Support system

Abstract

To avoid operation of a working vehicle in advance when there is a possibility of communication failure in a field.SOLUTION: The assist system 100 includes the storage device 53 configured to store in advance the field information FI in which the communication status CS in the field H and the position information P are associated with each other, the determination section 51a configured to determine the possibility of communication failure in the field H based on the field information FI, and the assist device 57 configured to assist driving of the field H based on the determination result of the determination section 51a.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an assistance system that assists the driving of a work vehicle in a field. [Background technology]

[0002] Patent Document 1 describes a technology in which a remote control server has a function for mutual communication between a work machine and a remote control device that remotely controls the work machine, and allocates communication resources for mutual communication between the remote control device and the work machine according to an index value representing at least one of the level of skill of the remote operator and the level of difficulty of the remote operation, thereby preventing excessive reduction in data communication volume. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-200660 Summary of the Invention [Problem to be solved by the invention]

[0004] The system described in Patent Document 1 is merely configured to allocate communication resources while reducing the amount of data communication, and is unable to prevent the operation of work vehicles in advance when there is a possibility of communication failure in the field.

[0005] In view of the above problems, the present invention aims to provide an assistance system that can prevent the operation of a work vehicle in advance when there is a possibility of a communication failure in a field. [Means for solving the problem]

[0006] An assistance system according to one aspect of the present invention includes a storage device that pre-stores field information linking communication conditions in the field with location information, a determination unit that determines the possibility of a communication failure in the work vehicle in the field based on the field information before the work vehicle starts operating in the field, and an assistance device that assists the work vehicle in operating in the field based on the determination result of the determination unit. [Effects of the Invention]

[0007] According to the present invention, when there is a possibility of a communication failure in a field, it is possible to avoid driving a work vehicle in advance. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a configuration diagram of a support system according to an embodiment. [Figure 2] FIG. [Figure 3] FIG. 2 is a diagram showing an example of a travel route. [Figure 4] FIG. 10 is a diagram showing an example of a driving control screen. [Figure 5A] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 5B] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 5C] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 5D] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 5E] FIG. 1 is a diagram illustrating an example of a short-distance communication terminal. [Figure 6] FIG. 3 is a diagram showing an example of farm field information stored in a storage device. [Figure 7A] 10 is a flowchart showing an operation decision process based on the possibility of a communication failure in a farm field. [Figure 7B] 10 is a flowchart showing a process for determining the possibility of a communication failure in a farm field. [Figure 7C] 10 is a flowchart showing an area determination process. [Figure 7D]10 is a flowchart showing a driving determination process. [Figure 8] FIG. 10 is a diagram showing an example of a first region and a second region determined as regions. [Figure 9A] FIG. 4 is a diagram showing an example of a travel route generated in each of a first area and a second area. [Figure 9B] FIG. 10 is a diagram showing an example of a travel route that does not include an estimated cause of communication failure. [Figure 10A] 7D is a flowchart showing a region determination process different from that shown in FIG. 7C. [Figure 10B] 7D is a flowchart showing a driving determination process different from that shown in FIG. 7D. [Figure 11] 10B is a flowchart showing a region determination process different from that shown in FIG. 7C and FIG. 10A. [Figure 12] FIG. 2 is a diagram illustrating an example of farm field information. [Figure 13] FIG. 2 is a diagram illustrating an example of farm field information. [Figure 14] 10 is a flowchart showing a region determination process including cause estimation. [Figure 15] FIG. 13 is a diagram showing an example of a cause estimation result based on the farm field information shown in FIG. 12. [Figure 16] FIG. 14 is a diagram showing an example of a cause estimation result based on the farm field information shown in FIG. 13. [Figure 17] FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0010] Next, the work vehicle 1 and assistance system 100 of this embodiment will be described. FIG. 1 is a configuration diagram of the assistance system of this embodiment. The assistance system 100 includes a work vehicle 1 and a remote communication terminal 50 for remotely driving the work vehicle 1. The assistance system 100 may also include a short-range communication terminal 90. The assistance system 100 and the remote communication terminal 50 assist the work vehicle 1 in performing agricultural work using the work implement 2 while traveling in a field.

[0011] First, a work vehicle (agricultural machine) 1 of this embodiment will be described. Fig. 17 is a side view of the work vehicle. In this example, the work vehicle 1 is, for example, a tractor. Note that the work vehicle 1 is not limited to a tractor, and may be, for example, other agricultural machinery such as a rice transplanter or a combine harvester, or agricultural machinery other than a tractor that performs agricultural work.

[0012] The work vehicle 1 includes a traveling body 3, a prime mover 4, a transmission 5, and a traveling unit 7. The front wheels 7F of the traveling unit 7 may be either tire-type or crawler-type. The rear wheels 7R of the traveling unit 7 may also be either tire-type or crawler-type. The prime mover 4 is configured with a diesel engine, an electric motor, or the like. In this embodiment, the prime mover 4 is configured with a diesel engine. The transmission 5 is capable of switching the propulsion force of the traveling unit 7 by changing gears, and can also switch the traveling unit 7 between forward and reverse motion. The driving force of the prime mover 4 is transmitted to the traveling unit 7 by the transmission 5, driving the traveling unit 7, causing the traveling body 3 to travel forward and backward. In FIG. 17, the left side is the front of the traveling body 3, and the right side is the rear of the traveling body 3. Furthermore, as you face FIG. 17, the back side is the right side of the traveling body 3, and the front side is the left side of the traveling body 3.

[0013] A cabin 9 is provided on the traveling body 3. A driver's seat 10 is provided inside the cabin 9. A coupling device 8 composed of a three-point linkage or the like is provided at the rear of the traveling body 3. The coupling device 8 couples a work implement 2 for performing agricultural work to the traveling body 3. More specifically, by coupling the work implement 2 to coupling parts 8g, 8h provided on the coupling device 8, the work implement 2 and the traveling body 3 are coupled together, making it possible for the work vehicle 1 to tow the work implement 2. In other words, the work vehicle 1 can be equipped with the work implement 2.

[0014] The work implement 2 performs ground work on the field. In this example, the work implement 2 includes, for example, a tillage implement (rotary tiller) that tills the field, a rough tillage implement (stubble cultivator) that performs rough tillage, a puddling implement (drive harrow) that puddles, a spraying implement that sprays fertilizer or pesticides, a sowing implement that sows seeds, a transplanting implement that transplants seedlings, and a harvesting implement that harvests.

[0015] 1, the work vehicle 1 is equipped with an operating device 62, a prime mover 4, a transmission 5, a braking device 6, a steering device 29, a coupling device 8, a positioning device 40, an alarm device 63, a detection device 64, a storage device 65, and a communication device 66. The communication device 66 is composed of a communication circuit that wirelessly communicates with a remote communication terminal 50. The communication device 66 is, for example, a communication interface, a communication module, or the like that wirelessly communicates with the communication device 54 of the remote communication terminal 50 via a communication network such as the Internet, a mobile phone communication network, or another data communication network.

