehicle V is turned and driven in the inclination direction of the sloping ground despite the decrease in the spraying liquid in the storage tank 4A accompanying the work running, the work vehicle V can be accurately automatically driven along the target path P.

[0105] In the work vehicle V as well, the inertial measurement device 5E and the automatic driving control unit 40 function as an inclination information acquisition unit that acquires inclination information of the work area where the target path P is generated.

[0106] Furthermore, the automatic driving control unit 40 may store a correction amount Δpv for each pre-set path or a common control target position pv for each turning path Pt. Alternatively, the turning path Pt of the target path P may be provided with a correction amount Δpv of the control target position pv.

[0107] By the way, when the work vehicle V turns and travels in the inclination direction, due to the inclination of the work area and the remaining amount of the spraying liquid, it slips downward in the inclination direction, and it is conceivable that the work vehicle A during turning is displaced downward in the inclination direction with respect to the turning path Pt. In such a case, if the automatic driving control unit 40 calculates a correction amount corresponding to the slip amount based on the inclination information of the work area and the remaining amount of the spraying liquid, and enables the correction of the control target position pv by this correction amount, the control target position pv with respect to the turning path Pt can be set outside the turning path Pt assuming the slip amount. Thereby, it is possible to prevent the work vehicle A during turning from being displaced downward in the inclination direction with respect to the turning path Pt.

[0108] As shown in FIG. 28, the left and right front rider sensors 6A and 6B are masked in the ranges Aai and Abi inside the vehicle body from the left and right centers of the respective measurement ranges Aa and Ab in the measurement ranges Aa and Ab of the respective rider sensors 6A and 6B so as not to detect the fruit tree Z passing through the space of the work vehicle V as an obstacle when the work vehicle V is automatically traveling along the work path Pw. Thereby, the left and right front rider sensors 6A and 6B detect fruit trees Z and the like existing on the left and right sides of the work vehicle V as obstacles when the work vehicle V is automatically traveling along the work path Pw.

[0109] The collision avoidance module 40A defines a potential function for the traveling target position pd of the work vehicle V set by the automatic driving control unit 40 and the position of an obstacle such as a fruit tree Z, and generates a collision avoidance path Pe (see FIG. 30) by determining the traveling direction according to the gradient of this function. Using the potential method, path correction control is performed to correct the path from the current position p0 of the work vehicle V to a predetermined traveling target position pd on the target path P.

[0110] Hereinafter, based on the flowchart of FIG. 29 and the explanatory diagrams of FIGS. 30 to 31, the control operation of the collision avoidance module 40A in the path correction control will be described.

[0111] The collision avoidance module 40A performs information acquisition processing to acquire the traveling target position pd of the work vehicle V and measurement information regarding an obstacle from the left and right front rider sensors 6A and 6B (step #11).

[0112] The collision avoidance module 40A performs first determination processing to determine whether an obstacle is detected by at least one of the left and right front rider sensors 6A and 6B (step #12). When an obstacle is detected, potential field generation processing is performed to generate a potential field in which an attractive potential is generated at the traveling target position coordinates and a repulsive potential is generated at the obstacle coordinates (step #13).

[0113] When the collision avoidance module 40A does not detect an obstacle with the left and right front rider sensors 6A and 6B in the first determination processing, it waits until an obstacle is detected.

[0114] The collision avoidance module 40A performs path generation processing to generate a collision avoidance path Pe from the current position p0 of the work vehicle V to the traveling target position pd based on the gradient of the generated potential field (step #14), and performs second determination processing to determine whether there is an inflection point pe with an angular change greater than or equal to a predetermined value in the collision avoidance path Pe (step #15).

[0115] When there is an inflection point pe in the second determination process, the collision avoidance module 40A performs a target position setting process of setting the inflection point pe as the travel target position pd (step #16), and performs a reference line generation process of generating a travel reference line Ls passing through the inflection point pe from the current position p0 of the work vehicle V (step #17). Then, the collision avoidance module 40A performs a control target position change process of changing the setting of the control target position pv from the work path Pw to the travel reference line Ls (step #18).

[0116] When there is no inflection point pe in the second determination process, the collision avoidance module 40A returns to step #11 and maintains the state where the control target position pv is set on the work path Pw.

