Work vehicle travelling control method, travelling control program, travelling control system, and work vehicle

Abstract

To provide a work vehicle travelling control method, a travelling control program, a travelling control system, and a work vehicle in which work efficiency hardly deteriorates.SOLUTION: A travelling control method of a work vehicle 1 includes: causing the work vehicle 1 to automatically travel in a travelling route (target route R10); causing the work vehicle 1 to stop automatic travelling when the work vehicle deviates from the travelling route during automatic travelling of the work vehicle 1; and causing the work vehicle 1 to return to the travelling route and resume automatic travelling when a resumption condition is satisfied while the automatic travelling is stopped.SELECTED DRAWING: Figure 19

Description

[Technical Field]

[0001] The present invention relates to a work vehicle travel control method, a travel control program, a travel control system, and a work vehicle for controlling the travel of a work vehicle. [Background technology]

[0002] As a related technology, a driving control system (automatic driving system) has been proposed that automatically drives a work vehicle along a target route on a work site (see, for example, Patent Document 1). According to the driving control system of the related technology, the work vehicle automatically drives in a predetermined row order while performing a predetermined task on work objects arranged in multiple rows on the work site. As the predetermined task, the work vehicle performs spraying work in which a chemical solution, water, or other spray material is sprayed on crops (work objects) planted in a field (work site).

[0003] In the related art described above, a travel path (turning path) for moving between crop rows is formed in the headland, and the work vehicle travels continuously along multiple work paths by moving from the end of one work path through the travel path to the start of the next work path. In this way, the work vehicle snakes through the field, traveling back and forth between both ends of the field in the extension direction of the work paths. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2022-183962 Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-mentioned related art, when a work vehicle deviates from its travel route (work route) during automatic travel, it is conceivable that the work vehicle is stopped on the spot and then the operator manually operates the work vehicle to return it to the travel route. However, in this case, the operator must go to the vicinity of the work vehicle in the field (work site) to check the status of the work vehicle and manually operate it, which poses a problem of reduced work efficiency.

[0006] An object of the present invention is to provide a driving control method, a driving control program, a driving control system, and a work vehicle for a work vehicle that are less likely to reduce work efficiency. [Means for solving the problem]

[0007] A method for controlling the driving of a work vehicle according to one aspect of the present invention includes causing the work vehicle to drive automatically on a driving route, stopping the automatic driving when the work vehicle deviates from the driving route while the automatic driving of the work vehicle is in progress, and returning the work vehicle to the driving route and restarting the automatic driving when a resumption condition is met while the automatic driving is stopped.

[0008] A travel control program according to one aspect of the present invention is a work vehicle control program for causing one or more processors to execute the work vehicle travel control method.

[0009] A driving control system according to one aspect of the present invention includes a driving processing unit, a stop processing unit, and a restart processing unit. The driving processing unit causes a work vehicle to automatically drive on a driving route. The stop processing unit stops the automatic driving of the work vehicle when the work vehicle deviates from the driving route while the automatic driving of the work vehicle is stopped. When a restart condition is satisfied while the automatic driving is stopped, the restart processing unit returns the work vehicle to the driving route and restarts the automatic driving.

[0010] A work vehicle according to one aspect of the present invention includes the driving control system and a driving unit controlled by the driving control system. [Effects of the Invention]

[0011] According to the present invention, it is possible to provide a driving control method, a driving control program, a driving control system, and a work vehicle for a work vehicle that are less likely to reduce work efficiency. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is an external view of a work vehicle according to a first embodiment, as viewed from the left front side. [Figure 2] FIG. 2 is an external view of the rear of the work vehicle according to the first embodiment, as viewed from the rear side. [Figure 3] FIG. 3 is a diagram showing an example of a crop row in which the work vehicle according to the first embodiment is used. [Figure 4] FIG. 4 is a schematic diagram showing the overall configuration of an automated working system using a work vehicle according to the first embodiment. [Figure 5] FIG. 5 is a schematic block diagram showing the main configuration of the automated operation system according to the first embodiment. [Figure 6] FIG. 6 is an external view of the left side of the work vehicle according to the first embodiment as viewed from the left side. [Figure 7] FIG. 7 is an external view of the right side of the work vehicle according to the first embodiment as viewed from the right side. [Figure 8] FIG. 8 is an external view of the top surface of the work vehicle according to the first embodiment as viewed from above. [Figure 9] FIG. 9 is an external view of the rear of the work vehicle according to the first embodiment as viewed from the rear side. [Figure 10] FIG. 10 is a schematic view showing the work vehicle according to the first embodiment as viewed obliquely from behind. [Figure 11] FIG. 11 is a schematic diagram illustrating the operation of the automatic traveling of the work vehicle according to the first embodiment. [Figure 12] FIG. 12 is a schematic diagram illustrating the non-turning reciprocating traveling operation during automatic traveling of the work vehicle according to the first embodiment. [Figure 13] FIG. 13 is a schematic diagram illustrating the non-turning reciprocating traveling operation during automatic traveling of the work vehicle according to the first embodiment. [Figure 14] FIG. 14 is a graph showing an example of the relationship between the inclination angle of a farm field and shear stress in relation to the automatic traveling of the work vehicle according to the first embodiment. [Figure 15] FIG. 15 is a graph showing an example of the relationship between acceleration and the inclination angle of a farm field in relation to automatic traveling of the work vehicle according to the first embodiment. [Figure 16] FIG. 16 is a schematic diagram illustrating an uphill travel operation in a steeply inclined field during automatic travel of the work vehicle according to the first embodiment. [Figure 17] FIG. 17 is a schematic diagram showing an example of an acceleration adjustment screen that can be displayed in the cruise control system according to the first embodiment. [Figure 18] FIG. 18 is a graph showing an example of the relationship between acceleration and the inclination angle of a farm field in relation to automatic traveling of the work vehicle according to the first embodiment. [Figure 19] FIG. 19 is a schematic diagram illustrating the return operation during automatic driving of the work vehicle according to the first embodiment. [Figure 20] FIG. 20 is a schematic diagram illustrating the return operation during autonomous driving of the work vehicle according to the first embodiment. [Figure 21] FIG. 21 is a schematic diagram illustrating the return operation during autonomous driving of the work vehicle according to the first embodiment. [Figure 22] FIG. 22 is a schematic diagram illustrating the return operation during automatic driving of the work vehicle according to the first embodiment. [Figure 23] FIG. 23 is a schematic diagram showing an example of a route display screen that can be displayed by the cruise control system according to the first embodiment. [Figure 24] FIG. 24 is a schematic diagram showing an example of a route display screen that can be displayed by the cruise control system according to the first embodiment. [Figure 25] FIG. 25 is a schematic diagram illustrating an example of a route display screen that can be displayed by the cruise control system according to the first embodiment. [Figure 26] FIG. 26 is a schematic diagram illustrating an example of a route display screen that can be displayed by the cruise control system according to the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following description will discuss preferred embodiments of the present invention with reference to the accompanying drawings. The preferred embodiments are merely examples of the present invention and are not intended to limit the technical scope of the present invention.

[0014] (Embodiment 1) [1] Overall structure First, the overall configuration of a work vehicle 1 according to this embodiment will be described with reference to Figures 1 to 5. In this embodiment, the work vehicle 1 performs tasks such as spraying a chemical solution, water, or fertilizer onto a crop V1 (see Figure 2) grown in a field F1, or weeding tasks such as weeding around the crop V1. This work vehicle 1 performs various tasks while automatically traveling along a target route in a work area such as the field F1.

[0015] In other words, the work vehicle 1 is configured to be able to perform spraying or weeding as work. A work implement 400 can be attached and detached to the work vehicle 1 (machine body 10 thereof), and the work that can be performed by the work vehicle 1 varies depending on the type of work implement 400 attached to the work vehicle 1. In other words, a work implement 400 corresponding to the work to be performed by the work vehicle 1 is attached to the work vehicle 1 (machine body 10 thereof).

[0016] In this embodiment, the work implement 400 that can be attached to the work vehicle 1 is at least a sprayer 401. Other work implements 400 such as a weeder can also be attached to the work vehicle 1. When the sprayer 401 is attached to the machine body 10 as the work implement 400, the work vehicle 1 can perform spraying work. On the other hand, when the weeder is attached to the machine body 10 as the work implement 400, the work vehicle 1 can perform weeding work.

[0017] The term "work vehicle" as used in this disclosure includes work vehicles that perform spraying or weeding work, as well as work vehicles that perform various other tasks, such as tractors, rice transplanters, sprayers, sowing machines, transplanters, and combine harvesters. Furthermore, the term "work vehicle" as used in this disclosure is not limited to agricultural machinery (agricultural machines), but may also include, for example, construction machinery (construction machines).

[0018] In addition, the "field" referred to in the present disclosure is an example of a work area where various operations such as spraying operations are performed while the work vehicle 1 moves, and includes orchards, pastures, paddy fields, fields, etc. where agricultural products are grown. In this case, the crop V1 grown in the field F1 is an agricultural product. Further, when growing plants in a nursery, the nursery becomes the field F1, and when growing trees that become timber in a forest as in forestry, the forest becomes the field F1. In this case, the crop V1 grown in the field F1 is a plant or a tree, etc. However, the work area where the work vehicle 1 performs operations is not limited to the field F1 and may be outside the field F1. For example, if the work vehicle 1 is a construction machine, the site where the construction machine performs operations becomes the work area.

[0019] In this embodiment, as an example, the work vehicle 1 moves in the field F1 which is an orchard such as a vineyard or an apple orchard, and performs operations on the crop V1 grown in the field F1. The crop V1 is an example of an object of work on which operations such as spraying operations are performed by the work vehicle 1, and is, for example, a fruit tree of grapes.

[0020] The crops V1 are arranged in a plurality of rows at a predetermined interval in the field F1. Specifically, as shown in FIG. 3, the plurality of crops V1 are planted linearly side by side in the vertical direction A1 in plan view. The plurality of crops V1 arranged linearly in the vertical direction A1 constitute a crop row Vr1. FIG. 3 illustrates three crop rows Vr1 each including six crops V1 arranged in the vertical direction A1. Each crop row Vr1 is arranged at a predetermined pitch W1 in the width direction A2. As a result, a working passage extending along the vertical direction A1 is formed between adjacent crop rows Vr1, having a width W2 (<W1) corresponding to the interval between the crop rows Vr1. The work vehicle 1 sprays a spraying material (chemical solution) on the crop V1 while moving (traveling) in the vertical direction A1 through this working passage. The crop row Vr1 is composed of a plurality of crops V1 (objects of work) and is an example of a plurality of arranged work target rows for the field F1.

[0021] When the work vehicle 1 is equipped with the sprayer 401 as the work implement 400, it sprays a chemical solution on the crops V1. In this case, the chemical solution is an example of an object to be sprayed, and the crops V1 onto which the object (chemical solution) is sprayed is an example of an object to be sprayed. The "chemical solution" as an object to be sprayed here is a pesticide used to improve agricultural efficiency or preserve agricultural crops, and includes herbicides, fungicides, fungicides, insecticides, weed killers, rodenticides, growth promoters and germination inhibitors for the crops V1, etc.

[0022] As will be described in more detail below, the work vehicle 1 that travels through the field F1 is equipped with a gate-shaped machine body 10. That is, the machine body 10 has a first block 10L and a second block 10R that are arranged side by side in the left-right direction D2, and a connecting portion 10C that connects the upper ends of the first block 10L and the second block 10R. As a result, the machine body 10 forms a gate-shaped structure with the first block 10L, the second block 10R, and the connecting portion 10C surrounding a space Sp1 on three sides (left, right, and top). That is, a space Sp1 that is open in the front-rear direction D3 is formed inside the machine body 10.

[0023] Furthermore, the work vehicle 1 is equipped with a traveling unit 11 including a pair of crawlers 111L, 111R aligned in the left-right direction D2. The pair of crawlers 111L, 111R are provided at the bottom of the first block 10L and the second block 10R, respectively, and are located on both sides of the space Sp1 in the left-right direction D2.

[0024] As shown in Fig. 2, the work vehicle 1 travels with its gate-shaped body 10 straddling one crop row Vr1, and is able to perform work (such as spraying) on ​​the crops V1 in this crop row Vr1 and on the crops V1 in the crop row Vr1 adjacent to this crop row Vr1. In other words, the work vehicle 1 can travel such that the crops V1, which are the work target, pass through the space Sp1 inside the gate-shaped body 10. That is, as shown in Fig. 2, if there are three crop rows Vr11, Vr12, and Vr13 lined up in the left-right direction D2 as work target rows, the work vehicle 1 can travel with its body 10 straddling any one of these three crop rows Vr1.

[0025] Here, if the vehicle body 10 straddles the central crop row Vr12, the first block 10L travels along the work path between the leftmost crop row Vr11 and the crop row Vr12, and the second block 10R travels along the work path between the rightmost crop row Vr13 and the crop row Vr12. At this time, when the sprayer 401 is attached as the work implement 400, the work vehicle 1 can simultaneously spray the spraying material (chemical solution) on the crop V11 in the crop row Vr11, the crop V12 in the crop row Vr12, and the crop V13 in the crop row Vr13. In this way, the work vehicle 1 according to this embodiment can simultaneously spray the spraying material (chemical solution) on three rows of spray targets (crops V1) while traveling, which makes spraying more efficient than a configuration that sprays one row at a time.

[0026] Furthermore, in this embodiment, as an example, the work vehicle 1 is an unmanned vehicle that operates by autonomous driving without being operated (including remotely) by a person (operator). Therefore, as shown in FIGS. 4 and 5 , the work vehicle 1, together with a first operation terminal 210, a second operation terminal 220, a server 201, a base station 202, a satellite 203, and the like, constitutes an automated operation system 200. In other words, the automated operation system 200 includes the work vehicle 1, the first operation terminal 210, the second operation terminal 220, the server 201, the base station 202, and the satellite 203. However, at least one of the first operation terminal 210, the second operation terminal 220, the server 201, the base station 202, and the satellite 203 may not be included as a component of the automated operation system 200; for example, the automated operation system 200 may not include the server 201, the base station 202, or the satellite 203.

[0027] The work vehicle 1, the first operation terminal 210, the second operation terminal 220, and the server 201 are capable of communicating with each other. In this disclosure, "capable of communication" means that information can be exchanged directly or indirectly via a communication network N1 or a repeater, using an appropriate communication method such as wired communication or wireless communication (communication using radio waves or light as a medium). For example, the work vehicle 1 and the first operation terminal 210 can communicate via a communication network N1 such as the Internet, a local area network (LAN), a wide area network (WAN), a public telephone line, a mobile phone network, a packet network, or a wireless LAN. Here, the work vehicle 1 and the first operation terminal 210 are each wirelessly connected to the communication network N1. Therefore, communication between the work vehicle 1 and the first operation terminal 210 includes at least wireless communication. Furthermore, the work vehicle 1 and the first operation terminal 210 can also communicate wirelessly with the server 201 via the communication network N1.

[0028] Satellite 203 is a positioning satellite that constitutes a satellite positioning system such as GNSS (Global Navigation Satellite System), and transmits GNSS signals (satellite signals). Base station 202 is a reference point (reference station) that constitutes the satellite positioning system. Base station 202 transmits correction information to work vehicle 1 for calculating the current position of work vehicle 1, etc.

[0029] The work vehicle 1 according to this embodiment is equipped with a positioning device 2 that detects the current position (latitude, longitude, altitude, etc.) and current orientation of the vehicle 10. The positioning device 2 executes positioning processing to identify (calculate) the current position and current orientation of the vehicle 10 using GNSS signals transmitted from a satellite 203. The positioning device 2 employs a relatively high-precision positioning method such as RTK (Real Time Kinematic) positioning that performs positioning based on positioning information (GNSS signals, etc.) received by two receivers (a base station 202 and an antenna 21) and correction information generated by the base station 202.

[0030] The first operation terminal 210 is a general-purpose information processing device that can be carried by an operator, such as a smartphone or tablet terminal. The first operation terminal 210 is configured to be able to remotely operate the work vehicle 1 by outputting (transmitting) to the work vehicle 1 a stop instruction (temporary stop instruction) for at least stopping the automatic traveling of the work vehicle 1 in response to operation by the operator. Here, the first operation terminal 210 wirelessly communicates with the work vehicle 1 via the communication network N1, and so can control the work vehicle 1 even at a distance from the work vehicle 1, i.e., in a remote location in the field F1, as long as the environment is one in which it can connect to (communicate with) the communication network N1.