[0016] The work vehicle 1 is equipped with a control device 60 (processing circuit) that includes one or more processors. The control device 60 is a controller for the work vehicle 1, and performs various controls related to the work vehicle 1. The control device 60 is communicably connected to multiple devices mounted on the work vehicle 1 via an on-board network N1 such as CAN, ISOBUS, LIN, or FlexRay. For example, the control device 60 performs various control processes (operations) such as driving, gear changes, braking, and steering of the work vehicle 1, and operation of the work implement 2, based on signals (operation signals) input from the operating device 62, steering device 29, etc.

[0017] The control device 60 includes one or more memories, various analog circuits, various digital circuits, etc. The one or more memories store (memorize) software programs and various data to be executed by one or more processors. The control device 60 can read software programs from one or more memories using one or more processors and execute various processes based on the software programs. Note that the control device 60 may also be able to execute various processes based on predetermined logic circuits using one or more processors.

[0018] The processor is, for example, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), an ASIC (Application Specific Integrated Circuit), etc. The software program may be stored in a recording medium (a non-volatile memory such as an HDD, SSD, CD-ROM, or DVD-ROM) communicably connected to the control device 60, or in an external server device connected via the network, and may be installed from there into the memory.

[0019] The operating device 62 is made up of switches, levers, pedals, other keys, etc. that can be operated by a user (operator) such as a driver seated in the driver's seat 10 or a worker in the vicinity of the work vehicle 1.

[0020] The storage device 65 is a storage device such as a nonvolatile memory, and stores various control programs (such as a communication control program), various data, etc. The storage device 65 is, for example, a hard disk drive (HDD), a solid state drive (SSD), etc.

[0021] The operating device 62 includes a mode switch 62a and a lifting / lowering operation lever 62b. The mode switch 62a is an operating member for switching the mode of the work vehicle 1. The lifting / lowering operation lever 62b is an operating member operated by the driver to change the lifting height as the attitude of the work device 2, and holds an operating position corresponding to the operation.

[0022] The modes of the work vehicle 1 include a monitoring mode, an automatic steering work mode, and a manual mode, This can be selected using the mode switch 62a. The monitoring mode is a mode for monitoring and driving the work vehicle 1, and is broadly divided into an automatic driving mode (in other words, an automatic driving work mode) and a remote driving mode. The control device 60 of the work vehicle 1 can be set to the monitoring mode based on a command signal for the monitoring mode from the remote communication terminal 50, to the automatic steering work mode based on a command signal for the automatic steering work mode, or to the manual mode based on a command signal for the manual mode.

[0023] The autonomous driving work mode is a mode in which the work vehicle 1 (traveling body 3) travels autonomously while performing agricultural work (ground work) using the work implement 2. Autonomous driving of the work vehicle 1 means automatically changing the travel speed of the traveling body 3 and automatically steering the traveling body 3. The remote driving mode will be described later.

[0024] The automatic steering work mode is a mode in which agricultural work (ground work) is performed by the work device 2 while the traveling body 3 is automatically steered. When the work vehicle 1 is in the automatic steering work mode, the driver of the work vehicle 1 operates the accelerator member or brake member included in the operation device 62, and the traveling speed of the traveling body 3 is changed in accordance with the operation. In other words, in the automatic steering work mode, the traveling speed of the traveling body 3 is changed based on manual operation.

[0025] Furthermore, in manual mode, the work vehicle 1 can be driven manually and, while driving, can perform ground work using the work implement 2. Manual driving of the work vehicle 1 means that the driver operates the accelerator member or brake member of the operating device 62 to change the traveling speed of the traveling body 3, and operates the steering wheel 30 to steer the traveling body 3.

[0026] The drive, stop, and rotation speed of the prime mover 4 (engine) are controlled by the control device 60. The transmission 5 is connected to a control valve 37. The control valve 37 is an electromagnetic valve that operates based on a control signal sent from the control device 60. The control valve 37 is supplied with hydraulic oil discharged from the hydraulic pump 33. Although the control valve 37 is shown as one block in FIG. 1, an appropriate number of control valves 37 are provided according to the number of hydraulic devices, such as hydraulic clutches or hydraulic cylinders, provided in the transmission 5.

[0027] The braking device 6 is connected to a control valve 38. The control valve 38 is an electromagnetic valve that operates based on a control signal transmitted from a control device 60. The control valve 38 is supplied with hydraulic oil discharged from the hydraulic pump 33. The control device 60 electrically controls the switching position and opening degree of the control valve 38, thereby operating the braking device 6 and applying the brakes to the traveling vehicle body 3.

[0028] The control device 60 electrically controls the switching position (opening degree) of the control valve 37 to control the drive of the transmission 5. The transmission 5 transmits the driving force of the prime mover 4 to the traveling device 7, which operates the traveling device 7 and causes the traveling vehicle body 3 to travel forward and backward. Furthermore, for example, when the working device 2 performs ground work, the transmission 5 transmits the driving force of the prime mover 4 to the working device 2. This increases the operating force of the working device 2.

[0029] The control device 60 also communicates with the work apparatus 2 via the in-vehicle network N1. Specifically, the work apparatus 2 is equipped with a control unit 21 and a communication unit 22. The control device 60 transmits a work command to the work apparatus 2 via the in-vehicle network N1. When the control unit 21 of the work apparatus 2 receives the work command via the communication unit 22, it controls the operation of each unit of the work apparatus 2 based on the work command to perform agricultural work (ground work). The control unit 21 of the work apparatus 2 also transmits information or data indicating the work status, etc. to the control device 60 via the in-vehicle network N1 using the communication unit 22. The control device 60 detects the work status, etc. of the work apparatus 2 based on the information or data received from the work apparatus 2 via the in-vehicle network N1.

[0030] It should be noted that there are also working apparatuses 2 that do not have the control unit 21 and the communication unit 22. When this type of working apparatus 2 is used, the control device 60 does not communicate with the working apparatus 2 via the in-vehicle network N1, but as will be described later, the control device 60 controls the operation of the working apparatus 2 by raising and lowering the working apparatus 2 using the coupling device 8 to change the position of the working apparatus 2, and detects the working state of the working apparatus 2, etc.

[0031] The steering device 29 has a handle (steering wheel) 30, a steering shaft (rotating shaft) 31, and an assist mechanism (power steering mechanism) 32. The handle 30 is provided inside the cabin 9 (FIG. 17). The steering shaft 31 rotates in conjunction with the rotation of the handle 30. The assist mechanism 32 assists steering by the handle 30.

[0032] The assist mechanism 32 includes a control valve 34 and a steering cylinder 35. The control valve 34 is an electromagnetic valve that operates based on a control signal sent from the control device 60. More specifically, the control valve 34 is configured as a three-position switching valve that can be switched by moving a spool or the like. The control valve 34 is supplied with hydraulic oil discharged from the hydraulic pump 33. The control device 60 electrically controls the switching position and opening of the control valve 34 to adjust the hydraulic pressure supplied to the steering cylinder 35, thereby extending and retracting the steering cylinder 35. The steering cylinder 35 is connected to a knuckle arm 39 that changes the direction of the front wheels 7F.