[0117] After performing the control target position change process, the collision avoidance module 40A performs a third determination process of determining whether the current position p0 of the work vehicle V has reached the inflection point pe (travel target position pd) (step #19). When it reaches the inflection point pe, it returns to step #11 and generates a collision avoidance path Pe from the inflection point pe (current position p0 of the work vehicle V) to the next travel target position pd. If it has not reached the inflection point pe, it waits until the current position p0 of the work vehicle V reaches the inflection point pe.

[0118] That is, when the work vehicle V is located on the work path Pw and fruit trees Z in the fruit tree row Zr adjacent to the work path Pw are detected as obstacles by the left and right front rider sensors 6A and 6B, the collision avoidance module 40A can change the setting of the control target position pv from the work path Pw to the travel reference line Ls for collision avoidance based on the detection by the left and right front rider sensors 6A and 6B.

[0119] Thereby, in the trajectory tracking control for making the work vehicle V follow the control target position pv, it is possible to automatically drive the work vehicle V in a state substantially following the work path Pw while avoiding the risk of the work vehicle V colliding with fruit trees Z in the fruit tree row Zr adjacent to the work path Pw.

[0120] Moreover, such collision avoidance can be easily and accurately performed by generating a collision avoidance path Pe using the potential method even in an orchard where a large number of obstacles such as fruit trees Z exist around the target path P. 〔Alternative Embodiment〕 An alternative embodiment of the present invention will be described.

[0121] Note that the configurations of the respective alternative embodiments described below are not limited to being applied individually, and can also be applied in combination with the configurations of other alternative embodiments.

[0122] (1) The work vehicle V may be configured with an electric specification including left and right electric motors that independently drive the left and right crawlers 11, for example, instead of the engine 12 and the pair of HSTs 30.

[0123] (2) The work vehicle V may be connected to the vehicle body frame 10 such that one or both of the left and right crawlers 11 can be lifted and lowered via a lift drive unit.

[0124] (3) The work vehicle V may be configured such that the left and right width of the vehicle body 1 can be changed together with the left and right intervals of the left and right crawlers 11.

[0125] (4) The work vehicle V may be configured in a wheel specification including left and right front wheels and left and right rear wheels, or a semi-crawler specification including left and right crawlers instead of the left and right rear wheels.

[0126] [Supplementary Note of the Invention] The first characteristic configuration of the present invention is in an automatic driving system for a work vehicle, comprising a position information acquisition unit that acquires position information of the work vehicle, and an automatic driving control unit that automatically drives the work vehicle according to a pre-generated target path, wherein the target path includes a plurality of work paths arranged in parallel at a predetermined interval, and a plurality of turning paths that connect the plurality of work paths in the traveling order of the work vehicle, The automatic driving control unit enables the work vehicle to automatically drive along the target path by setting a control target position. When the work vehicle is located near the boundary with the turning path on the work path, the automatic driving control unit sets the control target position on the extension line of the work path. When the work vehicle is located near the boundary with the work path on the turning path, the automatic driving control unit is at the point of setting the control target position on the work path.

[0127] According to this configuration, while the work vehicle is located near the boundary with the turning path on the work path, it travels along the work path while following the control target position set on the extension line of the work path by the automatic driving control unit. As a result, the work vehicle travels along the work path while maintaining a posture along the work path until just before transitioning from the work path to the turning path.

[0128] Also, while the work vehicle is located near the boundary with the work path on the turning path, it travels along the turning path while following the control target position set on the next work path by the automatic driving control unit. As a result, until the work vehicle transitions from the turning path to the work path, as it approaches the work path, it travels along the turning path while bringing its posture closer to a posture along the work path suitable for traveling on the work path.

[0129] That is, when the work vehicle transitions from the work path to the turning path, the posture of the work vehicle can be maintained in a posture suitable for traveling on the work path until just before the work vehicle transitions to the turning path. Also, when the work vehicle transitions from the turning path to the work path, the posture of the work vehicle can be made into a posture suitable for traveling on the work path from the initial stage when the work vehicle transitions from the turning path to the work path.