[0031] 5, the first operation terminal 210 includes a display unit 211 that displays various types of information, and an operation unit 212 that accepts operations. The display unit 211 includes, for example, a liquid crystal display or an organic EL display. The operation unit 212 includes, for example, a touch panel, a physical switch, a mouse, or a keyboard. In this embodiment, as an example, the display unit 211 made up of a liquid crystal display and the operation unit 212 made up of a touch panel are integrated to form a touch panel display. Therefore, the operator can output, for example, a stop instruction (temporary stop instruction) to the work vehicle 1 from the first operation terminal 210 by operating the operation unit 212 on the operation screen displayed on the display unit 211.

[0032] Furthermore, the first operation terminal 210 has a function to set (register) various information related to the control of the work vehicle 1, such as a target route for the automatic driving of the work vehicle 1. In other words, the operator can set the target route, etc. by operating the operation unit 212 on the operation screen displayed on the display unit 211. The information such as the target route set here is transmitted to the work vehicle 1 directly or indirectly via the server 201, etc., and is used for the automatic driving of the work vehicle 1.

[0033] Furthermore, while the work vehicle 1 is traveling automatically, the first operation terminal 210 can display on the display unit 211 various information related to the operation of the work vehicle 1, such as the current position, current orientation, and work status of the work vehicle 1. As an example, the first operation terminal 210 can display on the display unit 211 a monitoring screen that displays the current position of the work vehicle 1, etc., along with a target route on a map that resembles the field F1, making it easier for the operator to visually grasp the status of the work vehicle 1. Here, it is preferable that the monitoring screen also display information such as the remaining amount of chemical solution to be sprayed, the remaining amount of fuel, and the remaining battery charge, for example.

[0034] The second operation terminal 220 is a dedicated wireless communication terminal that can be carried by the operator. The second operation terminal 220 is configured to be able to remotely operate the work vehicle 1 by outputting (transmitting) to the work vehicle 1 a stop instruction (temporary stop instruction) for at least stopping the automatic traveling of the work vehicle 1 in response to operation by the operator. Here, the second operation terminal 220 is configured to be able to communicate with the work vehicle 1 by a communication system separate from that of the first operation terminal 210.

[0035] Specifically, the second operation terminal 220 can wirelessly communicate directly with the work vehicle 1 without going through the communication network N1, and so can operate the work vehicle 1 even from a location far from the work vehicle 1, as long as it is in an environment where it can connect (communicate) with the work vehicle 1. However, the range in which the second operation terminal 220 can connect with the work vehicle 1 is limited to a range that is closer to the work vehicle 1 than the first operation terminal 210, such as within the field F1 or the periphery of the field F1. Therefore, the operator can basically control the work vehicle 1 by operating the second operation terminal 220, as long as he is in a location where the work vehicle 1 is visible.

[0036] 4 and 5, the second operation terminal 220 includes a first operation unit 221, a second operation unit 222, and a third operation unit 223, each of which individually accepts operations. Each of the first operation unit 221, the second operation unit 222, and the third operation unit 223 includes, for example, a physical switch, a touch panel, a mouse, or a keyboard. In the present embodiment, as an example, the first operation unit 221, the second operation unit 222, and the third operation unit 223 are each configured as a momentary push button switch, which is a physical switch (mechanical switch). Therefore, by operating each of the first operation unit 221, the second operation unit 222, and the third operation unit 223, the operator can output, for example, a stop instruction (a temporary stop instruction and an emergency stop instruction) to the work vehicle 1 from the second operation terminal 220.

[0037] Here, different functions are assigned to the first operation unit 221, the second operation unit 222, and the third operation unit 223. Therefore, depending on which of the first operation unit 221, the second operation unit 222, and the third operation unit 223 the operator presses (operates), the second operation terminal 220 outputs (transmits) a different instruction to the work vehicle 1. Specifically, "pause" is assigned to the first operation unit 221, "emergency stop" is assigned to the second operation unit 222, and "start traveling" is assigned to the third operation unit 223. Therefore, for example, when the operator operates the first operation unit 221, the second operation terminal 220 outputs a pause instruction, which is a type of stop instruction for halting the automatic traveling of the work vehicle 1.

[0038] Thus, in this embodiment, the work vehicle 1 is capable of wireless communication with multiple types of operation terminals including at least the first operation terminal 210 and the second operation terminal 220, and is controlled according to instructions from each of these multiple types of operation terminals. In other words, the first operation terminal 210 and the second operation terminal 220 each constitute a remote operation device (remote controller) that can remotely operate the work vehicle 1, and the operator can stop the automatic traveling of the work vehicle 1 even when in a location away from the work vehicle 1.

[0039] The server 201 is an information processing device such as a server device, etc. The server 201 transmits to the work vehicle 1 information such as a target route along which the work vehicle 1 is to travel automatically.

[0040] Also, in this embodiment, for ease of explanation, the vertical direction when the work vehicle 1 is in a usable state is defined as the up-down direction D1, as shown in Figure 1. Furthermore, the left-right direction D2 and the front-rear direction D3 are defined based on the direction seen from the center point of the work vehicle 1 in a plan view. In other words, the traveling direction of the work vehicle 1 when moving forward is the forward direction of the front-rear direction D3, and the traveling direction of the work vehicle 1 when moving backward is the rearward direction of the front-rear direction D3. However, these directions are not intended to limit the direction of use of the work vehicle 1 (direction during use).

[0041] [2] Details of the work vehicle Next, the configuration of the work vehicle 1 will be described in more detail with reference to Figures 1, 2, and 5 to 10. Figure 1 is an external view of the work vehicle 1 as seen from the front left side, and Figure 2 is an external view of the rear of the work vehicle 1 as seen from the rear side (rear). Figure 5 is a schematic block diagram showing the main configuration of the work vehicle 1. Figure 6 is an external view of the left side of the work vehicle 1 as seen from the left side, Figure 7 is an external view of the right side of the work vehicle 1 as seen from the right side, and Figure 8 is an external view of the top of the work vehicle 1 as seen from above. Figure 9 is an external view of the rear of the work vehicle 1 as seen from the rear side (rear). Figure 10 is a schematic view of the work vehicle 1 as seen diagonally from the rear, with a partially enlarged view shown within the opening.

[0042] The work vehicle 1 comprises a machine body 10, a traveling section 11, a support frame 3, and a work implement 400. The work implement 400 is removably attached to the machine body 10, and the work vehicle 1 can detachably mount the work implement 400. In this embodiment, as described above, the work implement 400 that can be mounted on the machine body 10 is at least the sprayer 401. The following description takes as an example a case where the sprayer 401 is mounted on the machine body 10 as the work implement 400, and the work vehicle 1 performs spraying work.

[0043] In this embodiment, as shown in Fig. 5, the work vehicle 1 further comprises a positioning device 2, a control device 7, a manual operation device 8, a communication device 60, a user interface 61, an obstacle detection device 62, a power source 63, a tank 64 (see Fig. 7), a display 65, and a sensor device 66. The work vehicle 1 also further comprises a fuel tank, a battery, etc. In this embodiment, the structures of the work vehicle 1, such as the body 10 and support frame 3, are basically made of metal, with the material being selected according to the required strength, weather resistance, etc. However, the structures of the work vehicle 1 are not limited to being made of metal, and for example, resin, wood, etc. may be used as appropriate.

[0044] [2.1] Specific configuration other than the work equipment First, the specific configuration of the work vehicle 1 excluding the work implement 400 will be described.

[0045] The machine body 10 is the main body of the work vehicle 1, and supports most of the components of the work vehicle 1, such as the positioning device 2 and the support frame 3. The machine body 10 has a frame 101 (see FIG. 2 ) and a cover 102. The frame 101 is a member that forms the skeleton of the machine body 10, and supports heavy objects such as the power source 63 and the tank 64. The cover 102 is a member that forms the outer shell of the machine body 10, and is attached to the frame 101 so as to cover at least a portion of the frame 101 and the components mounted on the frame 101. Parts of the rear (back) and right side of the machine body 10 are not covered by the cover 102, and the frame 101 is exposed. The cover 102 is divided into multiple sections, and these multiple sections are configured to be individually removable from the frame 101. Therefore, it is possible to remove only the portions of the cover 102 that correspond to certain devices (components), such as the power source 63, thereby exposing certain devices (components).

[0046] As described above, the airframe 10 has a first block 10L and a second block 10R arranged side by side in the left-right direction D2. The first block 10L and the second block 10R face each other in the left-right direction D2 with a certain distance between them. In the present embodiment, as an example, the first block 10L is located on the left side, and the second block 10R is located on the right side. Therefore, the left side of the airframe 10 is formed by the first block 10L, and the right side of the airframe 10 is formed by the second block 10R. Furthermore, the airframe 10 has a connecting portion 10C connecting the first block 10L and the second block 10R. In a front view (viewed from the front), the connecting portion 10C has a length along the left-right direction D2, and the first block 10L and the second block 10R each have a length along the up-down direction D1.

[0047] Here, the connecting portion 10C connects the upper ends of the first block 10L and the second block 10R. In other words, the first block 10L and the second block 10R protrude downward from both ends (in the left-right direction D2) of the connecting portion 10C. As a result, the first block 10L, the second block 10R, and the connecting portion 10C form a gate-like shape in the airframe 10 that is open downward as well as on both sides in the front-to-rear direction D3. Inside the airframe 10, a space Sp1 is formed that is surrounded on three sides by the first block 10L, the second block 10R, and the connecting portion 10C and is open in the front-to-rear direction D3.

[0048] In other words, as shown in FIG. 2 , the machine body 10 forms a space Sp1 between the first block 10L and the second block 10R, allowing passage of the crop V1 (work object) that is the target of work (spraying work) by the work implement 400 (here, the sprayer 401). Specifically, the dimensions of each part of the machine body 10 are set based on the standard size of the crop V1, which is the target of work (spraying work), so as to form a space Sp1 with a height and width greater than or equal to the standard size of the crop V1. Therefore, for a standard-sized crop V1, the machine body 10 can allow the crop V1 to pass through the space Sp1 while straddling the crop V1 and leaving a gap of at least a predetermined value so that the crop V1 does not come into contact with the machine body 10. When the crop V1 is passing through the space Sp1, the first block 10L is located to the left of the crop V1, the second block 10R is located to the right of the crop V1, and the connecting part 10C is located above the crop V1.

[0049] More specifically, in this embodiment, the aircraft 10 is configured to be approximately symmetrical in the left-right direction D2. The first block 10L and the second block 10R are formed in rectangular shapes of approximately the same size and shape in a side view. The first block 10L and the second block 10R each have a flat shape in the left-right direction D2, with the dimension in the left-right direction D2 being the smallest among the up-down direction D1, the left-right direction D2, and the front-back direction D3. Furthermore, the first block 10L and the second block 10R each have a tapered shape in the up-down direction D1, with the dimension in the left-right direction D2 decreasing toward the upper end from the center. The connecting portion 10C is formed in a rectangular shape in a plan view, with the dimension in the front-back direction D3 being larger than the dimension in the left-right direction D2. The connecting portion 10C has a flat shape in the up-down direction D1, with the dimension in the up-down direction D1 being the smallest among the up-down direction D1, the left-right direction D2, and the front-back direction D3.

[0050] As such, the machine body 10 can be roughly divided into three sections (blocks): the first block 10L, the second block 10R, and the connecting section 10C. The first block 10L, the second block 10R, and the connecting section 10C each have a frame 101 and a cover 102. In other words, the first block 10L and the second block 10R each have a frame 101 and a cover 102. Furthermore, most of the components of the work vehicle 1, such as the positioning device 2 and the support frame 3, are provided dispersedly in the first block 10L, the second block 10R, and the connecting section 10C.

[0051] The travelling unit 11 is a travelling device (vehicle body) that allows the work vehicle 1 to travel, and is provided on the bottom of the machine body 10. The travelling unit 11 allows the machine body 10 to travel (including turning) on ​​the ground, thereby enabling it to move in the left-right direction D2 and the front-back direction D3 within the field F1. By providing such a travelling unit 11 on the machine body 10, the work vehicle 1 can perform work while moving within the field F1.

[0052] The traveling unit 11 includes a pair of crawlers (tracks) 111L, 111R aligned in the left-right direction D2 (see FIG. 1). The pair of crawlers 111L, 111R are arranged at a fixed interval in the left-right direction D2, and a space Sp1 is formed between the pair of crawlers 111L, 111R to allow the work target, i.e., the crop V1, to pass through. That is, the left crawler 111L located to the left of the space Sp1 and the right crawler 111R located to the right of the space Sp1 face each other across the space Sp1. When there is no particular distinction between the left crawler 111L and the right crawler 111R, each crawler 111L, 111R will also be simply referred to as the "crawler 111." The traveling unit 11 also includes a motor 112 (see FIG. 1) that drives the crawler 111. In other words, the traveling unit 11 is a crawler type (crawler type) traveling device that drives endless belt-shaped crawlers 111 with a motor 112 to cause the work vehicle 1 to travel.

[0053] Here, at least two motors 112 are provided corresponding to the pair of crawlers 111L, 111R. The left motor 112 that drives the left crawler 111L and the right motor 112 that drives the right crawler 111R can drive the crawlers 111 individually. In this embodiment, as an example, the motor 112 is a hydraulic motor (hydraulic actuator) that drives the crawlers 111 by being supplied with hydraulic oil from a hydraulic pump. With this configuration, the machine body 10 can travel relatively stably even when the road surface condition of the field F1 is rough.

[0054] Here, the crawler 111 and the motor 112 are provided at the bottom of the first block 10L and the second block 10R, respectively. That is, the first block 10L has a left crawler 111L and a motor 112 that drives the crawler 111L, and the second block 10R has a right crawler 111R and a motor 112 that drives the crawler 111R. In this embodiment, the pair of crawlers 111L, 111R and the pair of motors 112 are configured to be approximately symmetrical in the left-right direction D2. In this way, by arranging the pair of traveling units 11 apart in the left-right direction D2 by the space Sp1, the work vehicle 1 can travel in a relatively stable posture on various road surface conditions in the field F1, including a laterally inclined slope where either the left or right direction D2 is lower.

[0055] Here, the pair of crawlers 111L, 111R are driven by power from the power source 63 in a state where independent speed changes are possible using a hydrostatic continuously variable transmission. Therefore, the machine body 10 is in a forward state where it moves straight forward in the forward direction when the pair of crawlers 111L, 111R are driven at a constant speed in the forward direction, and in a reverse state where it moves straight backward in the reverse direction when the pair of crawlers 111L, 111R are driven at a constant speed in the reverse direction. Also, the machine body 10 is in a forward turning state where it turns while moving forward when the pair of crawlers 111L, 111R are driven at unequal speeds in the forward direction, and in a reverse turning state where it turns while moving backward when the pair of crawlers 111L, 111R are driven at unequal speeds in the reverse direction. The machine body 10 is placed in a pivot turning (pivot turning) state by driving one of the pair of crawlers 111L, 111R while the other is stopped, and is placed in a spin turning (pivot turning) state by driving the pair of crawlers 111L, 111R at a constant speed in the forward and backward directions. The machine body 10 is placed in a travel stop state by stopping the driving of the pair of crawlers 111L, 111R.

[0056] Furthermore, the first block 10L is equipped with a power source 63 and the like, and the second block 10R is equipped with a tank 64 and the like. In this way, by distributing and arranging the components of the work vehicle 1 between the first block 10L and the second block 10R of the machine body 10, the work vehicle 1 is balanced in the left-right direction D2 and has a low center of gravity. As a result, the work vehicle 1 can travel stably on slopes and the like of the field F1.

[0057] As described above, the positioning device 2 is a device that detects the current position, current orientation, etc. of the aircraft 10. The positioning device 2 has at least an antenna 21. The antenna 21 receives GNSS signals, etc. transmitted from satellites 203. In other words, the antenna 21 includes a position identification antenna for identifying the position of the aircraft 10. Here, the antenna 21 is disposed on the top surface (top surface) of the aircraft 10 so as to facilitate reception of signals (GNSS signals) from satellites 203. In other words, the antenna 21 is disposed at a position even higher than the highest position of the aircraft 10. Furthermore, the positioning device 2 includes an attitude detection unit, etc. that detects the attitude of the aircraft 10.