[0033] The control valve 34 can also be switched by steering the steering shaft 31. Specifically, by operating the steering wheel 30, the steering shaft 31 rotates in accordance with the operating state, and the switching position and opening degree of the control valve 34 are switched. The steering cylinder 35 extends and contracts to the left or right of the traveling vehicle body 3 in accordance with the switching position and opening degree of the control valve 34. This extension and contraction movement of the steering cylinder 35 changes the steering direction of the front wheels 7F. Note that the above-described steering device 29 is an example, and is not limited to the above-described configuration.

[0034] The work vehicle 1 is capable of manual steering by manually operating the steering wheel 30, and automatic steering by the control device 60. Furthermore, the traveling body 3 can travel and stop by operating the transmission 5 or the brake device 6 in response to manual operation of the accelerator member or brake pedal provided on the operation device 62. Furthermore, the traveling body 3 can travel and stop automatically in response to control of the transmission 5 and the brake device 6 by the control device 60. Furthermore, the control device 60 controls the control valve 34 to extend and retract the steering cylinder 35, and the steering direction of the front wheels 7F is changed by the knuckle arm 39. In other words, the work vehicle 1 is capable of manual driving in which the driver performs driving and steering operations, automatic driving in which the control device 60 automatically performs driving and steering, and auto-steer control (also referred to as automatic steering control or semi-automatic driving) in which the control device 60 automatically performs steering and the driver performs driving operations.

[0035] FIG. 2 is a perspective view of the coupling device 8. The coupling device 8 has a lift arm 8a, a lower link 8b, a top link 8c, a lift rod 8d, and a lift cylinder 8e. The front end of the lift arm 8a is supported on the upper rear part of the case (transmission case) that houses the transmission 5 so that it can swing upward or downward. The lift arm 8a swings (lifts up and down) when driven by the lift cylinder 8e. The lift cylinder 8e is composed of a hydraulic cylinder. The lift cylinder 8e is connected to a control valve 36 (FIG. 1). The control valve 36 is an electromagnetic valve that operates based on a control signal sent from the control device 60. The control valve 36 is supplied with hydraulic oil discharged from the hydraulic pump 33.

[0036] The front end of the lower link 8b shown in FIG. 2 is supported at the rear lower part of the transmission 5 (FIGS. 1 and 17) so as to be able to swing upward or downward. The front end of the top link 8c is supported at the rear lower part of the transmission 5 (FIGS. 1 and 17) so as to be able to swing upward or downward. The top link 8c is supported above the lift arm 8a on the rear portion of the transmission 5 so as to be swingable upward or downward. A lift rod 8d connects the lift arm 8a to the lower link 8b. The rear ends of the lower link 8b and the top link 8c are provided with connecting portions 8g and 8h to which the working implement 2 can be connected.

[0037] The control valve 36 shown in FIG. 1 includes a control valve 36a and a control valve 36b shown in FIG. 2. The control device 60 (FIG. 1) electrically controls the switching position or opening of the control valve 36a to adjust the hydraulic pressure supplied to the lift cylinder 8e, thereby extending or retracting the lift cylinder 8e. The extension and retraction of the lift cylinder 8e raises and lowers the lift arm 8a, and also raises and lowers the lower link 8b connected to the lift arm 8a via the lift rod 8d. As a result, the working device 2 swings (lifts and lowers) upward or downward, with the front part of the lower link 8b (the side opposite the connecting parts 8g and 8h) as a fulcrum.

[0038] The control device 60 controls the prime mover 4, transmission 5, braking device 6, traveling device 7, steering device 29, and coupling device 8 to automatically drive or steer the work vehicle 1 while performing agricultural work in the field using the work device 2. In particular, the control device 60 performs automatic driving, in which the work vehicle 1 travels automatically while performing agricultural work using the work device 2. The control device 60 also automatically steers the work vehicle 1, while leaving changes in the travel speed of the work vehicle 1 to manual operation, and performs automatic steering (auto-steer), in which the work device 2 performs agricultural work in the field.

[0039] The positioning device 40 shown in FIG. 1 includes a receiving device 40a and an inertial measurement unit (IMU) 40b. The receiving device 40a receives satellite signals (position of the positioning satellite, transmission time, correction information, etc.) transmitted from satellite positioning systems (positioning satellites) such as D-GPS, GPS, GLONASS, Beidou, Galileo, and Michibiki. The positioning device 40 detects the current position (e.g., latitude and longitude) based on the satellite signals received by the receiving device 40a. In other words, the positioning device 40 is a position detection unit that detects the position of the work vehicle 1 (traveling body 3). The inertial measurement unit 40b includes an acceleration sensor and a gyro sensor, etc. The inertial measurement unit 40b detects the roll angle, pitch angle, yaw angle, etc. of the traveling body 3. The alarm device 63 is composed of a buzzer, speaker, warning light, etc. provided on the traveling body 3. The alarm device 63 outputs alarms and warnings around the traveling body 3 by sound or light.

[0040] The detection device 64 also includes sensors and cameras installed in various parts of the work vehicle 1 and the work implement 2, as well as electrical circuits that process output signals from the sensors or cameras. Based on output signals from these sensors, the detection device 64 detects the operating status (drive and stop states, operating positions, etc.) of various parts of the work vehicle 1, such as the transmission 5, braking device 6, traveling device 7, coupling device 8, steering device 29, and operation device 62. The detection device 64 also detects the operating status of the work implement 2 based on output signals from the sensors. The detection device 64 also includes an object detection unit 64a (object detection sensor) such as a LiDAR or ultrasonic sensor. The object detection unit 64a is installed at the front, rear, and left and right sides of the traveling body 3. The object detection unit 64a detects the presence or absence of objects around the work vehicle 1, the distance to the objects, etc.

[0041] When monitoring operation (automated driving or remote driving) is performed by the remote communication terminal 50, the communication device 66 transmits various information about the work vehicle 1, the work implement 2, etc. to the remote communication terminal 50. The various information includes position information (e.g., latitude, longitude) of at least one of the work vehicle 1 and the work implement 2, equipment information about the work vehicle 1 and the work implement 2, and various information detected by the detection device 64. The equipment information about the work vehicle 1 and the work implement 2 includes information such as dimensional information (working width) of the work vehicle 1 and the work implement 2 and the type of work performed by the work implement 2. The information detected by the detection device 64 includes information about the operating state of the work vehicle 1 detected by a sensor serving as the detection device 64, captured images of the surroundings of the work vehicle 1 and the work implement 2 captured by one or more cameras (imaging devices) serving as the detection device 64, and obstacle detection information detected by the object detection unit 64a (LiDAR, ultrasonic sensor, etc.) serving as the detection device 64.

[0042] Next, the remote communication terminal 50 will be described. For example, the remote communication terminal 50 is a terminal that communicates with the work vehicle 1 via the Internet and monitors and operates the work vehicle 1. The remote communication terminal 50 is a fixed computer such as a server or a personal computer.