[0130] Accordingly, even when the work site is an orchard or a field where there are fruit tree rows or crop rows adjacent to the work path, for example, it is not necessary to set the connection point between the work path and the turning path at a position far from the end of the fruit tree rows or crop rows. When the work vehicle moves from the work path to the turning path or from the turning path to the work path, it is possible to avoid the risk of the work vehicle colliding with the fruit tree rows or crop rows.

[0131] As a result, while minimizing non-work paths such as turning paths included in the target path for autonomous driving to shorten the work time and reduce fuel consumption, it is possible to provide an autonomous driving system for a work vehicle that can avoid the risk of the work vehicle colliding with fruit tree rows or crop rows when the work vehicle moves between the work path and the turning path.

[0132] The second characteristic configuration of the present invention is When the work vehicle is located on the turning path, the automatic driving control unit is at a point where the control target position is not set on the extension line of the turning path.

[0133] According to this configuration, when the work vehicle is located on the turning path, it is possible to avoid the risk of the work vehicle deviating from the turning path due to the control target position being set on the extension line of the turning path by the automatic driving control unit.

[0134] Also, even if the work vehicle is displaced from the turning path during turning on the turning path, the control target position will not be set on the extension line of the turning path by the automatic driving control unit, and the control target position will be set on the work path or the turning path. Therefore, even when the work vehicle is displaced from the turning path, when the work vehicle moves to the next work path, the position and posture of the work vehicle can be adjusted to a posture suitable for traveling on the work path.

[0135] The third characteristic configuration of the present invention is having an inclination information acquisition unit that acquires inclination information of the work site where the target path is generated, The work vehicle is provided with a spraying unit that sprays a spraying liquid, a storage unit that stores the spraying liquid, and a remaining amount detection unit that detects the remaining amount of the spraying liquid in the storage unit. When the work vehicle is located on the turning path, the automatic driving control unit is capable of correcting the control target position based on the inclination information and the remaining amount of the spraying liquid.

[0136] For example, if the work vehicle is for spraying work, every time the work vehicle moves from the work path to the turning path, the remaining amount of the spraying liquid in the storage tank changes (decreases). And if the turning path is set such that the work vehicle turns and travels upward on the inclined surface, when the work vehicle turns upward in the inclined direction along the turning path, the center of gravity position of the work vehicle changes to the rear side of the work vehicle when the spraying liquid in the storage tank is less than when the spraying liquid in the storage tank is more, and the position where this center of gravity position is projected onto the ground also changes.

[0137] As a result, a difference occurs between the turning center position when the work vehicle turns and travels along the turning path with a large amount of spraying liquid in the storage tank and the turning center position when the work vehicle turns and travels along the turning path with a small amount of spraying liquid in the storage tank. When the work vehicle turns and travels at a constant turning angle, the turning travel locus when the work vehicle turns and travels with a small amount of spraying liquid is displaced toward the turning center side compared to the turning travel locus when the work vehicle turns and travels with a large amount of spraying liquid. Therefore, the work vehicle after turning is likely to be displaced in the inclined direction with respect to the work path.

[0138] In consideration of this point, in this configuration, when the work vehicle is located on the turning path, the automatic driving control unit enables correction of the control target position based on the inclination information of the work area and the remaining amount of the spraying liquid.

[0139] Specifically, when the work vehicle turns and travels in the inclined direction of the inclined surface, and the turning center position of the work vehicle is displaced downward on the inclined surface according to the inclination of the work site and the remaining amount of the spraying liquid at this time, the automatic travel control unit corrects the control target position based on the inclination information of the work site and the remaining amount of the spraying liquid at this time. And by this correction, it is possible to prevent the work vehicle from deviating from the turning path due to the turning center position of the work vehicle being displaced downward on the inclined surface.

[0140] Thereby, regardless of the amount of spraying liquid in different storage tanks each time the work vehicle turns and travels on the turning path, even when the work vehicle turns and travels in the inclined direction of the inclined ground, the work vehicle can be accurately automatically traveled according to the target path.

[0141] The fourth characteristic configuration of the present invention is having an obstacle detection unit that detects obstacles, When the work vehicle is located on the work path, when the obstacle detection unit detects an obstacle existing in the traveling direction of the work vehicle, the automatic travel control unit sets the control target position outside the work path based on the detection of the obstacle detection unit.