[0058] In this embodiment, the positioning device 2 further includes a second antenna, antenna 22, in addition to the first antenna, antenna 21. The positioning device 2 receives GNSS signals and the like using each of these two antennas 21, 22. Here, antenna 22 (second antenna) is arranged to be aligned with antenna 21 (first antenna) in the front-to-rear direction D3. This allows the positioning device 2 to transmit and receive signals (GNSS signals and the like) using each of antennas 21, 22. In particular, when antennas 21, 22 are position identification antennas, the current position can be identified at each of the front and rear of the aircraft 10, and therefore the orientation (current heading) of the aircraft 10 can also be identified.

[0059] The support frame 3 is attached to one end of the machine body 10 in the fore-and-aft direction D3 and is a member that supports the work implement 400 (the sprayer 401 or the weeder 402). In this embodiment, the support frame 3 is attached to the rear end of the machine body 10. Like the machine body 10, the support frame 3 has a gate-like shape and is disposed in a position that overlaps with the machine body 10 in a rear view (viewed from behind). That is, the support frame 3 has vertical frames 3L (first vertical frames) and vertical frames 3R (second vertical frames) that are disposed side by side in the left-right direction D2, and a horizontal frame 3C that connects the upper ends of the vertical frames 3L and 3R. As a result, the support frame 3 forms a gate-like shape that surrounds the space Sp1 on three sides: the left, right, and upper sides, with the vertical frames 3L, the vertical frames 3R, and the horizontal frames 3C.

[0060] Specifically, the support frame 3 has vertical frames 3L and 3R arranged side by side in the left-right direction D2. The vertical frames 3L and 3R face each other in the left-right direction D2 with a gap of at least a certain value between them. In this embodiment, as an example, the vertical frame 3L is located on the left side, and the vertical frame 3R is located on the right side. Therefore, the vertical frame 3L is located behind the first block 10L of the body 10, and the vertical frame 3R is located behind the second block 10R of the body 10. In a rear view (viewed from behind), the horizontal frame 3C has a length along the left-right direction D2, and the vertical frames 3L and 3R each have a length along the up-down direction D1.

[0061] Here, the horizontal frame 3C connects the upper ends of the vertical frame 3L and the vertical frame 3R. In other words, the vertical frame 3L and the vertical frame 3R each protrude downward from both ends (in the left-right direction D2) of the horizontal frame 3C. Thus, the support frame 3 includes the horizontal frame 3C, which has a length along the left-right direction D2, and a pair of vertical frames 3L, 3R, each having a length along the up-down direction D1 and protruding downward from both ends of the horizontal frame 3C. As a result, the support frame 3 is configured with the vertical frame 3L, the vertical frame 3R, and the horizontal frame 3C to form a gate-like shape that is open on both sides in the front-to-back direction D3 as well as downward. Inside the support frame 3, a space Sp1 is formed that is surrounded on three sides by the vertical frame 3L, the vertical frame 3R, and the horizontal frame 3C and is open in the front-to-back direction D3.

[0062] In other words, the support frame 3 forms a space Sp1 between the pair of vertical frames 3L, 3R, through which the crop V1 (work object) to be worked on passes. Specifically, the dimensions of each part of the support frame 3 are set based on the standard size of the work object, the crop V1, to form a space Sp1 with a height and width equal to or greater than the standard size. Therefore, for a standard-sized crop V1, the support frame 3 can allow the crop V1 to pass through the space Sp1 while straddling the crop V1 and leaving a predetermined distance or more so that the crop V1 does not come into contact with the support frame 3. When the crop V1 is passing through the space Sp1, the vertical frame 3L is located to the left of the crop V1, the vertical frame 3R is located to the right of the crop V1, and the horizontal frame 3C is located above the crop V1.

[0063] More specifically, in this embodiment, the support frame 3 is configured approximately symmetrically in the left-right direction D2. The vertical frames 3L and 3R have a cylindrical shape with a circular cross section. As an example, in this embodiment, the vertical frames 3L and 3R are each configured by two cylindrical members arranged side by side. The horizontal frame 3C has a square tubular shape with a rectangular cross section. Here, the vertical frames 3L and 3R are firmly fixed to the horizontal frames 3C by appropriate fixing means such as connecting metal fittings, diagonal braces, or welding. Therefore, the vertical frames 3L and 3R maintain a perpendicular state to the horizontal frames 3C. In other words, in a rear view, the corners between the vertical frames 3L and the horizontal frames 3C and the corners between the vertical frames 3R and the horizontal frames 3C are each right angles.

[0064] In this embodiment, the support frame 3 is supported by the machine body 10 so as to be rotatable about a rotation axis Ax1 (see FIGS. 8 and 9) while maintaining the relative positional relationship between the pair of vertical frames 3L, 3R and the horizontal frame 3C. The rotation axis Ax1 is an axis that passes through a fulcrum portion 31 provided on the horizontal frame 3C and extends along the front-to-rear direction D3. In other words, the support frame 3 that supports the work implement 400 is supported by the machine body 10 so as to be rotatable about the rotation axis Ax1 that extends along the front-to-rear direction D3. Here, the "rotation axis" referred to in this disclosure means a virtual axis (straight line) that serves as the center of rotational motion of a rotating body. In other words, the rotation axis Ax1 is a virtual axis that does not have a physical entity. However, the rotation axis Ax1 may also be a physical member, such as a pivot pin.

[0065] 5, the communication device 60 has a first communication unit 601 and a second communication unit 602. The first communication unit 601 and the second communication unit 602 are each operable independently and perform communication using different protocols, thereby serving as a communication interface for executing data communication in accordance with a predetermined communication protocol with external devices such as the server 201, the first operation terminal 210, and the second operation terminal 220. In other words, the communication device 60 is configured to be capable of communication over a plurality of communication channels (such as frequency bands) including communication by the first communication unit 601 and communication by the second communication unit 602.

[0066] The user interface 61 is a device that outputs information to a user and / or accepts operations. Here, as shown in FIG. 7 , the user interface 61 has a display unit 611 such as a liquid crystal display or organic EL display that displays various information, and an operation unit 612 such as a touch panel, knob, or push button switch that accepts operations. An operator, as an example of a user, can operate the operation unit 612 in accordance with the operation screen displayed on the display unit 611 to make various settings. Specifically, the operator operates the operation unit 612 of the user interface 61 to set operating conditions, etc., of the work machine 400. Examples of operating conditions of the work machine 400 include the pressure (spray pressure) and flow rate when spraying a material from the spray nozzle 41 of the sprayer 401.

[0067] The obstacle detection device 62 includes a first detection unit 621 and a second detection unit 622. The first detection unit 621 and the second detection unit 622 are both arranged facing forward of the vehicle body 10. The first detection unit 621 is arranged at the front left end of the top surface of the vehicle body 10, and the second detection unit 622 is arranged at the front right end of the top surface of the vehicle body 10. In other words, the obstacle detection device 62 is mounted on the vehicle body 10 of the work vehicle 1, and includes a plurality of detection units (first detection unit 621 and second detection unit 622) that are arranged spaced apart in a width direction (left-right direction D2) perpendicular to the traveling direction (front-rear direction D3) of the work vehicle 1 in a plan view.

[0068] Each of the first detection unit 621 and the second detection unit 622 includes a sensor such as LiDAR (Light Detection and Ranging) and detects the surrounding conditions of the airframe 10. In the present embodiment, as an example, each of the first detection unit 621 and the second detection unit 622 is a three-dimensional sensor that measures the distance to each ranging point (measurement target) within the measurement range using a TOF (Time Of Flight) method that measures the distance to a ranging point based on the round-trip time it takes for light or sound to reach the ranging point and return. The surrounding conditions of the airframe 10 include, for example, the presence or absence of an object (obstacle, etc.) present ahead in the traveling direction of the airframe 10, and the position (distance and direction) of the object.

[0069] The obstacle detection device 62 further includes a first sensor 623 (see FIG. 1), a second sensor 624 (see FIG. 1), a third sensor 625 (see FIG. 6), and a fourth sensor 626 (see FIG. 7). The first sensor 623 and the second sensor 624 are both arranged facing forward of the airframe 10, and the third sensor 625 and the fourth sensor 626 are both arranged facing rearward of the airframe 10. The first sensor 623 is arranged on the front side of the first block 10L, and the second sensor 624 is arranged on the front side of the second block 10R. The third sensor 625 is attached to the vertical frame 3L, and the fourth sensor 626 is attached to the vertical frame 3R.

[0070] Each of the first sensor 623 to the fourth sensor 626 includes, for example, a sonar sensor, radar, or LiDAR sensor, and detects the surrounding conditions of the airframe 10. In the present embodiment, as an example, each of the first sensor 623 to the fourth sensor 626 is a three-dimensional sensor that measures the distance to each ranging point (measurement target) within the measurement range using a TOF (Time Of Flight) method, which measures the distance to a ranging point based on the round-trip time it takes for light or sound to reach the ranging point and return. The surrounding conditions of the airframe 10 include, for example, the presence or absence of an object (obstacle, etc.) present ahead in the traveling direction of the airframe 10, and the position (distance and direction) of the object.

[0071] The obstacle detection device 62 further includes a front contact sensor 627 and a rear contact sensor 628. The front contact sensors 627 are arranged as a pair on the left and right sides on the front side of the aircraft 10, and the rear contact sensors 628 are arranged as a pair on the left and right sides on the rear side of the aircraft 10. Each of the front contact sensors 627 and the rear contact sensors 628 detects an obstacle when it comes into contact with the obstacle. Each sensor transmits a detection signal to the control device 7 when it detects an obstacle.

[0072] The power source 63 is a drive source that supplies power to at least the traveling unit 11. The power source 63 has an engine such as a diesel engine. The power source 63 drives a hydraulic pump, and supplies hydraulic oil from the hydraulic pump to the motor 112 of the traveling unit 11, thereby driving the traveling unit 11, etc. Electronic devices such as the positioning device 2, the control device 7, and the communication device 60 are connected to a battery and can operate even when the power source 63 is stopped.

[0073] Tank 64 stores a spray material such as a chemical solution. The spray material stored in tank 64 is supplied to sprayer 401 and sprayed from spray nozzle 41 of sprayer 401. Tank 64 can be replenished with the chemical solution to be sprayed from the outside. The capacity of tank 64 is, for example, approximately 200 L.

[0074] The display 65 is disposed on the top surface of the machine body 10. As an example, the display 65 is formed in a cylindrical shape having a length in the vertical direction D1. The lighting state of the display 65 changes depending on the operating state of the work vehicle 1 (traveling state, spraying work execution state, etc.). This makes the operating state of the work vehicle 1 visible even from around the work vehicle 1.

[0075] The sensor device 66 includes, for example, an inertial measurement unit (IMU) that detects the attitude of the airframe 10. The inertial measurement unit has inertial sensors such as an angular velocity sensor and an acceleration sensor, and is mounted on the airframe 10 to detect the attitude (tilt, etc.) of the airframe 10.

[0076] The sensor device 66 also includes a remaining amount sensor that detects the remaining amount of chemical solution to be sprayed and the remaining amount of fuel, for example. As an example, the sensor device 66 detects the remaining amount of chemical solution from the amount of chemical solution in the tank 64. Similarly, the sensor device 66 detects the remaining amount of fuel from the amount of fuel in the fuel tank.

[0077] The control device 7 mainly comprises a computer system having one or more processors such as a CPU (Central Processing Unit) and one or more memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and executes various processes (information processing). In this embodiment, the control device 7 is an integrated controller that controls the entire work vehicle 1, and is composed of, for example, an electronic control unit (ECU). However, the control device 7 may be provided separately from the integrated controller, or may be mainly composed of one processor or multiple processors.

[0078] 5, the control device 7 includes an acquisition processing unit 71, a travel processing unit 72, a dispersion processing unit 73, a variation processing unit 74, a stop processing unit 75, a restart processing unit 76, and a display processing unit 77. In this embodiment, as an example, the control device 7 is mainly configured as a computer system having one or more processors, and these multiple functional units (such as the acquisition processing unit 71) are realized by the one or more processors executing a control program. These multiple functional units included in the control device 7 may be provided in a distributed manner across multiple housings, or may be provided in a single housing.

[0079] The control device 7 is configured to be able to communicate with devices provided in each part of the machine body 10. That is, at least the traveling unit 11, the positioning device 2, the work implement 400 (the sprayer 401 or the weeder 402), the communication device 60, the user interface 61, the obstacle detection device 62, the power source 63, the display 65, etc. are connected to the control device 7. This enables the control device 7 to control the traveling unit 11 and the work implement 400, etc., and to acquire electrical signals from the positioning device 2, the communication device 60, the obstacle detection device 62, etc. The control device 7 may exchange various types of information (data) with each device directly, or indirectly via a repeater, etc.

[0080] Specifically, the control device 7 can communicate with, for example, the first operation terminal 210 via the communication device 60. This allows the control device 7 to display various information on the display unit 211 of the first operation terminal 210 and to receive operation information from the operation unit 212 of the first operation terminal 210. In other words, the control device 7 has at least the function of a display control unit that displays a display screen on the display unit 211 of the first operation terminal 210.

[0081] In addition to the above functional units, the control device 7 further includes an engine control unit, an HST (Hydro-Static Transmission) control unit that controls the hydrostatic continuously variable transmission, etc. The engine control unit controls the engine (power source 63), and the HST control unit controls the hydrostatic continuously variable transmission.

[0082] The acquisition processing unit 71 executes an acquisition process to acquire electrical signals (including data) from each device. In this embodiment, the acquisition processing unit 71 periodically or irregularly acquires information (data) such as the output of each sensor of the obstacle detection device 62, the attitude of the aircraft 10 from the sensor device 66, and the remaining amount of chemical solution and fuel to be sprayed. The acquisition processing unit 71 may acquire various types of data directly from various sensors or indirectly via an electronic control unit or the like. The data acquired by the acquisition processing unit 71 is stored, for example, in a memory or the like.

[0083] The driving processing unit 72 performs automatic driving processing to cause the machine body 10 to automatically drive along a target route in the field F1 based on positioning information acquired from the positioning device 2, etc. Specifically, the driving processing unit 72 causes the driving unit 11 to automatically drive along the target route based on positioning information including the position and orientation of the machine body 10 measured by the positioning device 2. For example, when the positioning information becomes available for RTK positioning and the operator operates (e.g., presses and holds) the third operation unit 223 of the second operation terminal 220, the second operation terminal 220 outputs a driving start instruction (work start instruction) to the work vehicle 1. When the driving processing unit 72 acquires the driving start instruction from the second operation terminal 220, it causes the work vehicle 1 to start automatic driving based on the positioning information of the machine body 10 measured by the positioning device 2. As a result, the work vehicle 1 starts automatic driving along the target route and starts work by the work implement 400.

[0084] Then, the work vehicle 1 automatically travels along the target route R10 (see FIG. 11), and thus the work vehicle 1 automatically travels on the travel route. In short, the travel processing unit 72 causes the work vehicle 1 to automatically travel on the travel route. The "travel route" here refers to the route that the work vehicle 1 actually travels when automatically traveling through the field F1 (work site). In other words, the travel trajectory of the work vehicle 1 when automatically traveling along the target route R10 becomes the "travel route." Here, the travel route may be the same as (the same as) the target route R10, or may be specified separately from the target route R10. As an example, if the work vehicle 1 passes through a position offset 50 cm to the right from the target route R10 when automatically traveling along the target route R10, then the "travel route" will be formed at a position offset 50 cm to the right from the target route R10. In this embodiment, it is assumed that the travel route is the same as (the same as) the target route R10.

[0085] Furthermore, the target route R10 includes a plurality of work routes R1 (see FIG. 11), each of which is a linear route along which the work vehicle 1 performs work (spraying work) on the crop V1, which is the work object (spraying object). In other words, the travel processing unit 72 automatically travels the work vehicle 1 along the work routes R1.

[0086] Furthermore, the driving processing unit 72 controls the traveling unit 11 in accordance with an operation signal from the manual operation device 8. In other words, by controlling the traveling unit 11 with the driving processing unit 72, the control device 7 can control the traveling unit 11 in accordance with the operation of the manual operation device 8 by the operator, that is, the traveling unit 11 can be manually operated.

[0087] The spraying processing unit 73 performs spraying control processing related to the work (spraying work) of the sprayer 401. Specifically, when the work vehicle 1 starts autonomous traveling at the work start position, the spraying processing unit 73 outputs a switching signal to the sprayer 401 to switch the spraying pattern based on control information included in a predetermined target route. When the sprayer 401 receives the switching signal, it carries out the spraying work using the predetermined spraying pattern.