[0043] The remote communication terminal 50 may be a mobile terminal such as a smartphone, tablet, or PDA. In this case, the remote communication terminal 50 is carried by a remote user (remote monitor, remote operator, etc.) and moved to the outside of the work vehicle 1, or installed at a predetermined position inside the cabin 9 of the work vehicle 1. In other words, the remote communication terminal 50 can be operated outside the work vehicle 1, and can also be operated inside the work vehicle 1. Note that the outside of the work vehicle 1 is not limited to the outside of the cabin 9, but means a position, device, or equipment other than the work vehicle 1, and the position, device, or equipment other than the work vehicle 1 may be near the work vehicle 1 or far away.

[0044] The remote communication terminal 50 includes a control unit 51, a display operation unit 52, a storage device 53, a communication device 54, a display device 55, and a notification unit 56. The control unit 51 includes an electric / electronic circuit, a processor, a memory, etc. The processor may be, for example, a CPU, a GPU, a DSP, an FPGA, or an ASIC. The memory of the control unit 51 includes a volatile memory and a non-volatile memory. The control unit 51 controls each unit of the remote communication terminal 50. The control unit 51 includes an area setting unit 51b and a route generation unit 51c. For example, the processor of the control unit 51 executes control programs (area setting program, route generation program) stored in the storage device 53 to function as the area setting unit 51b and the route generation unit 51c. In this example, the area setting unit 51b and the route generation unit 51c are configured as software programs, but may also be configured as hardware such as electrical circuits.

[0045] The display device 55 is, for example, a liquid crystal display or an organic EL display, and displays various types of information on the screen.

[0046] The display operation unit 52 is composed of a touch panel arranged in front of the display screen of the display device 55. Various inputs can be made by performing predetermined operations on the display screen of the display device 55. The display operation unit 52 is made up of a display unit, an operation unit, and an input unit. Information indicating a predetermined warning is displayed on the display device 55 to notify the remote operator, etc. Alternatively, a sound, voice, or light indicating the predetermined warning may be output from the alarm device 63.

[0047] The storage device 53 is configured from a non-volatile memory, etc. Information or data that supports the travel of the work vehicle 1 and the agricultural work performed by the work implement 2 is stored in the storage device 53 in a readable and writable manner.

[0048] The communication device 54 is composed of an electric circuit or semiconductor element for communicating with the communication device 66 or the control device 60. The communication device 54 is capable of transmitting, for example, control data relating to the automatic driving of the work vehicle 1, or more precisely, control data relating to the automatic driving operation of the work vehicle 1 and the work device 2, to the work vehicle 1. The communication device 54 is, for example, a communication interface, a communication module, or the like that performs wireless communication with the communication device 66 of the work vehicle 1 via a communication network such as the Internet, a mobile phone communication network, or other data communication network. In more detail, when the remote communication terminal 50 is outside the work vehicle 1, the communication device 54 and the communication device 66 communicate with each other wirelessly via the Internet, rather than short-range wireless communication such as Bluetooth (registered trademark). In addition, if the remote communication terminal 50 is installed inside the cabin 9 (inside the vehicle) of the work vehicle 1 and is electrically connected to the in-vehicle network N1 by a cable or the like, the communication device 54 and the control device 60 can also communicate with each other via a wired connection.

[0049] If the notification unit 56 is an audio output device such as a speaker, it issues an audio notification. If the notification unit 56 is an indicator lamp or indicator light, it issues a lighting notification. If the notification unit 56 is a display device 55, it issues a display notification on the display screen of the display device 55.

[0050] After starting up the remote communication terminal 50, the remote user performs a predetermined operation on the screen displayed on the display operation unit 52, thereby inputting information about the field H, the work vehicle 1, or the work implement 2, work conditions for performing agricultural work in the field H using the work vehicle 1 and the work implement 2, or information for automatic driving of the work vehicle 1, etc., into the remote communication terminal 50. Thereafter, when the remote user performs a predetermined operation on the display operation unit 52 and confirms the input contents, the area setting unit 51b sets a predetermined area on a map showing the field H. In addition, the route generation unit 51c creates a travel route for the work vehicle 1 to travel on the map.

[0051] FIG. 3 is a diagram showing an example of a travel route L1 created by the path generation unit 51c. The area setting unit 51b (FIG. 1) sets a central area C1 and a headland area E1 in the field map MP2 as shown in FIG. 3 based on, for example, position information (e.g., latitude and longitude information) of the field H, dimensional information of the work implement 2, and working conditions. More specifically, for example, the area setting unit 51b calculates contours Hc, Hb, and Ha formed by offsetting the contour H1 of the field H inward a number of times equal to the number of headlands (in FIG. 3, the number of headlands is set to "3," for example) using a width obtained by subtracting the headland overlap from the working width of the work implement 2. Then, the area setting unit 51b sets the area (central portion) surrounded by the innermost contour Ha as the central area C1. The area setting unit 51b also sets the frame-shaped area (outer frame portion) outside the central area C1 and inside the contour H1 of the field H as the headland area E1. In addition, the area setting unit 51b sets the areas between adjacent contours of the contour H1 of the field H and the contours Hc, Hb, and Ha obtained by offsetting the contour H1 in the headland area E1 as headland E2a, E2b, and E2c. In other words, the area between the contour H1 and the contour Hc is the headland E2c, the area between the contour Hb and the contour Hc is the headland E2b, and the area between the contour Ha and the contour Hb is the headland E2a. Note that if the number of headlands is set to "1," for example, the headland area E1 is composed of only the headland E2c, and the area (central portion) surrounded by the contour Hc is set as the central area C1.

[0052] The path generation unit 51c (FIG. 1) creates a travel route L1 on the field map MP2 based on information such as the position of the field H, the central area C1, the headland area E1, dimensional information about the work vehicle 1 and work implement 2, work conditions, and automatic driving information. Specifically, the path generation unit 51c creates multiple unit work sections within the central area C1 by dividing the central area C1 from one end (the right end in FIG. 3) of the central area C1 parallel to the work direction (the up-down direction in FIG. 3) by a width calculated by subtracting the overlapping space at the center, which is included in the work conditions, from the working width of the work implement 2. Then, the path generation unit 51c creates a straight route L1a along which the traveling vehicle body 3 travels straight, along the center line of the width of each unit work section (the left-right direction in FIG. 3). Next, the path generation unit 51c creates a turning route L1b in the headland area E1 that connects adjacent straight routes L1a. The turning route L1b is a route that goes from one of the two adjacent straight routes L1a to the other. When creating the turning route L1b, the path generating unit 51c ensures a turning space in the headland area E1 for turning the work vehicle 1 and the work implement 2.

[0053] 3 shows a simple semicircular turning route L1b as an example, but this shape is for convenience, such as making it easier to display on the display screen of the display operation unit 52 and making the traveling route L1 easier to visually recognize on the display screen. In reality, when the traveling body 3 and working implement 2 of the work vehicle 1 travel based on one straight route L1a and then turn toward the other straight route L1a, the traveling body 3 and the like may not only move forward but also move backward or turn around, drawing a trajectory with a shape more complex than a semicircle. In other words, the turning route L1b is a route for display on the display operation unit 52, and the work vehicle 1 may not always turn based on the turning route L1b.