[0142] According to this configuration, when the work vehicle is located on the work path and the obstacle detection unit detects an obstacle existing in the traveling direction of the work vehicle, the automatic travel control unit sets the control target position at a position deviating from the work path on the side away from the obstacle based on the detection of the obstacle detection unit, and makes the work vehicle travel in a state of following this control target position.

[0143] That is, by changing the setting of the control target position, which is usually set on the work path, to a position deviating from the work path, it is possible to avoid the risk of the work vehicle colliding with an obstacle existing in the traveling direction of the work vehicle.

[0144] The autonomous driving system of a work vehicle according to one aspect of the present invention includes an autonomous driving control unit that automatically drives the work vehicle along a target route. The target route includes a first work route, a turning route connected to the first work route for the work vehicle to travel next after the first work route, and a second work route connected to the turning route for the work vehicle to travel next after the turning route. The autonomous driving control unit automatically drives the work vehicle traveling on the turning route along the second work route from a position in front of the boundary between the turning route and the second work route.

[0145] An autonomous driving method according to one aspect of the present invention is an autonomous driving method for automatically driving a work vehicle along a target route. The target route includes a first work route, a turning route connected to the first work route for the work vehicle to travel next after the first work route, and a second work route connected to the turning route for the work vehicle to travel next after the turning route. The work vehicle traveling on the turning route is automatically driven along the second work route from a position in front of the boundary between the turning route and the second work route.

[0146] The autonomous driving system according to the present invention includes an autonomous driving control unit that automatically drives a work vehicle along a target route. The target route includes a turning route and a next driving route for the work vehicle to travel next after the turning route. The autonomous driving control unit automatically drives the work vehicle traveling along the turning route along the next driving route from a position in front of the boundary between the turning route and the next driving route.

[0147] An autonomous driving method according to the present invention is an autonomous driving method for automatically driving a work vehicle along a target route. The target route includes a turning route and a next driving route for the work vehicle to travel next after the turning route. The work vehicle traveling along the turning route is automatically driven along the next driving route from a position in front of the boundary between the turning route and the next driving route.

[0148] The automatic driving system according to the present invention includes an automatic driving control unit that automatically drives a work vehicle along a target path. The target path includes a turning path and a next driving path to be traveled next after the turning path. The automatic driving control unit automatically drives the work vehicle traveling along the turning path along the next driving path from a position before the connection point between the turning path and the next driving path.

[0149] The automatic driving method according to the present invention is an automatic driving method for automatically driving a work vehicle along a target path. The target path includes a turning path and a next driving path to be traveled next after the turning path. The work vehicle traveling along the turning path is automatically driven along the next driving path from a position before the connection point between the turning path and the next driving path.

Explanation of Signs

[0150] 4A Storage section 4L Spraying section 4R Spraying section 5 Position information acquisition unit 5E, 40 Inclination information acquisition unit 6 Obstacle detection unit 40 Automatic driving control unit 45 Remaining amount detection unit Lt Extension line of the turning path Lw Extension line of the work path P Target path Pt Turning path Pw Work path pv Control target position V Work vehicle

Claims

1. A vehicle body having a first traveling part located on one side in the left - right direction of the work object and a second traveling part located on the other side when working on the work object, a first tank and a second tank for storing liquid, and comprising: The first tank is provided on the first traveling part side of the vehicle body, The second tank is provided on the second traveling part side of the vehicle body, An agricultural work vehicle.

2. The vehicle body has a first vehicle body frame connected to the first traveling part, a second vehicle body frame connected to the second traveling part, and a connecting part connecting the first vehicle body frame and the second vehicle body frame, The first tank and the second tank are arranged below the connecting part, The agricultural work vehicle according to Claim 1.

3. The first tank is supported by the first vehicle body frame, The second tank is supported by the second vehicle body frame, The agricultural work vehicle according to Claim 2.

4. Comprising a spraying device for spraying chemical liquid, The spraying device has a first spraying pipe supported by the first vehicle body frame and a second spraying pipe supported by the second vehicle body frame, The agricultural work vehicle according to Claim 2 or 3.

5. Comprising an automatic driving control unit for automatically driving the agricultural work vehicle along the work object in a state where the agricultural work vehicle straddles the work object, The agricultural work vehicle according to any one of Claims 1 to 4.

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