[0088] The variation processing unit 74 performs variation processing that varies the upper acceleration limit value, which is the upper limit value of the acceleration until the vehicle speed of the work vehicle 1 reaches the target speed, in accordance with the slip conditions. In this disclosure, "acceleration" refers to the rate of change (slope) of the vehicle speed with respect to the time it takes to reach the target speed from the current speed, when a target speed different from the current speed, which is the current vehicle speed (travel speed) of the work vehicle 1, is set. In other words, the greater the acceleration, the shorter the time it takes to reach the target speed from the current speed, but the greater the gear shift shock, and the smaller the acceleration, the longer the time it takes to reach the target speed from the current speed, but the smaller the gear shift shock.

[0089] Furthermore, acceleration when the work vehicle 1 increases in speed is referred to as positive (plus) acceleration, and acceleration when the work vehicle 1 decelerates is referred to as negative (minus) acceleration. Therefore, when a positive acceleration is applied to a work vehicle 1 traveling at a certain speed, the work vehicle 1 increases in speed and changes to a higher speed, whereas when a negative acceleration is applied, the work vehicle 1 decelerates and changes to a lower speed. Negative acceleration is synonymous with "deceleration."

[0090] This "acceleration upper limit value", which is the upper limit value of acceleration, is not fixed to a constant value but can be varied by the variation processing unit 74. Here, the variation processing unit 74 varies the acceleration upper limit value in accordance with the slip conditions. The "slip conditions" are conditions related to slips that occur when the work vehicle 1 is traveling. The slip conditions will be described in detail later.

[0091] The stop processing unit 75 performs a stop process to stop the automatic traveling of the work vehicle 1 when the work vehicle 1 deviates from the traveling route during the automatic traveling of the work vehicle 1. In other words, if the work vehicle 1 deviates from the traveling route while the work vehicle 1 is automatically traveling on the traveling route along the target route, the stop processing unit 75 stops the automatic traveling of the work vehicle 1. In this embodiment, the stop processing unit 75 stops the automatic traveling, thereby stopping the work vehicle 1 at the location.

[0092] If the restart conditions are met while autonomous driving is stopped, the restart processing unit 76 performs restart processing to return the work vehicle 1 to the driving route and restart autonomous driving. In other words, if the work vehicle 1 deviates from the driving route and the stop processing unit 75 stops the autonomous driving of the work vehicle 1, and if the restart conditions are met while the work vehicle 1 is stopped (autonomous driving), the restart processing unit 76 restarts autonomous driving of the work vehicle 1. Furthermore, since the work vehicle 1 is in a state of deviating from the driving route while autonomous driving is stopped, the restart processing unit 76 returns the work vehicle 1 to the driving route and causes the work vehicle 1 to restart autonomous driving.

[0093] The "restart condition" is a condition for resuming the autonomous driving of the work vehicle 1. In other words, if the restart condition is not met, the autonomous driving of the work vehicle 1 will remain stopped, and if the restart condition is met, the restart processing unit 76 will cause the work vehicle 1 to resume autonomous driving. The restart condition will be described in detail later.

[0094] The display processing unit 77 displays various types of information on, for example, the display unit 211 of the first operation terminal 210 or the display unit 611 of the user interface 61. The display processing unit 77 displays the operation screen used when generating the target route R10, the generated target route R10, and information related to autonomous driving (the driving status of the work vehicle 1, the work status, etc.) on the display unit 211 (or the display unit 611).

[0095] The manual operation device 8 is a device for manually controlling the work vehicle 1. The work vehicle 1 acquires, at the control device 7 (acquisition processing unit 71), an operation signal output by the manual operation device 8 in response to operation by the operator.

[0096] In this embodiment, the manual operation device 8 is connected to the control device 7 of the work vehicle 1 by a cable of sufficient length, and communicates with the control device 7 via a wired connection. Therefore, the operator can manually operate the work vehicle 1 using the manual operation device 8 while standing, for example, near the machine body 10, without having to board the machine body 10 of the work vehicle 1. Here, the manual operation device 8 may communicate with the work vehicle 1 (control device 7) via wireless communication using radio waves or light. Even in this case, the operator can manually operate the work vehicle 1 using the manual operation device 8 from outside the machine body 10. In other words, the manual operation device 8 can be operated outside the machine body 10. Therefore, for example, when loading or unloading the work vehicle 1 onto a transporter, the operator can manually operate the work vehicle 1 in a safe location outside the machine body 10.

[0097] [2.2] Specific configuration of the sprayer Next, a specific configuration of the spreader 401 attached to the machine body 10 as the work machine 400 will be described.

[0098] The sprayer 401 performs spraying work by spraying a chemical solution as a spraying material onto a crop V1 as a spraying target. As shown in FIG. 10 etc., the sprayer 401 has a nozzle unit 4 and an air current generating unit 5. The nozzle unit 4 has a spray nozzle 41 etc., and discharges the chemical solution as a spraying material stored in a tank 64. The air current generating unit 5 generates an air current that carries the chemical solution as a spraying material discharged from the nozzle unit 4.

[0099] The nozzle unit 4 and the airflow generation unit 5 are supported by the support frame 3. Since the support frame 3 is supported by the airframe 10, the sprayer 401 including the nozzle unit 4 and the airflow generation unit 5 is indirectly supported by the airframe 10. In this embodiment, since the support frame 3 is disposed at the rear end of the airframe 10, the nozzle unit 4 and the airflow generation unit 5 supported by the support frame 3 are also disposed at the rear end of the airframe 10.

[0100] The spray nozzle 41 of the nozzle unit 4 is supported by the support frame 3 and is the part that discharges (sprays) the substance to be sprayed. In this embodiment, as an example, the spray nozzle 41 is a discharge port (spraying part) that actually serves as the outlet for the substance to be sprayed (chemical solution). The sprayer 401 has multiple spray nozzles 41 (12 in this embodiment, as an example).

[0101] The nozzle unit 4 includes, in addition to the spray nozzle 41, a spray pipe 42, a pump 43 (see FIG. 7), a valve 44 (see FIG. 7), and spray piping. In this embodiment, the spray nozzle 41 is attached to the spray pipe 42. The spray pipe 42 is connected to the pump 43 via the spray piping and the valve 44. The pump 43 pressure-feeds the substance to be sprayed (chemical solution) stored in the tank 64 to the spray pipe 42. The valve 44 is an electronically controlled valve unit such as an electromagnetic valve, and changes the pressure (spray pressure) and spray pattern when spraying the substance to be sprayed. As a result, the chemical solution in the tank 64 is supplied by the pump 43 via the valve 44 and the spray pipe 42 to the spray nozzle 41, and is discharged from the spray nozzle 41. Here, the chemical solution is discharged (sprayed) in the form of a mist from the spray nozzle 41.

[0102] More specifically, as shown in Figures 9 and 10, the spray pipes 42 are pipes having a length in the up-down direction D1, and two are attached to each of the vertical frames 3L and 3R of the support frame 3. That is, in this embodiment, the nozzle unit 4 has a total of four spray pipes 42. The two (pair) spray pipes 42 attached to each of the vertical frames 3L and 3R are arranged side by side in the left-right direction D2. Each spray pipe 42 injects the chemical solution as a spray material from its upper end, causing it to flow downward through the pipe and be discharged from the three spray nozzles 41. Three spray nozzles 41 are attached to each spray pipe 42, and the nozzle unit 4 therefore has a total of 12 spray nozzles 41.

[0103] Each spray nozzle 41 is attached to the corresponding spray tube 42 so that its position can be changed in the up-down direction D1. This allows the spacing between adjacent spray nozzles 41 and the height position of each spray nozzle 41 relative to the spray tube 42 to be changed depending on the object to be sprayed (crop V1). Furthermore, each spray nozzle 41 is attached so that its position in the up-down direction D1 and left-right direction D2 relative to the machine body 10 and its orientation (angle) can be changed depending on the object to be sprayed. However, in the sprayer 401, the number of spray nozzles 41 provided on each spray tube 42 can be changed as appropriate depending on the type of object to be sprayed (crop V1) or the length of each spray tube 42, etc.

[0104] The airflow generating unit 5 generates an airflow that carries the spray material (chemical solution) discharged from the spray nozzle 41. The airflow generating unit 5 is supported on the support frame 3 together with the spray nozzle 41. That is, in this embodiment, the sprayer 401 is an air-assisted sprayer that sprays the spray material (chemical solution) by utilizing the airflow generated by the airflow generating unit 5. This enables the work vehicle 1 to efficiently spray the spray material (chemical solution) even on spray target objects (crops V1) that are located relatively far from the spray nozzle 41.

[0105] The airflow generating unit 5 includes a duct 51 and a blower 52. The duct 51 forms a flow path for air to flow in the vertical direction D1. The blower 52 blows air through the duct 51. The airflow generating unit 5 generates an airflow by blowing air from outlet holes 511 (see FIG. 10) formed in the duct 51. In short, the airflow generating unit 5 generates an airflow (airflow) that flows outward from the outlet holes 511 by blowing air sent by the blower 52 into the duct 51 through a flow path within the duct 51. This configuration allows for the generation of a stable airflow over a relatively wide area. Furthermore, the airflow generating unit 5 can adjust the airflow volume by controlling the blower 52. The airflow generating unit 5 can adjust the transport distance of the target by adjusting the airflow volume; the greater the airflow volume, the farther the target can be transported. Therefore, in the work vehicle 1 according to this embodiment, the range over which the material is spread by the spreader 401 can be adjusted.

[0106] More specifically, the ducts 51 are pipes having a length in the vertical direction D1, and one duct 51 is attached to each of the vertical frames 3L and 3R of the support frame 3. That is, in this embodiment, the airflow generation unit 5 has a total of two ducts 51. Each duct 51 has a plurality of outlet holes 511 formed on the left and right sides thereof so as to be aligned in a row along the vertical direction D1. Furthermore, two diffusion pipes 42 of the nozzle unit 4 are fixed to the rear side of each duct 51.

[0107] Here, the duct 51, the two spray pipes 42 attached thereto, and the six spray nozzles 41 attached to these two spray pipes 42 are arranged symmetrically in the left-right direction D2. Of the two spray pipes 42, the three spray nozzles 41 attached to the left spray pipe 42 discharge the spray material (chemical solution) toward the left front, and the three spray nozzles 41 attached to the right spray pipe 42 discharge the spray material (chemical solution) toward the right front. Therefore, the mist-like spray material discharged from the left spray nozzle 41 is carried leftward by the airflow blown out to the left from the duct 51, and the mist-like spray material discharged from the right spray nozzle 41 is carried rightward by the airflow blown out to the right from the duct 51.

[0108] Therefore, of the multiple (12) spray nozzles 41, the three spray nozzles 41 provided on the leftmost spray pipe 42 spray the chemical solution leftward toward the crops V1 located on the outer left side of the machine body 10. Of the multiple spray nozzles 41, the three spray nozzles 41 provided on the left inner spray pipe 42 adjacent to the leftmost spray pipe 42 spray the chemical solution rightward toward the crops V1 located in the inner space Sp1 of the machine body 10. Of the multiple spray nozzles 41, the three spray nozzles 41 provided on the rightmost spray pipe 42 spray the chemical solution rightward toward the crops V1 located on the outer right side of the machine body 10. Of the multiple spray nozzles 41, the three spray nozzles 41 provided on the right inner spray pipe 42 adjacent to the rightmost spray pipe 42 spray the chemical solution leftward toward the crops V1 located in the inner space Sp1 of the machine body 10.

[0109] With the above-described configuration, in the sprayer 401, the two spray pipes 42 and six spray nozzles 41 provided on the vertical frame 3L of the support frame 3 function as a left-side spray unit. Also, the two spray pipes 42 and six spray nozzles 41 provided on the vertical frame 3R of the support frame 3 function as a right-side spray unit. The pair of left and right spray units are arranged at the rear of the machine body 10, capable of spraying in the left-right direction D2, with a gap (space Sp1) between them that allows the crops V1 to pass through.

[0110] Further, the sprayer 401 has a plurality of (12) spray nozzles 41 divided into a plurality of systems, and is configured to be controllable for each system. As an example in this embodiment, the six spray nozzles 41 provided on the two inner spray pipes 42 in the left-right direction D2 of the four spray pipes 42 are classified as a first system, the three spray nozzles 41 provided on the leftmost spray pipe 42 are classified as a second system, and the three spray nozzles 41 provided on the rightmost spray pipe 42 are classified as a third system. Therefore, the spray patterns by the sprayer 401 include a full spray pattern in which the spray material (chemical solution) is sprayed from all spray nozzles 41, and a limited spray pattern in which the spray direction is limited. The limited spray patterns include a first spray pattern in which only the six spray nozzles 41 of the first system spray, a second spray pattern in which only the three spray nozzles 41 of the second system spray, and a third spray pattern in which only the three spray nozzles 41 of the third system spray. Furthermore, the limited spray patterns include a fourth spray pattern in which only the nine spray nozzles 41 of the first and second systems spray, a fifth spray pattern in which only the nine spray nozzles 41 of the first and third systems spray, and a sixth spray pattern in which only the six spray nozzles 41 of the second and third systems spray.

[0111] The sprayer 401 is controlled by the control device 7, and can switch between the multiple spray patterns described above (a total of six patterns: the full spray pattern and six limited spray patterns) as needed. At least one valve 44 of the nozzle unit 4 is provided for each system of the multiple spray nozzles 41. In this embodiment, three valves 44 are provided to accommodate three systems (system 1, system 2, and system 3). These multiple (here, three) valves 44 are individually controlled by the control device 7 to change the spray pattern. The sprayer 401 can also change the spray range of the sprayed product by changing the pressure (spray pressure) when spraying the product for each system. Furthermore, in this embodiment, the spray range of the sprayed product can be adjusted by adjusting the air volume of the airflow generating unit 5, thereby achieving a wider variety of spray ranges depending on the target object (crop V1) or the sprayed product (chemical solution).

[0112] In this embodiment, as described above, the support frame 3 is configured to be rotatable about the rotation axis Ax1 rather than being fixed relatively to the machine body 10. When the support frame 3 rotates, the sprayer 401 supported by the support frame 3 also rotates about the rotation axis Ax1.

[0113] Furthermore, the work vehicle 1 according to this embodiment is not equipped with an actuator or the like that actively rotates the support frame 3. Therefore, the support frame 3 will not rotate until an external force acts on the support frame 3. For example, when the machine body 10 travels on a laterally inclined slope, the support frame 3 will rotate due to its own weight, that is, gravity acting on the support frame 3. Here, if the weight balance of the support frame 3 and the members supported by the support frame 3 (such as the spreader 401) is symmetrical in the left-right direction D2, the support frame 3 will be maintained in a neutral position as long as the machine body 10 is kept horizontal.

[0114] With the rotatable support frame 3 as described above, for example, when the vehicle 10 is traveling on a horizontally inclined slope, the rotation of the support frame 3 reduces the likelihood of unevenness in the amount of sprayed material (chemical solution) by the sprayer 401. In other words, if the support frame 3 were fixedly supported on the vehicle 10, the vehicle 10 would tilt when traveling on a horizontally inclined slope. In this case, the distance from the spray nozzle 41 to the top and bottom of the crop V1 (target object) extending vertically from the ground (field F1) would be different, potentially resulting in unevenness in the amount of sprayed material. In contrast, in the work vehicle 1 according to this embodiment, the rotation of the support frame 3 allows the support frame 3 and the spray nozzle 41 supported by the support frame 3 to maintain the same posture as when traveling on a horizontal surface. Therefore, even for a crop V1 (target object) that extends vertically straight from the ground (field F1), the distance from the spraying nozzle 41 at its top and bottom is less likely to vary, making it easier to suppress unevenness in the amount of sprayed material.

[0115] [3] Method for controlling the travel of a work vehicle Hereinafter, a method for controlling travel of the work vehicle 1 (hereinafter simply referred to as "travel control method") that is executed mainly by the control device 7 will be described with reference to FIGS.

[0116] The cruise control method according to this embodiment is executed by the control device 7, which is primarily composed of a computer system, and in other words is embodied in a work vehicle control program (hereinafter simply referred to as the "control program"). In other words, the cruise control program according to this embodiment is a computer program that causes one or more processors to execute each process related to the cruise control method. Such a control program may be executed, for example, by the control device 7 and the first operation terminal 210 in cooperation with each other.