[0054] The control device 60 (FIG. 1) of the work vehicle 1, while the traveling body 3 is traveling based on the straight route L1a, uses the coupling device 8 (FIG. 2) to lower the working implement 2 to a working position P1, and performs ground work with the working implement 2. Furthermore, when the traveling body 3 is turned at a location corresponding to the turning route L1b, that is, when the traveling body 3 is turned from one straight route L1a to the other straight route L1a, the control device 60 uses the coupling device 8 to raise the working implement 2 to a non-working position P2, and stops ground work by the working implement 2. In other words, the straight route L1a is a work route where ground work is performed by the working implement 2 while the traveling body 3 of the work vehicle 1 is traveling in an autonomous manner. Furthermore, the central area C1, for which multiple straight routes L1a have been created, is a work area where ground work is performed by the working implement 2 while the traveling body 3 is traveling back and forth in an autonomous manner in a straight manner.

[0055] Furthermore, for example, if the work conditions input are to work in the central area C1 and the innermost headland E2a, the path generation unit 51c will create a circular route L1c in the headland area E1 that circles around the outside of the central area C1, in addition to the straight route L1a and the turning route L1b. The circular route L1c is a work route on which ground work is performed using the work implement 2 while the traveling body 3 of the work vehicle 1 is traveling in automatic driving mode. The circular route L1c includes multiple substantially straight straight routes L1s and turning routes L1r that curve with a predetermined radius of curvature or greater. Multiple straight routes L1s are created on the center line in the width direction of the headland E2a to correspond to each straight section of the contour H2a of the central area C1.

[0056] The turning route L1r is a route that runs from one straight route L1s to another straight route L1s that is adjacent to the extension direction of the one straight route L1s. One straight route L1s and the other straight route L1s extend in different directions, but the end of one straight route L1s and the start of the other straight route L1s are connected by the turning route L1r. When creating the turning route L1r, the path generation unit 51c also ensures a turning space in the headland area E1 for turning the traveling body 3 and work implement 2 of the work vehicle 1.

[0057] For convenience, Figure 3 illustrates a simple arc-shaped turning route L1b. However, when the work vehicle 1 or the like actually turns from one straight route L1s to the other straight route L1s, it may not only move forward but also move backward or turn around, tracing a trajectory with a shape more complex than an arc. In other words, the turning route L1r is a route for display on the display operation unit 52, and the work vehicle 1 may not always turn based on the turning route L1r.

[0058] After creating the circular route L1c, the route generation unit 51c sets a start position Ps at one end of the straight route L1a at either end (the left and right ends in FIG. 3) of the central area C1, which is not connected to the turning route L1b, and connects the circular route L1c to the other end of the straight route L1a (the lower end of the straight route L1a at the left end in FIG. 3). The route generation unit 51c also sets a goal position Pg at the end of the circular route L1c that is not connected to the straight route L1a. The route generation unit 51c then stores information indicating the central area C1, headland area E1, traveling route L1, start position Ps, goal position Pg, and turning space in an internal memory as route information.

[0059] When the route generation unit 51c completes the creation of the travel route L1, the control unit 51 generates the field map MP2, the central area C1, the headland area E1, the travel route L1, the start position Ps, and Route information such as the goal position Pg is displayed on the display operation unit 52. Thereafter, when the remote user performs a predetermined operation on the display operation unit 52, the control unit 51 displays the driving control screen D8 shown in Fig. 4 on the display operation unit 52. The control unit 51 also generates automatic driving data based on the setting information stored in the internal memory, and transmits (outputs) the automatic driving data to the control device 60 of the work vehicle 1 via the communication device 54.

[0060] The autonomous driving data includes route information, setting information for the work vehicle 1, setting information for the work device 2, and autonomous driving information. Of these, the information on the driving route L1 included in the route information includes information indicating the positions of the work routes L1a and L1s, but does not necessarily include information indicating the positions of the turning routes L1b and L1r. Furthermore, the setting information for the work vehicle 1 and the work device 2 includes dimensional information for the work vehicle 1 and the work device 2, the type of agricultural work to be performed, and the like.

[0061] The travel control screen D8 shown in FIG. 4 displays the travel status of the work vehicle 1 and the work status of the work implement 2 in the autonomous travel work mode. Note that in FIG. 4, the travel control screen D8 displays the travel status and work status of the work vehicle 1 some time after the autonomous travel work mode is initiated. The travel control screen D8 displays a field map MP2, travel route L1, start position Ps, goal position Pg, agricultural machine mark X2, the travel status of the work vehicle 1, a setting change key B20, a status display key B21, a work trajectory key B22, and a trajectory clear key B23. The control unit 51 periodically acquires the actual position of the traveling body 3 detected by the positioning device 40 via the communication device 54 and displays the agricultural machine mark X2 at the corresponding location on the field map MP2 corresponding to the position of the traveling body 3. In other words, the agricultural machine mark X2 on the travel control screen D8 indicates the actual position of the traveling body 3 of the work vehicle 1.

[0062] For example, while viewing the driving control screen D8, the remote user manually drives the work vehicle 1 to the start position Ps, and then performs a predetermined operation on the mode switch 62a (Fig. 1) to switch to the automatic driving work mode. This causes the control device 60 to switch to the automatic driving work mode, and based on the automatic driving data received from the remote communication terminal 50 and the position of the traveling body 3 detected by the positioning device 40, the control device 60 starts automatic driving of the work vehicle 1, and performs ground work using the work device 2 while the traveling body 3 travels in automatic driving.

[0063] In more detail, the control device 60 first reads the route information included in the automatic traveling data and ascertains the central area C1, headland area E1, traveling route L1 (work routes L1a, L1s), start position Ps, and goal position Pg. The control device 60 then performs ground work using the work implement 2 while automatically driving the traveling body 3 based on the straight route L1a of the traveling route L1 from the start position Ps. When the traveling body 3 (work vehicle 1) reaches the end of one straight route L1a, the control device 60 temporarily stops the ground work using the work implement 2, raises the work implement 2, and turns the traveling body 3 toward the start of the other adjacent straight route L1a. In other words, the control device 60 turns the work vehicle 1 and the work implement 2 at a point corresponding to the turning route L1b. At this time, the control device 60 turns the work vehicle 1 and the work implement 2 based on the position information of the central area C1 and the headland area E1, the position information of the straight route L1a, the dimensional information of the work vehicle 1 and the work implement 2, the position of the traveling body 3 detected by the positioning device 40, and the detection results of the detection device 64.

[0064] Then, when the traveling body 3 reaches the start of the other straight route L1a, the control device 60 lowers the work implement 2, and when the traveling body 3 starts to travel in automatic driving based on the other straight route L1a, the control device 60 resumes ground work by the work implement 2. As a result, the traveling body 3 travels in an automatic driving manner back and forth in the central area C1, and the work implement 2 performs ground work in the central area C1.