[0117] The control device 7 that executes the driving control method constitutes a driving control system 100, as shown in Figure 5. The driving control system 100 is a system that executes control related to the driving of the work vehicle 1. In other words, the driving control system 100 according to this embodiment is used to control the work vehicle 1 that works while moving through a field F1 (work land) in which a plurality of crop rows Vr1 (work target rows) consisting of a plurality of crops V1 (work targets) are arranged.

[0118] As described above, the cruise control system 100 according to this embodiment is equipped with a control device 7 that includes an acquisition processing unit 71, a cruise processing unit 72, a dispersal processing unit 73, a variation processing unit 74, a stop processing unit 75, a restart processing unit 76, and a display processing unit 77. The control device 7 is mounted on the body 10 of the work vehicle 1 and is one of the components of the work vehicle 1. Therefore, the cruise control system 100, together with the body 10 that includes the traveling unit 11, constitutes the work vehicle 1. In other words, the work vehicle 1 according to this embodiment is equipped with the cruise control system 100 and the traveling unit 11. The traveling unit 11 is controlled by the cruise control system 100.

[0119] [3.1] Basic operation First, we will explain the basic operations when the work vehicle 1 automatically travels within the field F1 serving as the work site as a result of the travel processing unit 72 executing the automatic travel processing. Here, we will assume that the body 10 of the work vehicle 1 is equipped with a sprayer 401 as the work implement 400, and that the work vehicle 1 is performing spraying work.

[0120] The driving processing unit 72 starts the automatic driving of the work vehicle 1 when the acquisition processing unit 71 acquires an automatic driving start instruction while predetermined automatic driving conditions are satisfied. The automatic driving conditions include, for example, that a target route R10 is set, that the key switch (engine key switch) that starts the engine (power source 63) of the work vehicle 1 is in the ON state, and that the work vehicle 1 is located at a work start position Ps1 (see FIG. 11 ). In other words, when the target route R10 is set and the engine is running, the automatic driving conditions are satisfied when the work vehicle 1 is moved to the work start position Ps1 on the target route R10 by manual operation using the manual operation device 8. In this state, for example, the operator operates the third operation unit 223 of the second operation terminal 220, and an automatic driving start instruction is output from the second operation terminal 220 to the work vehicle 1, whereby the driving processing unit 72 starts the automatic driving of the work vehicle 1.

[0121] As an example, let us assume that the work site is a field F1 containing seven crop rows Vr11-Vr17, as shown in Figure 11. This field F1 includes a work area F11 (the shaded area in Figure 11) in which the crop rows Vr11-Vr17 are formed, and a non-work area F12 which serves as a headland area formed around the work area F11 so as to surround it. The work area F11 is an area of ​​the field F1 where work (spraying work in this case) is carried out by the work vehicle 1. The non-work area F12 is an area where work (spraying work in this case) is not carried out by the work vehicle 1. In other words, the work site (field F1) includes the work area F11 in which work is carried out by the work vehicle 1, and the non-work area F12 in which work is not carried out by the work vehicle 1.

[0122] The work vehicle 1 is capable of automatically traveling (autonomous traveling) within such a field F1 along a preset target route R10. For example, the work vehicle 1 automatically travels from a work start position Ps1 to a work end position Pg1 along a target route R10 that includes multiple work routes R1 and multiple movement routes R2. Each of the multiple work routes R1 is a linear route along which the work vehicle 1 performs work (spraying work) on a crop V1, which is a work object (object to be sprayed), and each of the multiple movement routes R2 is a route (non-work route) along which the work vehicle 1 moves between crop rows Vr1 without performing spraying work, and may include a turning route and a straight route.

[0123] In the example of FIG. 11, the target path R10 includes four work paths R11-R14 that are formed in the work area F11, each extending along the vertical direction A1, which is the longitudinal direction of the crop row Vr1 (i.e., the direction in which the multiple crops V1 are lined up). Here, as an example, work path R11 is set above the crop row Vr11, work path R12 is set above the crop row Vr13, work path R13 is set above the crop row Vr15, and work path R14 is set above the crop row Vr17. Movement path R2 is formed in non-working areas F12, located on both sides of the work area F11 in the vertical direction A1, to connect the work paths R11-R14 that are adjacent in the width direction A2. In other words, of the target path R10, work path R1 is basically formed in the work area F11 of the work land (field F1), and movement path R2 is formed in the non-working area F12.

[0124] According to the target route R10, the work vehicle 1 travels through the work area F11 from the work start position Ps1 along the work route R11 toward one side of the longitudinal direction A1 (upward in FIG. 11), then travels through the non-work area F12 along the movement route R2 toward the start of the next work route R12. The work vehicle 1 then travels through the work area F11 along the work route R12 toward the other side of the longitudinal direction A1 (downward in FIG. 11), then travels through the non-work area F12 along the movement route R2 toward the start of the next work route R13. The work vehicle 1 then travels through the work area F11 along the work route R13 toward one side of the longitudinal direction A1, then travels through the non-work area F12 along the movement route R2 toward the start of the next work route R14. Finally, the work vehicle 1 travels through the work area F11 along the work route R14 toward the other side of the longitudinal direction A1 to the work end position Pg1.

[0125] Here, the current position of the work vehicle 1 is determined by the position of the antenna 21, which is located at the center of the rear of the vehicle body 10 in the left-right direction D2 in a plan view. Therefore, when the work vehicle 1 automatically travels along the target route R10, the center of the rear of the vehicle body 10 in the left-right direction D2 passes through the target route R10. As a result, the actual travel route along which the work vehicle 1 automatically travels coincides with the target route R10. Furthermore, as described above, the work vehicle 1 travels with the gate-shaped vehicle body 10 in a position straddling one crop row Vr1, and sprays a chemical (chemical solution) from the sprayer 401 to the crops V1 in this crop row Vr1 and the crops V1 in the crop row Vr1 adjacent to this crop row Vr1. The current position of the work vehicle 1 may be determined from the position of the antenna 22 located at the front of the vehicle body 10, or may be determined from the positions of both the antennas 21 and 22.

[0126] Therefore, for example, as shown in Figure 11, when the work vehicle 1 is traveling along a work route R13 set above the crop row Vr15, the machine body 10 travels across the crop row Vr15. At this time, the first block 10L travels along the work path between the crop row Vr14 and the crop row Vr15, and the second block 10R travels along the work path between the crop row Vr15 and the crop row Vr16. Furthermore, at this time, the work vehicle 1 can simultaneously spray a chemical (chemical solution) on the crop V1 in the crop row Vr15, the crop V1 in the crop row Vr14 located on the left, and the crop V1 in the crop row Vr16 located on the right.

[0127] The work vehicle 1 also automatically travels through a predetermined row sequence. In the example of FIG. 11, the work path R1 is set up so that every other row is in the order in which the crop rows Vr1 are arranged, such as crop rows Vr11, Vr13, Vr15, and Vr17. Therefore, the work vehicle 1 automatically travels through the multiple crop rows Vr1 every other row. While traveling through the multiple crop rows Vr1 every other row, the work vehicle 1 can simultaneously spray the spraying substance (chemical solution) on three rows of spraying targets (crops V1) adjacent in the width direction A2, thereby spraying all of the spraying targets. However, setting the work path R1 in this manner is merely one example, and the work vehicle 1 may travel through every other row in the order in which the crop rows Vr1 are arranged, or every several rows.

[0128] Here, the work vehicle 1 performs spraying work while traveling along the work route R1, and does not perform spraying work while traveling along the travel route R2. Therefore, the work vehicle 1 starts spraying work when it starts traveling along the work route R1, and stops spraying when it has traveled to the end of the work route R1. The work vehicle 1 then travels along the travel route R2 with spraying stopped, and resumes spraying work when it reaches the start of the next work route R1. As a result, the work vehicle 1 performs spraying work while traveling through the work area F11, and does not perform spraying work while traveling through the non-work area F12.

[0129] 11, the travel route R2 includes a turning route for a gentle right turn or left turn, but the turning manner for changing the heading of the work vehicle 1 is not limited to a "gentle turn" and may include, for example, a "pivot turn" and a "super pivot turn", etc. Furthermore, the turning manner of the work vehicle 1 may include a turning manner in which the machine body 10 turns while switching between forward and reverse travel, such as a so-called "fishtail turn", in order to enable the machine body 10 to turn in a limited space.

[0130] Furthermore, the target route R10 is generated based on information such as work vehicle information about the work vehicle 1, field information about the field F1, and work information about the work (here, spraying work). The work vehicle information includes information such as the model of the work vehicle 1, the position of the antenna 21 of the work vehicle 1, the type of work implement 400 (here, the sprayer 401), the size and shape of the work implement 400, the position of the work implement 400 relative to the machine body 10, the vehicle speed and engine RPM of the machine body 10 while working, etc. The field information includes information such as the position and shape of the field F1, the work start position Ps1, the work end position Pg1, and the work direction. The work direction here refers to the direction in which the work vehicle 1 will travel while performing spraying work in the work area F11, which is the area of ​​the field F1 excluding the non-work area F12, such as the headland. The work information includes information such as the skip number, which is the number of work routes R1 that the work vehicle 1 skips when turning in the non-working area F12, and the width of the non-working area F12.

[0131] This work vehicle information, field information, work information, etc. may be set manually by, for example, an operator performing a registration operation on the first operation terminal 210. Alternatively, information such as the position and shape of the field F1 may be obtained automatically by, for example, having the operator manually operate the work vehicle 1 to travel around the perimeter of the field F1 and record the changes in the position information of the antenna 21 at that time.

[0132] The generated target route R10 is stored in the memory (storage unit) of the control device of the work vehicle 1 and is used for automatic traveling by the traveling processing unit 72. In addition, the target route R10 can also be displayed on the display unit 211 of the first operation terminal 210, etc.

[0133] [3.2] Non-turning round trip Next, non-turning reciprocating traveling, which is one of the traveling modes of the work vehicle 1 during automatic traveling by the traveling processing unit 72, will be described with reference to FIGS.

[0134] First, as described above, basically, a travel route R2 for turning the work vehicle 1 is formed in the non-working area F12 serving as a headland area surrounding the working area F11, and the work vehicle 1 travels along the travel route R2 to move between the crop rows Vr1. In the examples of Figures 12 and 13, the work vehicle 1 also moves from the working route R11 to the next working route R12 by traveling along the travel route R2 formed in the non-working area F12 serving as a headland area on one side of the longitudinal direction A1 (upper side in Figure 12) relative to the working area F11.

[0135] On the other hand, depending on the field F1 (work area), if the headland is narrow or non-existent, for example, it may be difficult to turn the work vehicle 1 around (the headland) of the work area F11 where the work route R1 is formed, and it may not be possible to generate the travel route R2. In the examples of Figures 12 and 13, the headland area (non-work area F12) on one side (the upper part of Figure 12) in the longitudinal direction A1 as viewed from the crop rows Vr15 to Vr17 is a non-travelable area F13 where the work vehicle 1 cannot travel, and it is assumed that a travel route R2 cannot be generated in this non-work area F12.

[0136] In this embodiment, the following configuration is adopted to provide a driving control method, a driving control program, a driving control system 100, and a work vehicle 1 that can also be used in work areas (fields F1) where it is difficult to turn the work vehicle 1 around the work area F11.

[0137] That is, the travel control method according to this embodiment is a travel control method for a work vehicle 1 that automatically travels the work vehicle 1 along a work route R1, and has non-turning reciprocating travel as a travel mode of the work vehicle 1. Non-turning reciprocating travel is a travel mode in which the work vehicle 1 travels from a first end to a second end of the work route R1, and then the direction of travel of the work vehicle 1 is reversed at the second end without changing the orientation of the work vehicle 1, and the work vehicle 1 travels from the second end to the first end of the work route R1.

[0138] In short, in this embodiment, when traveling along a certain work path R1, the work vehicle 1 reverses its direction of travel at the second end without turning, and travels back and forth along the work path R1. Here, the work vehicle 1 has two travel directions: forward and reverse. In non-turning reciprocating travel, the work vehicle 1 switches (reverses) its direction of travel from reverse to forward, or from reverse to forward, at the second end. In this type of non-turning reciprocating travel, the direction of the work vehicle 1 does not change while traveling back and forth along the work path R1, so the work vehicle 1 does not need to turn outside the work area F11 (non-working area F12). This makes it possible to use work areas (fields F1) where it is difficult to turn the work vehicle 1 around the work area F11. Furthermore, the work vehicle 1 can travel back and forth along the work path R1 even when the work vehicle 1 is straddling the crop row Vr1.

[0139] That is, in the travel control system 100 according to this embodiment, the travel processing unit 72 is configured to be able to perform non-turning round trip travel in which the work vehicle 1 travels from the first end to the second end of the work route R1, and then reverses the direction of travel of the work vehicle 1 without changing the orientation of the work vehicle 1 at the second end, causing the work vehicle to travel from the second end to the first end of the work route R1. This makes it possible to deal with work sites (field F1) around the work area F11 where it is difficult to turn the work vehicle 1.

[0140] The non-turning reciprocating travel will be described in more detail below.

[0141] 12 and 13, when the headland area (non-work area F12) on one side in the longitudinal direction A1 as viewed from the crop rows Vr15 to Vr17 is a non-traveling area F13 (i.e., a one-sided headland), the work vehicle 1 is made to travel back and forth without turning so as to avoid the non-traveling area F13. Specifically, the work vehicle 1 makes non-turning reciprocating travel for the work route R13 set on the crop row Vr15 and the work route R14 set on the crop row Vr17. On the other hand, the work vehicle 1 makes turning reciprocating travel for the work route R11 set on the crop row Vr11 and the work route R12 set on the crop row Vr13.

[0142] Here, for each of the work routes R13, R14 that perform non-circling reciprocating travel, the end portion on the opposite side (lower side of Figure 12) from the no-travel area F13 in the longitudinal direction (vertical direction A1) is defined as the first end P31, P41, and the end portion on the no-travel area F13 side (upper side of Figure 12) is defined as the second end P32, P42.

[0143] Then, focusing on the work path R13, the work vehicle 1 is caused to travel from the first end P31 to the second end P32 of the work path R13, and then the direction of travel of the work vehicle 1 is reversed at the second end P32 side without changing the orientation of the work vehicle 1, and the work vehicle 1 is caused to travel from the second end P32 to the first end P31 of the work path R13, thereby executing non-turning reciprocating travel. In short, as the target path R10, an outbound path Ro13 from the first end P31 to the second end P32 and a return path Rr13 from the second end P32 to the first end P31 are generated for one work path R13. In Figures 12 and 13, the outbound path Ro13 and the return path Rr13 are shown shifted in the width direction A2, but in reality, both the outbound path Ro13 and the return path Rr13 are paths formed on one work path R13.

[0144] Here, the travel control method according to this embodiment further includes specifying the traveling direction of the work vehicle 1 when exiting the headland area (non-working area F12) from the first end of the work route R1 during non-turning round trip travel. In other words, for example, in the case of the work route R13, the work vehicle 1 travels along the return route Rr13 and then exits from the working area F11 to the non-working area F12 as a headland area at the first end P31. At this time, it is possible to specify whether the work vehicle 1 will travel forward or backward to exit the non-working area F12. This makes it possible to detect obstacles that exist in the traveling direction of the vehicle 10 when exiting the non-working area F12, for example, using either the obstacle detection device 62 facing forward of the vehicle 10 or the obstacle detection device 62 facing rearward of the vehicle 10. As a result, there is no need to install obstacle detection devices 62 with equivalent performance at the front and rear of the aircraft 10, and even if there are differences in safety devices or stopping accuracy between forward and reverse travel due to structural constraints, for example, obstacles can be detected and avoided with high accuracy.

[0145] In particular, in this embodiment, during non-turning round trip travel, the traveling direction of the work vehicle 1 is fixed to forward when it enters the headland area (non-working area F12) from the first end side of the work route R1. In this embodiment, the obstacle detection device 62 facing forward of the machine body 10 has higher accuracy than the obstacle detection device 62 facing rearward of the machine body 10. Therefore, by having the work vehicle 1 enter the non-working area F12 while moving forward, it becomes possible to detect obstacles that exist in the traveling direction of the machine body 10 with high accuracy.