[0065] Thereafter, the control device 60 performs ground work with the work implement 2 while causing the traveling vehicle body 3 to travel in automatic driving mode based on the circular route L1c and the position of the traveling vehicle body 3. At this time, the control device 60 performs ground work with the work implement 2 while causing the traveling vehicle body 3 to travel in automatic driving mode based on the straight route L1s, and when turning the traveling vehicle body 3 at a location corresponding to the turning route L1r, the control device 60 raises the work implement 2 and stops the ground work by the work implement 2. During this turning, the control device 60 turns the work vehicle 1 and the work implement 2 based on position information of the central area C1 and headland area E1, position information of the straight route L1s, dimensional information of the work vehicle 1 and the work implement 2, the position of the traveling vehicle body 3 detected by the positioning device 40, and the detection results of the detection device 64, etc. As a result, the traveling vehicle body 3 travels in automatic driving mode outside the central area C1, and the work implement 2 performs ground work on the headland E2a ( FIG. 3 ) that surrounds the central area C1.

[0066] 5A to 5D are diagrams illustrating automatic steering of the work vehicle 1. In the automatic driving work mode, the control device 60 calculates the deviation between the position of the traveling body 3 detected by the positioning device 40 and the traveling route L1 (work routes L1a, L1s) while automatically driving the traveling body 3. If the deviation is less than a threshold (e.g., FIG. 5A), the control device 60 maintains the rotation angle of the steering shaft 31 (FIG. 1). If the deviation between the position of the traveling body 3 and the traveling route L1 is equal to or greater than the threshold and the traveling body 3 is located on the left side of the traveling route L1 (e.g., FIG. 5B), the control device 60 rotates the steering shaft 31 so that the steering direction of the traveling body 3 is rightward. If the deviation between the position of the traveling body 3 and the traveling route L1 is equal to or greater than the threshold and the traveling body 3 is located on the right side of the traveling route L1 (e.g., FIG. 5C), the control device 60 rotates the steering shaft 31 so that the steering direction of the traveling body 3 is leftward. The above is one example of an automatic steering method for the work vehicle 1, and the automatic steering method for the work vehicle 1 is not limited to the above method.

[0067] When the traveling vehicle body 3 is automatically traveling based on the traveling route L1, the control device 60 calculates the actual vehicle speed of the traveling vehicle body 3 based on changes in the position of the traveling vehicle body 3. Then, the control device 60 controls the driving of the transmission 5, the braking device 6, and the prime mover 4 so that the actual vehicle speed matches (or approximately matches) the vehicle speed associated with the straight route L1a, the turning route L1b, or the circular route L1c.

[0068] As described above, in the automatic traveling work mode of the work vehicle 1, the control device 60 automatically changes the traveling speed of the traveling body 3 based on the traveling route L1 and the position of the traveling body 3 (work vehicle 1), while automatically steering the traveling body 3. The control device 60 also automatically starts and stops agricultural work (ground work) by the work implement 2.

[0069] Furthermore, the work vehicle 1 can be remotely driven based on the operation of the short-distance communication terminal 90 by a short-distance user (a remote operator located at a short distance outside the work vehicle 1). That is, when the work vehicle 1 is in remote driving mode, the control device 60 controls the transmission 5 and the braking device 6 based on control signals from the short-distance communication terminal 90, remotely drives and stops the traveling body 3, controls the control valve 34 to extend and retract the steering cylinder 35, and changes the steering direction of the front wheels 7F with the knuckle arm 39. That is, the work vehicle 1 can be remotely driven by remotely driving and steering the vehicle based on control signals from the short-distance communication terminal 90 in response to the operation of the short-distance user.

[0070] As shown in FIG. 5E, the short-distance communication terminal 90 is a small operating device that can communicate with the communication device 66 of the work vehicle 1 over short distances and can be held by a short-distance user. For example, the short-distance communication terminal 90 is a remote controller and has a communication unit 91. The communication unit 91 is a communication device that performs short-distance communication with the communication device 66 of the work vehicle 1 using Bluetooth (registered trademark) or the like. In other words, the short-distance communication terminal 90 is capable of automatic driving or remote driving with short-distance monitoring (visual inspection) without going through the Internet, and can be used for monitoring from a remote location. When autonomous driving is not possible, autonomous driving will be performed using nearby visual monitoring.

[0071] The short-distance communication terminal 90 includes, for example, six buttons (first button 90a to sixth button 90f) and three indicators (first indicator 90g to third indicator 90i). The numbers of the buttons and indicators may be other than those listed above.

[0072] The sixth button 90f is a function button. When the sixth button 90f is pressed and held down, the power of the short-range communication terminal 90 is turned ON. When the sixth button 90f is pressed twice, the short-range communication terminal 90 outputs a remote driving start signal, and the work vehicle 1 enters remote driving mode. When the sixth button 90f is pressed twice while the power of the short-range communication terminal 90 is ON, the short-range communication terminal 90 outputs a remote driving end signal, and if the work vehicle 1 is in remote driving mode, the remote driving mode ends. When the sixth button 90f is pressed and held down while the power of the short-range communication terminal 90 is ON, the power of the short-range communication terminal 90 is turned OFF.

[0073] The first button 90a is a button that, when pressed simultaneously with the sixth button 90f, moves the work vehicle 1 forward. When this operation is performed, the short-range communication terminal 90 transmits a forward movement signal to the work vehicle 1, and the work vehicle 1 in remote operation mode moves forward under remote control.

[0074] The second button 90b is a button that, when pressed simultaneously with the sixth button 90f, causes the work vehicle 1 to move in reverse. When this operation is performed, the short-range communication terminal 90 transmits a reverse signal to the work vehicle 1, and the work vehicle 1 in remote driving mode moves in reverse under remote driving.

[0075] The third button 90c is a button that, when pressed simultaneously with the sixth button 90f, causes the work vehicle 1 to turn left. When this operation is performed, the short-range communication terminal 90 transmits a left turn signal to the work vehicle 1, and the work vehicle 1 in remote driving mode turns left by remote driving. Furthermore, when the pressing of the third button 90c is stopped, the short-range communication terminal 90 transmits a left turn end signal to the work vehicle 1, and the work vehicle 1 in remote driving mode stops turning left.

[0076] The fourth button 90d is a button that, when pressed simultaneously with the sixth button 90f, causes the work vehicle 1 to turn right. When this operation is performed, the short-range communication terminal 90 transmits a right turn signal to the work vehicle 1, and the work vehicle 1 in remote driving mode turns right by remote driving. Furthermore, when the pressing of the fourth button 90d is stopped, the short-range communication terminal 90 transmits a right turn end signal to the work vehicle 1, and the work vehicle 1 in remote driving mode stops turning right.

[0077] The fifth button 90e is a button that, when pressed simultaneously with the sixth button 90f, stops the work vehicle 1. When this operation is performed, the short-range communication terminal 90 transmits a stop signal to the work vehicle 1, and the work vehicle 1 in remote driving mode stops. For example, the work vehicle 1 in remote driving mode stops moving forward and backward.