[0146] Specifically, when the work vehicle 1 enters the non-working area F12 from the first end side of the work route R1, the work vehicle 1 travels in a non-turning reciprocating manner with the front of the machine body 10 facing the first end P31 side (the lower side of FIG. 12) so that its direction of travel is forward, for example, in the case of work route R13. In other words, the work vehicle 1 travels backward on the outgoing route Ro13 from the first end P31 to the second end P32, and travels forward on the returning route Rr13 from the second end P32 to the first end P31.

[0147] Therefore, when the work vehicle 1 enters the work path R13 from the first end P31, it is controlled so that its direction of travel is reverse. As a result, a turn-back path R3 is generated in the non-working area F12 on the first end P31 side of the work path R13 (lower side of FIG. 12), connecting the end of the work path R12 and the start end (first end P31) of the work path R13. The turn-back path R3 includes a first path R31 along which the work vehicle 1 continues to travel forward after completing travel along the work path R12, and a second path R32 along which the work vehicle 1 travels backward. The second path R32 is a path extended toward the first end P31 side of the work path R13.

[0148] That is, the work vehicle 1 can reverse into the work route R13 from the first end P31 by switching back while traveling on the turnaround route R3, as shown in Figure 13. In Figure 13, "1-1" indicates the work vehicle 1 traveling forward on the first route R31, "1-2" indicates the work vehicle 1 traveling backward on the second route R32, "1-3" indicates the work vehicle 1 traveling backward on the outbound route Ro13, and "1-4" indicates the work vehicle 1 traveling forward on the return route Rr13.

[0149] The work vehicle 1 performs work on a work target row (crop row Vr1) consisting of multiple work objects (crops V1) while automatically traveling along the work target row (crop row Vr1). This allows the work vehicle 1 to efficiently perform work (spraying work in this case) on the crop row Vr1, which is an example of a work target row.

[0150] Here, the work vehicle 1 performs work on one work target row (crop row Vr1) while traveling back and forth without turning along a work path R1 that follows the work target row (crop row Vr1). In particular, in this embodiment, the work vehicle 1 is capable of traveling in a position in which it straddles the work target row (crop row Vr1). Therefore, the work vehicle 1 can efficiently perform work (spraying work in this case) on work target rows (crop row Vr1) that are in a position to be straddled by the work vehicle 1 while traveling back and forth without turning along the work path R1.

[0151] However, in the travel control method according to this embodiment, work is not always performed during non-turning reciprocating travel, but rather work is performed only when the work vehicle 1 is in a specific traveling direction during non-turning reciprocating travel. This makes it possible to limit the timing at which the work vehicle 1 performs work to only when the work vehicle 1 is in a specific traveling direction (forward / reverse), making it easier to manage the work performed by the work vehicle 1.

[0152] Here, the specific traveling direction is forward. In other words, the work vehicle 1 performs work (here, spraying work) only when moving forward in non-turning reciprocating travel. In particular, in this embodiment, the work implement 400 is disposed at the rear of the machine body 10, so the machine body 10 is less likely to be splashed with the sprayed material (chemical solution, etc.) sprayed from the work implement 400 (sprayer 401). Therefore, for example, the configuration for protecting the machine body 10 from the sprayed material can be simplified or omitted.

[0153] In other words, the travel control method, during non-turning reciprocating travel, causes the work vehicle 1 to perform work only on either the outbound route Ro13 traveling from the first end P31 to the second end P32, or the return route Rr13 traveling from the second end P32 to the first end P31. In this embodiment, as described above, the work vehicle 1 is caused to perform work (spraying work in this case) only on the return route Rr13 traveling forward. This makes it possible to avoid overlapping work on the same work object (crop V1) on both the outbound route Ro13 and the return route Rr13, enabling efficient work.

[0154] Similarly, with regard to the work path R14, the work vehicle 1 is caused to travel from the first end P41 to the second end P42 of the work path R14, and then the direction of travel of the work vehicle 1 is reversed at the second end P42 side without changing the orientation of the work vehicle 1, and the work vehicle 1 is caused to travel from the second end P42 to the first end P41 of the work path R14, thereby executing non-turning reciprocating travel. In short, as the target path R10, an outbound path Ro14 from the first end P41 to the second end P42 and a return path Rr14 from the second end P42 to the first end P41 (work end position Pg1) are generated for one work path R14. In FIGS. 12 and 13, the outbound path Ro14 and the return path Rr14 are shown shifted in the width direction A2, but in reality, both the outbound path Ro14 and the return path Rr14 are paths formed on one work path R14.

[0155] When traveling back and forth on the work path R14 without turning, just like on the work path R13, the work vehicle 1 enters the work path R14 in reverse from the first end P41 via the return path R3 that connects the end of the work path R13 (first end P31) with the start of the work path R14 (first end P41). The work vehicle 1 then travels backward on the outbound path Ro14 from the first end P41 to the second end P42, and travels forward on the return path Rr14 from the second end P42 to the first end P41. Furthermore, the work vehicle 1 is made to perform work (spraying work in this case) only on the return path Rr14 on which the work vehicle 1 moves forward.

[0156] 12 and 13, the work vehicle 1 does not travel all of the work path R1 in a non-turning reciprocating manner, but only some of the work paths R13, R14. The remaining work paths R11, R12 are connected by a movement path R2 that causes the work vehicle 1 to travel in a turning manner, and the work vehicle 1 travels in a turning reciprocating manner. In this way, in this embodiment, the travel mode of the work vehicle 1 includes non-turning reciprocating travel and turning reciprocating travel, and non-turning reciprocating travel / turning reciprocating travel is selected for each work path R1, so that non-turning reciprocating travel and turning reciprocating travel are mixed in one field F1.

[0157] In short, the travel control method according to this embodiment further comprises performing turning reciprocating travel in which the work vehicle 1 travels from the first end of the work path R11 to the second end, then turns the work vehicle 1 at the second end, and travels from the second end of the work path R12 to the first end, and selecting non-turning reciprocating travel or turning reciprocating travel for each work path R1. In the example of Figures 12 and 13, of the work paths R11 to R14, turning reciprocating travel is selected for work paths R11 and R12, and non-turning reciprocating travel is selected for work paths R13 and R14. This allows different travel modes to be applied to different locations within the field F1, enabling more efficient work.

[0158] In this embodiment, non-turning reciprocating travel is selected particularly for the work route R1 where it is difficult for the work vehicle 1 to turn at the second end. This makes it possible to apply non-turning reciprocating travel only to work routes R1 where it is difficult to turn in the field F1, such as a headland on one side, and to apply turning reciprocating travel to other work routes R1. As a result, it is possible to shorten work time as much as possible while expanding the workable area.

[0159] [3.3] Variation processing Next, the variation process performed by the variation processing section 74 to vary the upper acceleration limit will be described with reference to FIGS.

[0160] If the upper limit of acceleration (acceleration upper limit) when speeding up or slowing down the work vehicle 1 were a fixed value, for example, sudden acceleration on a steeply inclined field F1 (work site) with a slippery road surface due to pebbles, mud, or the like could cause the crawlers 111L, 111R to spin (slip), potentially leading to deviation from the route or getting stuck. In this embodiment, the following configurations are adopted to provide a travel control method, travel control program, travel control system 100, and work vehicle 1 that are less likely to slip while traveling.

[0161] In this embodiment, as described above, the upper limit value of acceleration (acceleration upper limit value) required for the vehicle speed (movement speed) of the work vehicle 1 to reach the target speed is not fixed to a constant value, but is varied by the variation processing unit 74 in accordance with the slip conditions related to slippage that occurs when the work vehicle 1 is traveling.

[0162] That is, the driving control method according to this embodiment involves acquiring slip conditions related to slippage that occurs when the work vehicle 1 is traveling, and varying the upper acceleration limit value, which is the upper limit of acceleration until the vehicle speed of the work vehicle 1 reaches a target speed, in accordance with the slip conditions. The variation processing unit 74 basically reduces the upper acceleration limit value if the work vehicle 1 is in a situation where slippage is likely to occur, and increases the upper acceleration limit value if the work vehicle 1 is in a situation where slippage is unlikely to occur.

[0163] Furthermore, the driving control method according to this embodiment further includes causing the work vehicle 1 to drive automatically by the driving processing unit 72. The upper acceleration limit value is the upper limit value of acceleration when the work vehicle 1 is driven automatically from the current vehicle speed to the target vehicle speed. In short, when the work vehicle 1 is driven automatically, the driving processing unit 72 controls the speed of the work vehicle 1 by increasing or decreasing the speed of the work vehicle 1 so that the speed of the work vehicle 1 changes from the current vehicle speed to the target vehicle speed. When increasing or decreasing the speed during such automatic driving, the upper acceleration limit value is specified by the acceleration upper limit value that is varied by the variation processing unit 74.

[0164] As a result, during automated driving, in conditions where slippage is likely to occur, such as on slippery roads, the work vehicle 1 will slowly increase or decrease speed, making it easier to avoid slippage. On the other hand, in conditions where slippage is unlikely to occur, the work vehicle 1 can quickly increase or decrease speed, leading to improved work efficiency.

[0165] A specific example of how the variation processing section 74 varies the upper acceleration limit value in accordance with the slip condition will be described below.

[0166] As a premise, the shear strength τ of the ground surface of the field F1 (work land) is expressed as "τ = c + σ tan(φ)" using adhesion c, normal stress σ, and shear resistance angle (internal friction angle) φ. If the shear stress caused by the crawlers 111L, 111R during travel of the machine body 10 exceeds the shear strength τ, the soil on the ground surface will slip, causing the crawlers 111L, 111R to spin. Therefore, for example, if the ground surface of the field F1 is covered with pebbles, the adhesion c will be small, and the shear strength τ will be small, making the crawlers 111L, 111R more likely to spin even if the same shear stress is applied. Furthermore, for example, in a wet clay field F1, although the adhesive force c is large, the shear resistance angle φ is small, so the shear strength τ is small, and even if the same shear stress is applied, the crawlers 111L and 111R are more likely to spin freely.

[0167] FIG. 14 is a graph showing an example of the total shear stress G1, which takes into account the weight, acceleration, and workload of the work vehicle 1, and the shear strength G2 of the ground, which reflects soil parameters such as adhesion c and shear resistance angle φ, in relation to the inclination angle of the field F1 (work land). In FIG. 14, the horizontal axis represents the inclination angle (deg) of the field F1, and the vertical axis represents the shear stress (KPa). In FIG. 14, when the total shear stress G1 exceeds the shear strength G2, the crawlers 111L and 111R will slip. Therefore, when the inclination angle is greater than the angle θlim at which the total shear stress G1 and the shear strength G2 intersect, the crawlers 111L and 111R will slip. Hereinafter, the inclination angle (θlim) at which the total shear stress G1 and the shear strength G2 intersect will be referred to as the "critical inclination" of the field F1.

[0168] In Figure 15, the horizontal axis represents acceleration (m / s 215 is a graph showing the relationship between the critical inclination of the field F1 and the acceleration of the work vehicle 1, with the axis of rotation representing the inclination (deg) and the vertical axis representing the inclination angle (deg). FIG. 15 shows an example of the critical inclination for each representative soil parameter while changing the acceleration of the work vehicle 1, which is an operable parameter. FIG. 15 illustrates graph G11 for silt soil, graph G12 for gravel, graph G13 for low-plasticity clay, and graph G14 for muddy clay. For example, in a silty field F1, by applying acceleration according to the inclination angle of the field F1 so that the acceleration falls within the range below graph G11, it is possible to avoid slippage of the crawlers 111L, 111R.

[0169] As an example, in this embodiment, to prevent the crawlers 111L, 111R from spinning in various soil types, an upper limit value for acceleration (upper acceleration limit value) is set according to the inclination angle of the field F1, as shown in graph G10 in Fig. 15. Here, the inclination angle of the field F1 is specified by the inclination in the fore-and-aft direction D3 of the body 10 of the work vehicle 1. The inclination in the fore-and-aft direction D3 of the body 10 of the work vehicle 1 is detected by the inertial measurement unit of the sensor device 66.

[0170] That is, in this embodiment, the slip conditions include conditions related to the inclination in the longitudinal direction D3 of the work vehicle 1. This makes it possible to obtain the slip conditions based on the inclination in the longitudinal direction D3 of the work vehicle 1 without directly measuring the inclination angle of the field F1.

[0171] Here, as shown by graph G10 in Figure 15, the greater the inclination (in the longitudinal direction D3) of the work vehicle 1, the smaller the upper acceleration limit value. In short, the greater the inclination of the work vehicle 1 (equivalent to the inclination angle of the field F1), the more likely it is that the crawlers 111L, 111R will spin out, so the variation processing unit 74 reduces the upper acceleration limit value. On the other hand, the smaller the inclination of the work vehicle 1 (equivalent to the inclination angle of the field F1), the less likely it is that the crawlers 111L, 111R will spin out, so the variation processing unit 74 increases the upper acceleration limit value. As a result, in situations where slippage is likely to occur, the work vehicle 1 will slowly increase or decrease speed, making it easier to avoid slippage.

[0172] Furthermore, in this embodiment, the acceleration upper limit value is enabled only when the work vehicle 1 is subject to restriction, which is either when it is increasing or when it is decelerating. As an example, if the restriction is applied when the work vehicle 1 is increasing in speed, the driving processing unit 72 limits the upper limit of the acceleration of the work vehicle 1 to less than the acceleration upper limit value only when the work vehicle 1 is increasing in speed (when it is subject to restriction). In this case, when the work vehicle 1 is decelerating, the acceleration upper limit value is disabled, and therefore the driving processing unit 72 does not limit the upper limit of the acceleration of the work vehicle 1 to less than the acceleration upper limit value. As a result, when there is no need to limit the upper limit of acceleration, no limit is placed on the acceleration of the work vehicle 1, and the work efficiency of the work vehicle 1 can be improved.

[0173] Here, the time to be restricted is selected to be when the work vehicle 1 is accelerating or decelerating, depending on the direction of the slope relative to the traveling direction of the work vehicle 1. In other words, either the time to be restricted is selected to be when the speed is increasing or when the speed is decreasing, depending on whether the slope of the field F1 is "uphill" or "downhill" relative to the traveling direction of the work vehicle 1. As a result, when there is no need to restrict the upper limit of acceleration, no restrictions are placed on the acceleration of the work vehicle 1, and the work efficiency of the work vehicle 1 can be improved.

[0174] Specifically, if the slope is uphill with respect to the traveling direction of the work vehicle 1, the restriction applies when accelerating, and if the slope is downhill with respect to the traveling direction of the work vehicle 1, the restriction applies when decelerating. In other words, for example, when decelerating when the slope is uphill with respect to the traveling direction of the work vehicle 1, the direction of shear stress by the crawlers 111L, 111R is opposite to that of gravity, so slipping due to deceleration is unlikely to occur. Similarly, when accelerating when the slope is downhill with respect to the traveling direction of the work vehicle 1, the direction of shear stress by the crawlers 111L, 111R is opposite to that of gravity, so slipping due to speed increase is unlikely to occur.

[0175] Therefore, under conditions where slippage due to such acceleration or deceleration is unlikely to occur, no limit is placed on the acceleration of the work vehicle 1, and the work efficiency of the work vehicle 1 can be improved.

[0176] In this embodiment, at least one of the on / off and the degree of variation of the acceleration upper limit value can be set as a setting item. That is, the variation processing unit 74 does not always vary the acceleration upper limit value (according to the slip condition), but can set at least one of the on / off and the degree of variation of the acceleration upper limit value.

[0177] Specifically, the example in Figure 16 assumes a situation in which the work vehicle 1 travels forward through field F1, climbing a slope along crop row Vr1, and when it leaves crop row Vr1, it finishes work and reduces its vehicle speed to zero (0) and stops. In this case, in order for the work vehicle 1 to increase its speed again and leave work area F11, it must travel forward to climb a further slope (uphill). Furthermore, as shown in Figure 16, if there is an obstacle X1, such as a bump or step, ahead of the work vehicle 1 in its direction of travel, the work vehicle 1 must accelerate to a sufficient speed and gain momentum in order to travel over obstacle X1.

[0178] However, if the upper acceleration limit value is made smaller as the inclination (in the longitudinal direction D3) of the work vehicle 1 increases, for example, as shown in Fig. 16, in a steeply sloping field F1, the upper acceleration limit value of the work vehicle 1 will be restricted to a significantly smaller value, making it difficult to travel over obstacle X1. As such, there are situations in which it is not desirable to vary the upper acceleration limit value, so in this embodiment, at least one of the on / off and degree of variation of the upper acceleration limit value can be set. In other words, in situations such as the example shown in Fig. 16, by turning off the variation of the upper acceleration limit value or keeping the degree of variation small, it is possible to prevent the upper acceleration limit value from becoming too small.

[0179] In particular, in this embodiment, the setting items (at least one of on / off and degree of change of the acceleration upper limit value) are set according to a user operation. As a result, in a situation such as the example shown in Fig. 16, for example, it is possible to turn off the change of the acceleration upper limit value or to reduce the degree of change according to a user operation.

[0180] Specifically, an operation by a user (operator) to adjust the degree of variation in the acceleration upper limit value is accepted on an acceleration adjustment screen Dp1 as exemplified in Fig. 17. The acceleration adjustment screen Dp1 is a screen displayed by the display processing unit 77 on, for example, the display unit 211 of the first operation terminal 210 or the display unit 611 of the user interface 61.

[0181] The acceleration adjustment screen Dp1 displays a message urging the user (operator) to adjust the degree of fluctuation in the acceleration upper limit value, such as, "To prevent slipping on slippery fields, acceleration can be made gentler when the road surface is steep. Please adjust the acceleration suppression level according to the field conditions." The acceleration adjustment screen Dp1 also displays an "acceleration suppression level" that can be changed by operating the cursor keys. The acceleration suppression level is a parameter that specifies the degree of fluctuation in the acceleration upper limit value in stages.

[0182] FIG. 18 shows examples of graphs G101 to G105 that represent the upper limit of acceleration (acceleration upper limit) according to the inclination angle of the field F1 for each acceleration suppression level. In FIG. 18, similar to FIG. 15, the horizontal axis represents acceleration (m / s 2 18 is a graph showing the relationship between the limit inclination of the field F1 and the acceleration of the work vehicle 1, with the vertical axis representing the inclination angle (deg) and the horizontal axis representing the inclination angle (deg). FIG. 18 shows a graph G101 when the acceleration suppression level is "1", a graph G102 when the acceleration suppression level is "2", a graph G103 when the acceleration suppression level is "3", a graph G104 when the acceleration suppression level is "4", and a graph G105 when the acceleration suppression level is "5". As is clear from FIG. 18, the degree of fluctuation in the acceleration upper limit value increases as the acceleration suppression level increases.

[0183] Incidentally, while an example has been shown here in which the upper limit of acceleration when the work vehicle 1 is driven automatically is limited to the upper acceleration limit value when the current vehicle speed is brought to the target vehicle speed, the present invention is not limited to this. That is, even when the work vehicle 1 is driven manually, the upper limit of acceleration when the current vehicle speed is brought to the target vehicle speed may be limited to the upper acceleration limit value.

[0184] [3.4] Stop and restart process Next, the stop processing by the stop processing unit 75 and the restart processing by the restart processing unit 76 will be described with reference to FIGS.

[0185] While the work vehicle 1 is traveling automatically, for example, the presence of "mud" or the like on the travel route (target route R10) can cause the crawlers 111L, 111R to spin (slip), resulting in a "route deviation" in which the work vehicle 1 deviates from the travel route (target route R10). When the work vehicle 1 deviates from the travel route (target route R10) while traveling automatically, it is conceivable that the work vehicle 1 will be stopped on the spot and then the operator will manually operate the work vehicle 1 to return it to the travel route. However, in this case, the operator will need to go to the area around the work vehicle 1 in the field F1 (work site) to check the status of the work vehicle 1 and manually operate it, which poses a problem of reduced work efficiency.

[0186] In this embodiment, the following configuration is adopted to provide a driving control method, a driving control program, a driving control system 100, and a work vehicle 1 that are less likely to reduce work efficiency.

[0187] The travel control method according to this embodiment comprises causing the work vehicle 1 to travel automatically on a travel route, stopping the automatic travel when the work vehicle 1 deviates from the travel route while the work vehicle 1 is traveling automatically, and returning the work vehicle 1 to the travel route and restarting the automatic travel when a resumption condition is met while the automatic travel is stopped. In this embodiment, as described above, the travel route is common (identical) to the target route R10.

[0188] According to this configuration, when the work vehicle 1 deviates from the travel route (target route R10) and automatic travel stops, the work vehicle 1 automatically returns to the travel route (target route R10) and resumes automatic travel by satisfying the resumption condition. Therefore, it is no longer necessary for the operator to go to the area around the work vehicle 1 in the field F1 (work site) to check the status of the work vehicle 1 and operate it manually, which has the advantage of making it less likely for work efficiency to decrease.

[0189] In this embodiment, as described above, when the work vehicle 1 deviates from the travel route (target route R10), the stop processing unit 75 stops the work vehicle 1 at the location by stopping automatic travel. However, the stopping position of the work vehicle 1 changes depending on factors such as braking distance. Then, when the restart condition is satisfied while the work vehicle 1 is stopped, the restart processing unit 76 returns the work vehicle 1 to the travel route and causes the work vehicle 1 to resume automatic travel.

[0190] In this embodiment, the restart condition includes a restart operation by the user. Specifically, the restart condition includes a specific restart operation by the operator (user) on the first operation terminal 210 or the second operation terminal 220. Therefore, if the work vehicle 1 deviates from the travel route (target route R10) and stops autonomous traveling, the operator can perform a restart operation on the first operation terminal 210 or the second operation terminal 220, thereby restarting autonomous traveling of the work vehicle 1 without the operator having to go to the vicinity of the work vehicle 1, thereby reducing the operator's workload and minimizing any decline in work efficiency.

[0191] Here, the restart processing unit 76 generates a return route R4 along which the work vehicle 1 travels to return to the travel route (target route R10), as shown in Figure 19. In other words, when the restart conditions are met, the restart processing unit 76 generates a return route R4 separate from the target route R10, and causes the work vehicle 1 to travel along this return route R4, thereby returning the work vehicle 1 to the target route R10. In this way, the return route R4 is generated every time a route deviation occurs, making it possible to perform a return operation that is suited to the situation when autonomous traveling was stopped.

[0192] Furthermore, when the stop processing unit 75 detects at least one of a lateral deviation abnormality and an azimuth deviation abnormality, it determines that a deviation has occurred from the route and stops the automatic traveling of the work vehicle 1. A lateral deviation abnormality occurs when the lateral deviation, i.e., the amount of deviation of the current position of the vehicle 10 from the target route R10 in a direction perpendicular to the target route R10, indicates an abnormal value. An azimuth deviation abnormality occurs when the azimuth deviation, i.e., the amount of deviation of the traveling direction (orientation) of the vehicle 10 from the target route R10, indicates an abnormal value.

[0193] The restart processing unit 76 enters a restart waiting state only when both of the following conditions are met: automatic driving has stopped due to at least one of an abnormal lateral deviation and an abnormal azimuth deviation (i.e., route deviation) during automatic driving; and the lateral deviation and azimuth deviation of the stopped work vehicle 1 are less than predetermined limit values. In other words, even if the automatic driving of the work vehicle 1 has stopped due to route deviation, automatic driving will not be restarted if at least one of the lateral deviation and azimuth deviation of the stopped work vehicle 1 is equal to or greater than a limit value, even if the restart condition is met.

[0194] Thus, in this embodiment, the restart processing unit 76 halts the return operation to the travel route when the amount of deviation of the work vehicle 1 from the travel route is equal to or greater than the limit value. If the deviation is large, there is a high possibility that the machine body 10 is in contact with the crops V1 on the target route R10, and so if automatic travel is performed in this state, the crops V1 may be damaged or the work vehicle 1 may not be able to operate as expected. Therefore, in such a situation, the restart waiting state is not entered and the return operation to the travel route is prohibited.

[0195] It is preferable to notify the surrounding area whether or not the field F1 is in a state waiting for restart, for example, by means of the display 65. That is, when the field F1 is in a state waiting for restart, the display 65 can be turned on normally to notify operators in the vicinity of the field F1 that restart operation is possible. On the other hand, when the field F1 is not in a state waiting for restart because the deviation amount is equal to or greater than the limit value, the display 65 can be turned on abnormally (for example, in red) to notify operators in the vicinity of the field F1 that restart operation is not possible.

[0196] The restart processing by the restart processing unit 76 will be described in more detail below.

[0197] In this embodiment, the restart processing unit 76 specifies return items including at least one of the movement direction and return position of the work vehicle 1 when returning to the travel route. That is, in the return operation to return the work vehicle 1 to the travel route (target route R10), at least one of the movement direction (front side / rear side) of the work vehicle 1 and where to return the work vehicle 1 (return position) is specified as the return item.

[0198] FIG. 19 illustrates an example of a return route R4 when the work vehicle 1 is returned to the travel route (target route R10) after deviating from the travel route (target route R10). Here, when the movement direction of the work vehicle 1 is specified as "forward" as the return item, as shown in the upper part of FIG. 19, the work vehicle 1 returns to the travel route (target route R10) by traveling forward on the first return route R41 and the second return route R42 and traveling backward on the third return route R43. On the other hand, when the movement direction of the work vehicle 1 is specified as "rear" as the return item, as shown in the lower part of FIG. 19, the work vehicle 1 returns to the travel route (target route R10) by traveling backward on the first return route R41 and the second return route R42 and traveling forward on the third return route R43.

[0199] In this way, by specifying at least one of the movement direction and return position of the work vehicle 1 as the return item, it is possible to perform a more flexible return operation that is suited to the situation when automatic traveling is stopped.

[0200] Here, the return item is specified based on at least one of the current position, posture, and tilt direction (of the slope of the field F1) of the work vehicle 1. For example, the movement direction (front / rear) of the work vehicle 1 in the return operation as a return item is specified based on the current position and posture (the direction of the front end of the machine body 10 in a plan view) of a reference point (for example, a center point) of the machine body 10.

[0201] Figure 20 illustrates an example of the correspondence between the current position and posture of the work vehicle 1 and the movement direction (front / rear) of the work vehicle 1 during the return operation. That is, if the current position of (the reference point of) the machine body 10 is to the right of the target route R10 (travel route) and (the front end of) the machine body 10 is in a posture facing right, the movement direction of the work vehicle 1 during the return operation will be "rear," as shown in the upper left of Figure 20. On the other hand, if the current position of the machine body 10 is to the right of the target route R10 and the machine body 10 is in a posture facing left, the movement direction of the work vehicle 1 during the return operation will be "front," as shown in the upper right of Figure 20.

[0202] Similarly, if the current position of the machine body 10 (its reference point) is on the left side of the target route R10 (travel route) and the machine body 10 (the front end portion) is facing right, the movement direction of the work vehicle 1 during the return operation will be "forward," as shown in the lower left of Fig. 20. On the other hand, if the current position of the machine body 10 is on the left side of the target route R10 and the machine body 10 is facing left, the movement direction of the work vehicle 1 during the return operation will be "backward," as shown in the lower right of Fig. 20.

[0203] In this way, by specifying the specified items (such as the direction of movement of the work vehicle 1 during the return operation) based on the current position and / or attitude of the work vehicle 1, it becomes less likely that the machine body 10 will come into contact with the crops V1 on the target route R10, for example.

[0204] Alternatively, as in cases 1 and 2 shown in Figure 21, if the current position of the work vehicle 1 satisfies certain conditions, the movement direction shown in Figure 20 will not be followed. That is, for example, in the example of case 1 shown on the left side of Figure 21, a crop row Vr12 that intersects with the crop row Vr11 currently being worked on is located further back (forward in the direction of travel) than the end point of the crop row Vr11, and therefore, if the work vehicle 1 is moved "forward" during the return operation of the work vehicle 1, there is a risk that the machine body 10 will come into contact with the crop row Vr12. In the example of case 1 shown on the right side of Figure 21, the headland area (non-work area F12) located further back (forward in the direction of travel) than the end point of the work route R1 is narrow, making it difficult for the work vehicle 1 to enter, and therefore, if the work vehicle 1 is moved "forward" during the return operation of the work vehicle 1, there is a risk that the machine body 10 will protrude from the field F1.

[0205] Therefore, for example, if the current position of the work vehicle 1 is close to the end point of the work route R1, the movement direction of the work vehicle 1 during the return operation is set to "rear." On the other hand, if the current position of the work vehicle 1 is close to the start point of the work route R1, the movement direction of the work vehicle 1 during the return operation is set to "front."

[0206] Furthermore, with regard to the inclination direction (of the slope of the field F1), it is preferable to specify the direction of movement of the work vehicle 1 so that the work vehicle 1 travels downward during the return operation. This makes it possible to reduce the load on the work vehicle 1 during the return operation, taking into account gravity. The inclination direction can be detected, for example, by the inertial measurement unit of the sensor device 66.

[0207] Furthermore, it is preferable that the designation of the return item be based on the cause of the work vehicle 1 deviating from the travel route. As an example, if the work vehicle 1 deviates from the route due to traveling through a localized obstacle point such as "mud" or "step" (including a depression), the movement direction of the work vehicle 1 in the return operation is designated as "forward" as the return item. In other words, if an obstacle point exists on the travel route (target route R10), moving the work vehicle 1 "backward" to return to the travel route will cause the work vehicle 1 to pass through the obstacle point again, whereas moving the work vehicle 1 "forward" will make it possible to avoid the obstacle point. As a result, it becomes easier to return the work vehicle 1 to the travel route.

[0208] Here, the cause of the route deviation is estimated to be "mud" when, for example, the stuck rate and slip rate are equal to or greater than a threshold. The stuck rate is calculated by dividing the difference between the vehicle speed and the drive speed of the crawlers 111L, 111R by the vehicle speed. The slip rate is calculated by dividing the difference between the drive speed of the crawlers 111L, 111R and the vehicle speed by the drive speed of the crawlers 111L, 111R. Furthermore, the cause of the route deviation is estimated to be "a bump" when, for example, at least one of the pitch angle and roll angle of the vehicle 10 changes by a threshold or more within a certain period of time.

[0209] The return position also includes a position on the travel route that the work vehicle 1 has already traveled to. In other words, it is possible to return the work vehicle 1 to a position on the travel route (target route R10) that the work vehicle 1 has already traveled to. This makes it possible to return the work vehicle 1 to the state it was in before it deviated from the route, and then resume automatic travel.

[0210] In this embodiment in particular, the return position is the position where the work vehicle 1 interrupted work. That is, for example, as shown in Fig. 22, the position where work was interrupted due to route deviation is set as work completion position P10, and the work vehicle 1 travels forward along a first return route R41 and a second return route R42 to return to the travel route (target route R10), and then travels backward along a third return route R43 on the target route R10 to move to work completion position P10. Return to work completion position P10 is determined by whether or not the start distance Ds1 from the start of the current segment to work completion position P10 has been reached.

[0211] In this way, by returning the work vehicle 1 to the position where work was interrupted, work can be resumed from the position where work was interrupted when autonomous driving is resumed, thereby reducing work unevenness. However, whether or not to return the work vehicle 1 to the work completion position P10 may be selectable, for example, by a user operation. If the work vehicle 1 is not returned to the work completion position P10, in the example of FIG. 22, the work vehicle 1 travels forward along the first return route R41 and the second return route R42, returns to the travel route (target route R10), and resumes autonomous driving from that position.

[0212] Furthermore, if the road conditions at or near work completion position P10 are poor, the work vehicle 1 may not be returned to work completion position P10. In other words, if there is a localized obstacle such as "mud" or "steps" (including depressions) at or near work completion position P10, returning to work completion position P10 is likely to result in another deviation from the route. To avoid this, the work vehicle 1 may not be returned to work completion position P10, and automated driving may be resumed from a position where the work vehicle 1 has returned to the travel route (target route R10).

[0213] The restart processing unit 76 determines whether or not return is possible using one of the return methods, and if it is determined that return is not possible, it uses another return method. In other words, the restart processing unit 76 can propose multiple return methods by adopting different return routes and / or return items (at least one of the movement direction and return position of the work vehicle 1). The restart processing unit 76 determines whether or not return is possible among these multiple return methods, starting with the return method with the highest priority. Then, if it is determined that return is not possible using that return method, it uses the next highest priority return method.

[0214] For example, when a return operation is performed using a return method in which the movement direction of the work vehicle 1 is "forward" according to the movement direction shown in Figure 20, the return of the work vehicle 1 to the travel route may be hindered by the presence of a localized obstacle such as "mud" or "step" (including depressions) on the return route R4, or by a steep slope. In such a case, for example, by performing a return operation using a different return method in which the movement direction of the work vehicle 1 in the return operation is changed to "rearward," it becomes possible to quickly and reliably return the work vehicle 1 to the travel route.