[0078] Furthermore, when the first button 90a, the third button 90c, and the sixth button 90f are pressed simultaneously, the short-range communication terminal 90 transmits a work start signal to the work vehicle 1, and the work vehicle 1 in remote operation mode begins remotely operating the work device 2. On the other hand, when the second button 90b, the fourth button 90d, and the sixth button 90f are pressed simultaneously, the short-range communication terminal 90 transmits a work end signal to the work vehicle 1, and the work vehicle 1 in remote operation mode ends remotely operating the work device 2.

[0079] The first indicator 90g shows the remaining battery charge when the short-distance communication terminal 90 is powered on, and changes color from green to red when the remaining battery charge becomes low. The second indicator 90h shows the communication status with the work vehicle 1, showing green when communication is good and red when communication is not possible. The third indicator 90i shows green when the work vehicle 1 is in remote operation mode, is off when not in remote operation mode, and shows red when there is an abnormality with the work vehicle 1.

[0080] The above-described operation contents of the first button 90a to the sixth button 90f are merely examples, and are not limited to these contents, and may be other contents than those described above. The number of buttons may also be a number other than six. Furthermore, the display contents of the first indicator 90g to the third indicator 90i are merely examples, and are not limited to these contents, and may be other contents than those described above. The number of indicators may also be a number other than three.

[0081] The assistance system 100 is configured to determine the possibility of a communication failure in the field, and to prevent the work vehicle 1 from operating in advance if there is a possibility of a communication failure.

[0082] 6, the storage device 53 pre-stores field information FI that links the communication status CS in the field H with position information P. For example, the field information FI is information that links a field map MP showing the field H, the communication status CS between the remote communication terminal 50 and the work vehicle 1 in the field H, and the position information P of the work vehicle 1.

[0083] The field map MP is map information that includes the outline of the field H and position information (e.g., latitude and longitude information) of each position that makes up the outline. The position information P is, for example, information on the latitude and longitude of the work vehicle 1 in the field H.

[0084] The communication status CS is information indicating the communication status between the work vehicle 1 and the remote communication terminal 50 in the field H. Here, the communication status CS is described as information indicating the communication status between the work vehicle 1 in the field H on the remote communication terminal 50 side. The communication status CS includes at least one of communication strength and communication disruption. Communication strength is a numerical value (e.g., dBm) indicating the strength of the signal received by the communication device 54 for a signal transmitted from the work vehicle 1. Communication disruption includes a state in which the signal transmitted from the work vehicle 1 is not received by the communication device 54, a state in which communication with the work vehicle 1 is cut off, etc.

[0085] The field information FI shown in FIG. 6 is information in which each piece of position information P is associated with a communication status CS for each piece of position information P for a field map MP showing the first field. For example, in the position information Ps1, the communication strength is a good value (i.e., a reception value indicating good communication) and there is no communication disruption. In the position information PX1, the communication strength is a value below the threshold (i.e., a value below the threshold indicating poor communication) and there is no communication disruption. In the position information PX2, the communication strength is unknown and there is a communication disruption. In the position information Pg1, the communication strength is a good value (i.e., a reception value indicating good communication) and there is no communication disruption. Therefore, the field information FI shown in FIG. 6 includes at least one of a value below the threshold and a communication disruption in the communication status CS.

[0086] Control unit 51 includes determination unit 51a, remote control unit 51d, area determination unit 51e, and estimation unit 51f. For example, the aforementioned processor of control unit 51 executes control programs (determination program, remote control program, area determination program, estimation program) stored in storage device 53, thereby functioning as determination unit 51a, remote control unit 51d, area determination unit 51e, and estimation unit 51f, respectively.

[0087] The determination unit 51a determines the possibility of a communication failure of the work vehicle 1 in the field H based on the field information FI before the work vehicle 1 starts operating in the field H. For example, the determination unit 51a determines that there is a possibility of a communication failure when the field information FI includes position information P in which the communication strength has fallen below a threshold. Furthermore, the determination unit 51a determines that there is a possibility of a communication failure when the field information FI includes position information P in which a communication interruption has occurred. If the location information P is included, it is determined that there is a possibility of communication being interrupted.

[0088] The remote communication terminal 50 is equipped with an assistance device 57. The assistance device 57 assists in the operation (particularly monitoring operation) of the work vehicle 1 in the field H based on the determination result of the determination unit 51a. The monitoring operation is automatic or remote operation of the work vehicle 1 by the remote communication terminal 50.

[0089] The remote control unit 51d performs automatic or remote driving of the work vehicle 1 in the field H based on the determination result.

[0090] The support device 57 includes a communication device 54 and a display device 55. The communication device 54 receives information about the work vehicle 1 and its surroundings from the work vehicle 1. The display device 55 displays a monitoring image of the work vehicle 1 based on the information received by the communication device 54. The monitoring image includes captured images of the surroundings of the work vehicle 1.

[0091] The support device 57 may further include a notification unit 56. The notification unit 56 notifies the determination result of the determination unit 51a. The determination result indicates whether or not there is a possibility of a communication failure or interruption of communication with the work vehicle 1 in the field H.

[0092] When the determination result indicates the possibility of a communication failure, the area determination unit 51e determines, based on the position information P included in the field information FI, a first area AR1 in which automatic operation or remote operation can be performed for the field H indicated by the field information FI. For example, the area determination unit 51e determines, as the first area AR1, an area consisting of positions indicated by position information P in the field information FI other than position information P in which communication strength has fallen below a threshold and position information P in which communication has been interrupted.

[0093] The route generation unit 51c generates a travel route for the work vehicle 1 in the first area AR1.

[0094] The control device 60 of the work vehicle 1 performs automatic driving or remote driving along the travel route generated in the first area AR1.

[0095] FIG. 7A is a flowchart showing an operation decision process based on the possibility of a communication failure in a farm field.

[0096] The remote communication terminal 50 acquires the field information FI stored in the storage device 53 (S1). For example, the remote communication terminal 50 receives a field instruction from a remote user before starting monitoring operation of the work vehicle 1. For example, when the remote communication terminal 50 receives a designation of a first field from the remote user, it reads the field information FI of the first field shown in FIG. 6 from the storage device 53.

[0097] Before the work vehicle 1 starts operating in the field H, the determination unit 51a determines the possibility of a communication failure of the work vehicle 1 in the field H based on the field information FI (S2). Specifically, the determination unit 51a performs processing to determine the possibility of a communication failure in the field, as shown in Fig. 7B. Fig. 7B is a flowchart showing the processing to determine the possibility of a communication failure in the field.

[0098] The determination unit 51a sequentially checks each communication status CS for each piece of location information in the field information FI shown in Fig. 6. For example, the determination unit 51a determines whether or not each piece of location information P in the field information FI shown in Fig. 6 includes any piece of location information P in which the communication strength has fallen below a threshold (S21). If any piece of location information P in which the communication strength has fallen below the threshold is included (S21: YES), the determination unit 51a determines that there is a possibility of a communication failure (S24). Note that, if the determination unit 51a determines that there is a plurality of pieces of location information P in which the communication strength has fallen below the threshold, it determines that there are a plurality of pieces of location information P in which the communication strength has fallen below the threshold.