[0215] Here, if a return attempt using one return method fails a predetermined number of times, it is preferable to determine that return is not possible using that return method. The "predetermined number" here refers to any number of times equal to or greater than one. In this embodiment, the predetermined number of times is set to two or more (multiple times). Specifically, if a return operation results in failure to return, a count is incremented, and when the count reaches a predetermined number, it is determined that return is not possible and the return method at that time is switched to. The count is reset when the work vehicle 1 returns to the travel route or when the return method is changed.

[0216] As a result, the return operation using one return method is retried multiple times, and if return is still not possible, the return operation is performed using the next best return method. Also, if the vehicle is able to return to the driving route but route deviation occurs again within a specified range from the previous route deviation point and the return method is the same, the count is incremented in the same way as when return is not possible.

[0217] [3.5] Route display screen Next, the route display screen Dp2 displayed by the display processing unit 77 will be described with reference to FIGS.

[0218] The route display screen Dp2 is a screen displayed by the display processing unit 77, for example, on the display unit 211 of the first operation terminal 210 or the display unit 611 of the user interface 61. In the present disclosure, the "screen" of the route display screen Dp2 or the like refers to an image (picture) displayed on the display unit 211 or the like, and includes icons, figures, photographs, text, and videos. Here, when a screen includes a video or the like, the screen does not include a fixed image but an image that changes from moment to moment. In drawings showing the route display screen Dp2 such as FIG. 23, the leader lines and reference symbols are added merely for explanatory purposes and are not actually displayed on the display unit 211 or the like. Furthermore, the design, arrangement, and size of objects on the route display screen Dp2 described below are merely examples and can be changed as appropriate.

[0219] That is, the travel control method according to this embodiment further comprises displaying a route display screen Dp2 including the work route R1 on the display unit 211 (or 611). The route display screen Dp2 displays different display modes depending on whether the work vehicle 1 is moving forward or backward. As an example in this embodiment, the route display screen Dp2 can display the entire target route R10 (travel route), including not only the work route R1 but also the movement route R2.

[0220] Fig. 23 shows a route display screen Dp2 before work (automated driving) begins, and shows a route display screen Dp21 for forward driving only, and a route display screen Dp22 for a case where reverse driving is also included, such as non-turning round trip driving. The target route R10 is displayed superimposed on a map (including aerial photographs, etc.) of the field F1. As shown in Fig. 23, the route along which the work vehicle 1 will travel forward and the route along which the work vehicle 1 will travel backward are displayed, for example, with different display colors. As one example, the route along which the work vehicle 1 will travel forward is displayed in "gray," and the route along which the work vehicle 1 will travel backward is displayed in "orange."

[0221] As a result, by viewing the route display screen Dp2, the operator can grasp (before work begins) the movement of the work vehicle 1 throughout the entire work in the field F1, and in particular whether it will be moving forward or backward.

[0222] Furthermore, the route display screen Dp2 displays the untraveled (unworked) target route R10 and the traveled (worked) route (work history) in a different display mode. FIG. 24 shows the route display screen Dp2 when a route deviation occurs during work (automated traveling) and automatic traveling is resumed from the middle of the target route R10, showing a route display screen Dp23 in the case of forward traveling only and a route display screen Dp24 in the case of including reverse traveling such as non-turning round trip traveling. As shown in FIG. 24, the untraveled (unworked) target route R10 and the traveled (worked) route are displayed, for example, with different display colors. As an example, for a route on which the work vehicle 1 travels forward, the traveled portions are displayed in "blue," and for a route on which the work vehicle 1 travels backward, the traveled portions are displayed in "green." This visualizes whether or not a route has been traveled (work has been completed).

[0223] Here, if work is interrupted midway due to reasons such as deviation from the route, it is preferable to distinguish the work route R1 that was interrupted midway from other work routes R1 on the route display screen Dp2. As an example, as shown in FIG. 24, the work route R1 that was interrupted midway is displayed in a color, such as "red," that distinguishes it from the other work routes R1. This makes it possible to know where to resume (start) the next work, and also to know whether there is a work route R1 where work was interrupted midway (i.e., a work route R1 that should be worked on again).

[0224] Furthermore, it is preferable that the route display screen Dp2 also displays in an identifiable manner the positions where the work vehicle 1 has stopped during its automated driving. For example, by displaying the positions where the work vehicle 1 has stopped using an icon or the like, the operator can be informed of the positions where the work vehicle 1 has stopped. Furthermore, it is possible to ascertain which positions the work vehicle 1 most often stops at, which can be used as a reference for future plans, such as soil improvement.

[0225] Furthermore, in addition to or instead of display color, the route display mode may be distinguished by line type (solid line / broken line / dotted line, etc.) and symbol (arrow / graphic, etc.), as shown in Fig. 25. Fig. 25 shows a route display screen Dp2 when a route deviation occurs during work (automated driving) and automatic driving is resumed from the middle of the target route R10, and shows a route display screen Dp25 in the case of forward driving only and a route display screen Dp26 in the case of including reverse driving such as non-turning round trip driving. This makes it easier to distinguish route displays even when they are difficult to distinguish by color coding.

[0226] Furthermore, as shown in FIG. 26, the display mode of the route may be differentiated between a route on which the work vehicle 1 performs work (spraying work, as an example) and a route on which no work is performed. FIG. 26 shows a route display screen Dp2 during work (automated driving), including a route display screen Dp27 in the case of forward driving only and a route display screen Dp28 in the case of including reverse driving, such as non-turning round trip driving. A partial enlarged view of the route display screen Dp27 is shown in a balloon. In the example of FIG. 26, a white band B1 is superimposed on routes on which work is performed, and the white band B1 is not superimposed on routes on which no work is performed, thereby distinguishing the display mode of the two routes. In other words, for example, a route on which the work vehicle 1 moves between crop rows Vr1 without performing work (non-work route), such as travel route R2, is displayed in a different manner from a route on which the work vehicle 1 performs work while traveling, thereby making it possible to visually confirm the range of work to be performed in the field F1. Even on the work route R1, locations where the work vehicle 1 will not be performing work are displayed in the display mode of a route where no work will be performed.

[0227] Furthermore, in Figure 26, for the route where work is to be performed, a distinction is made between an untraveled (unworked) route and a traveled (worked) route, for example, by the transparency (or density or display color, etc.) of the white band B1. Specifically, the display mode of the two routes is distinguished by superimposing a white band B11 on the untraveled portion of the route where work is to be performed, and a white band B12 on the traveled portion. This makes it possible to visualize how much of the route where work is to be performed in the field F1 has been traveled (worked on), in other words, the progress of the work.

[0228] [4] Variation Below, we will list some modified examples of embodiment 1. The modified examples explained below can be applied in appropriate combinations.

[0229] The control device 7 in the present disclosure includes a computer system. The computer system mainly comprises one or more processors and one or more memories as hardware. The functions of the control device 7 in the present disclosure are realized by the processor executing a program recorded in the memory of the computer system. The program may be pre-recorded in the memory of the computer system, provided via a telecommunications line, or provided by being recorded on a non-transitory recording medium such as a memory card, optical disk, or hard disk drive that is readable by the computer system. In addition, some or all of the functional units included in the control device 7 may be configured with electronic circuits.

[0230] Furthermore, it is not essential for the control device 7 that at least some of the functions of the control device 7 are concentrated in one housing, and the components of the control device 7 may be distributed across multiple housings. Conversely, in the control device 7, functions that are distributed across multiple devices (for example, the control device 7 and the first operation terminal 210) may be concentrated in one housing. Furthermore, at least some of the functions of the control device 7 may be realized by the cloud (cloud computing) or the like.

[0231] The work vehicle 1 is not limited to orchards such as vineyards or apple orchards, and may be used for work in other fields F1 or work sites other than the field F1. Furthermore, the substance sprayed by the work vehicle 1 is not limited to chemical solutions, but may be, for example, water, fertilizer, disinfectant, or other liquids, or powders. Similarly, the object onto which the substance is sprayed is not limited to grape trees, but may be other crops or objects other than crops (including inorganic substances). Furthermore, the work vehicle 1 is not limited to unmanned aircraft that operate by autonomous driving, but may be configured to operate by operation (including remote operation) by a person (operator), for example, a passenger type (manned aircraft) on which an operator can ride. Even in this case, the work vehicle 1 is provided with an antenna 21 or the like to determine its current location.

[0232] Furthermore, the support frame 3 only needs to be attached to one end of the machine body 10 in the fore-and-aft direction D3, and may be attached to the front of the machine body 10. In this case, the work implement 400 supported by the support frame 3 will also be disposed in front of the machine body 10, not behind it.

[0233] Furthermore, the work implement 400 (sprayer 401 or weeder) only needs to be attached to the machine body 10 of the work vehicle 1, and does not necessarily need to be supported by the support frame 3. In other words, at least one of the spreader 401 and the weeder may be supported directly on the machine body 10 without the support frame 3 being used.

[0234] Furthermore, the specific means of notification and presentation is not limited to display on the display unit 211 of the first operating terminal 210, but may also be display on another display unit, sound, transmission to an external terminal, or other means, or a combination of these.

[0235] The work vehicle 1 may also be equipped with a pair of work implements 400 lined up in the fore-and-aft direction D3. This allows the work vehicle 1 to perform work using each of the pair of work implements 400 lined up in the fore-and-aft direction D3, improving work efficiency compared to when work is performed using only one of the work implements 400. The work vehicle 1 may also be equipped with a rotation drive device that generates a rotational force that rotates the support frame 3 relative to the machine body 10 about the rotation axis Ax1.

[0236] Furthermore, the machine body 10 only needs to have the first block 10L and the second block 10R aligned in the left-right direction D2, and the first block 10L and the second block 10R may be reversed left-right. That is, the first block 10L, which includes the power source 63 and the like, may be located on the right side, and the second block 10R, which includes the user interface 61 and the like, may be located on the left side.

[0237] Furthermore, the traveling unit 11 is not limited to a crawler-type traveling device, but may have one or more wheels and travel by rotating the wheels. Furthermore, the traveling unit 11 is not limited to a configuration driven by a hydraulic motor, but may be a configuration driven by an electric motor, for example.

[0238] Furthermore, the sprayer 401 as the work machine 400 is not limited to an air-assisted sprayer as in embodiment 1, but may also be, for example, an electrostatic sprayer, or a sprayer that combines air-assisted and electrostatic spraying methods.

[0239] Furthermore, the power source 63 is not limited to an engine, and may have, for example, a motor (electric motor), or may be a hybrid power source including an engine and a motor.

[0240] Furthermore, the work vehicle 1 may have a configuration in which the machine body 10 is not gate-shaped, but the entire machine body 10 travels between a pair of adjacent crop rows Vr1 (work passage). In this case, the work vehicle 1 travels along each work passage without straddling the crop rows Vr1. In this case, the sprayer 401 performs spraying work by switching between a spraying pattern in which the chemical solution is sprayed in both the left and right directions D2, a spraying pattern in which the chemical solution is sprayed only to the left, and a spraying pattern in which the chemical solution is sprayed only to the right.

[0241] [Appendix to the invention] The following is a summary of the invention extracted from the above-described embodiment. Note that the configurations and processing functions described in the following supplementary notes can be selected and combined as desired.

[0242] <Appendix 1> causing the work vehicle to automatically travel on a travel route; stopping the automatic traveling of the work vehicle when the work vehicle deviates from the traveling route during the automatic traveling of the work vehicle; When a restart condition is satisfied while the automatic driving is stopped, the work vehicle is returned to the driving route and the automatic driving is restarted. A method for controlling the travel of a work vehicle.

[0243] <Appendix 2> the restart condition includes a restart operation by a user; 2. A method for controlling travel of a work vehicle as set forth in claim 1.

[0244] <Appendix 3> The method further includes specifying a return item including at least one of a movement direction and a return position of the work vehicle when returning to the travel route. 3. A method for controlling travel of a work vehicle according to claim 1 or 2.

[0245] <Appendix 4> The designation of the return item is performed based on at least one of the current position, attitude, and tilt direction of the work vehicle. 4. A method for controlling travel of a work vehicle as set forth in appendix 3.

[0246] <Appendix 5> The designation of the return item is performed based on the cause of the work vehicle deviating from the travel route. 5. A method for controlling travel of a work vehicle according to claim 3 or 4.

[0247] <Appendix 6> The return position includes a position on the travel route where the work vehicle has already traveled. A method for controlling travel of a work vehicle according to any one of Supplementary Notes 3 to 5.

[0248] <Appendix 7> The return position is a position where the work vehicle stopped working. 7. A method for controlling travel of a work vehicle as set forth in appendix 6.

[0249] <Appendix 8> generating a return route along which the work vehicle travels to return to the travel route; A method for controlling travel of a work vehicle according to any one of Supplementary Notes 1 to 7.

[0250] <Appendix 9> The method further includes stopping an operation of returning the work vehicle to the travel route when an amount of deviation of the work vehicle from the travel route is equal to or greater than a limit value. A method for controlling travel of a work vehicle according to any one of Supplementary Notes 1 to 8.

[0251] <Appendix 10> It further comprises determining whether or not recovery is possible using any one of the recovery methods, and if it is determined that recovery is not possible, recovering using another recovery method. A method for controlling travel of a work vehicle according to any one of Supplementary Notes 1 to 9.

[0252] <Appendix 11> If the recovery using the one recovery method fails a predetermined number of times, it is determined that recovery using the one recovery method is not possible. 11. A method for controlling travel of a work vehicle according to claim 10.

[0253] <Appendix 12> A method for controlling travel of a work vehicle according to any one of appendices 1 to 11, A driving control program to be executed by one or more processors. [Explanation of symbols]

[0254] 1 Work vehicle 10 aircraft 11 Running part 72 Driving processing unit 75 Stop processing section 76 Restart processing unit 100 Driving Control System R4 Return Path R10 Target route (driving route)

Claims

1. causing the work vehicle to automatically travel on a travel route; stopping the automatic traveling of the work vehicle when the work vehicle deviates from the traveling route during the automatic traveling of the work vehicle; When a restart condition is satisfied while the automatic driving is stopped, the work vehicle is returned to the driving route and the automatic driving is restarted. A method for controlling the travel of a work vehicle.

2. the restart condition includes a restart operation by a user; The method for controlling travel of a work vehicle according to claim 1.

3. The method further includes specifying a return item including at least one of a movement direction and a return position of the work vehicle when returning to the travel route. The method for controlling travel of a work vehicle according to claim 1 or 2.

4. The designation of the return item is performed based on at least one of the current position, attitude, and tilt direction of the work vehicle. The method for controlling travel of a work vehicle according to claim 3.

5. The designation of the return item is performed based on the cause of the work vehicle deviating from the travel route. The method for controlling travel of a work vehicle according to claim 3.

6. The return position includes a position on the travel route where the work vehicle has already traveled. The method for controlling travel of a work vehicle according to claim 3.

7. The return position is a position where the work vehicle stopped working. The method for controlling travel of a work vehicle according to claim 6.

8. generating a return route along which the work vehicle travels to return to the travel route; The method for controlling travel of a work vehicle according to claim 1 or 2.

9. The method further includes stopping an operation of returning the work vehicle to the travel route when an amount of deviation of the work vehicle from the travel route is equal to or greater than a limit value. The method for controlling travel of a work vehicle according to claim 1 or 2.

10. It further comprises determining whether or not recovery is possible using any one of the recovery methods, and if it is determined that recovery is not possible, recovering using another recovery method. The method for controlling travel of a work vehicle according to claim 1 or 2.

11. If the recovery using the one recovery method fails a predetermined number of times, it is determined that recovery using the one recovery method is not possible. The method for controlling travel of a work vehicle according to claim 10.

12. The method for controlling travel of a work vehicle according to claim 1 or 2, A driving control program for execution by one or more processors.

13. a driving processing unit that causes the work vehicle to automatically drive on a driving route; a stop processing unit that stops the automatic traveling of the work vehicle when the work vehicle deviates from the traveling route during the automatic traveling of the work vehicle; a restart processing unit that, when a restart condition is satisfied while the automatic driving is stopped, returns the work vehicle to the driving route and restarts the automatic driving; Cruise control system.

14. The cruise control system according to claim 13; A traveling unit controlled by the traveling control system. Work vehicle.

Images