[0099] If it is determined in S21 that the location information P in which the communication strength has dropped below the threshold is not included (S21: NO), the determination unit 51a determines whether or not the location information P in the field information FI includes location information P in which a communication disruption has occurred (S22). If the location information P in which a communication disruption has occurred is included (S22: YES), the determination unit 51a determines that there is a possibility of a communication failure (S24). Note that if the determination unit 51a determines that there is multiple pieces of location information P in which a communication disruption has occurred, it determines that there are multiple pieces of location information P in which a communication disruption has occurred.

[0100] If it is determined in S22 that the location information P where the communication disruption occurred is not included (S22: NO), the determination unit 51a determines that the possibility of a communication failure is low for the first field indicated by the field information FI (S23). After S23 or S24, the determination unit 51a ends this process.

[0101] Returning to Fig. 7A, if the determination unit 51a determines that there is a low possibility of a communication failure (S23 in Fig. 7B), it determines that there is no possibility of a communication failure (S3: NO), and if it determines that there is a possibility of a communication failure (S24 in Fig. 7B), it determines that there is a possibility of a communication failure (S3: YES). The notification unit 56 notifies the determination result of the determination unit 51a by display, sound, etc. For example, the display device 55 displays the determination result (whether there is a communication failure with the work vehicle 1 in the field H).

[0102] If the determination result indicates the possibility of a communication failure (S3: YES), the area determination unit 51e performs area determination (S4). Specifically, the area determination unit 51e performs area determination processing as shown in FIG. 7C. FIG. 7C is a flowchart showing the area determination processing. The area determination unit 51e determines a first area AR1 in which automatic operation or remote operation can be performed for the field H indicated by the field information FI, based on the position information P included in the field information FI (S41). For example, the area determination unit 51e determines, as the first area AR1, an area formed by positions indicated by position information P in the field information FI other than position information P in which the communication strength has fallen below a threshold and position information P in which communication has been interrupted.

[0103] Fig. 8 is a diagram showing an example of the first and second regions determined as regions. As shown in Fig. 8, the region determination unit 51e determines, as the first region AR1, the region other than the region consisting of the unit work section of the straight route L1a having the position information PX1 where the communication strength has fallen below the threshold and the unit work section of the straight route L1a having the position information PX2 where the communication has been interrupted. As described above, the size of the unit work section is calculated by multiplying the straight route L1a by the width of the work width of the work implement 2 excluding the overlapping area.

[0104] The route generation unit 51c generates a travel route for the work vehicle 1 in the first area AR1 (S42).

[0105] Fig. 9A is a diagram showing an example of travel routes generated for each of the first and second areas. The route generation unit 51c changes part of the travel route L1 shown in Fig. 9A to a new circular travel route that moves from the bottom end of the first unit work section on the right edge to the bottom end of the fourth unit work section.

[0106] Returning to Fig. 7A, the control unit 51 performs driving determination (S5). Specifically, the control unit 51 performs driving determination processing as shown in Fig. 7D. Fig. 7D is a flowchart showing the driving determination processing.

[0107] If the determination result of the determination unit 51a is that the possibility of a communication failure is low (S51: YES), the control unit 51 determines to drive along the original driving route, that is, the driving route L1 shown in FIG. (S52).

[0108] On the other hand, if the determination result of the determination unit 51a indicates that there is a possibility of a communication failure (S51: NO), the control unit 51 determines whether or not a driving route has already been generated (S53). For example, if the route generation unit 51c has generated a changed driving route for the first area AR1, the control unit 51 determines that the driving route has already been generated (S53: YES) and determines how to drive the driving route for the first area AR1 (S54). The driving here includes monitoring driving (remotely monitored automatic driving or remote driving) for the changed driving route for the first area AR1. Note that the driving for the driving route for the first area AR1 may be manual driving.

[0109] On the other hand, if the route generation unit 51c has not generated a changed driving route for the first area AR1, the control unit 51 determines that a driving route has already been generated (S53: NO) and determines that driving along the driving route in the first area AR1 is not possible (S55). That is, the control unit 51 determines that monitoring driving (remote monitoring automatic driving or remote driving) is not possible.

[0110] Note that the area determination unit 51e may perform the area determination process shown in Fig. 10A instead of the area determination process shown in Fig. 7C. Fig. 10A is a flowchart showing an area determination process different from that shown in Fig. 7C. Since S41 and S42 of the flowchart shown in Fig. 10A are the same as those in Fig. 7C, S43 and S44 of Fig. 10A will be described.

[0111] If the judgment result indicates the possibility of a communication failure (S3: YES), the area judgment unit 51e may determine, based on the location information P contained in the field information FI, a first area AR1 in which automatic or remote operation is possible for the field H indicated by the field information FI and a second area AR2 in which such operation is unlikely.

[0112] As shown in Figure 10A, the area determination unit 51e determines that the area consisting of the positions indicated by the position information P in the field information FI other than the position information P where the communication strength has fallen below the threshold and the position information P where communication has been interrupted is the first area AR1 (S41).

[0113] The route generation unit 51c generates a travel route for the work vehicle 1 in the first area AR1 (S42).

[0114] The area determination unit 51e determines that the area consisting of the positions indicated by the position information P in the field information FI where the communication strength has fallen below the threshold and the position information P where communication has been interrupted is the second area AR2 (S43).

[0115] As shown in Figure 8, the area determination unit 51e determines the area consisting of a unit work section of the straight route L1a having location information PX1 where the communication strength has fallen below the threshold and a unit work section of the straight route L1a having location information PX2 where a communication outage has occurred as the second area AR2.

[0116] The route generation unit 51c generates a travel route for the work vehicle 1 in the second area AR2 (S44). As shown in the lower left of Fig. 9A, in the second area AR2, the route generation unit 51c generates a straight route L1a that has position information PX1 where the communication strength has fallen below a threshold and does not specify a direction of travel, and a straight route L1a that has position information PX2 where communication has been interrupted and does not specify a direction of travel. In other words, in the second area AR2, short-distance automatic driving using the remote communication terminal 50 or automatic steering driving using the short-distance communication terminal 90 is performed at a distance closer than the distance between the remote communication terminal 50 and the work vehicle 1 in the case of normal long-distance automatic driving using the remote communication terminal 50.

[0117] Fig. 10B is a flowchart showing a driving determination process different from that of Fig. 7D. The flowchart shown in Fig. 10B differs in that S54A is used instead of S54 of Fig. 7D, and therefore S54A will be described. As shown in Fig. 10B, the control unit 51 determines that a driving route has been generated (S53: YES), and determines driving along the driving route in the first area AR1 and driving along the driving route in the second area AR2 (S54A).

[0118] The control device 60 of the work vehicle 1 performs automatic driving or remote driving along the driving route generated in the first area AR1, and performs short-distance automatic driving or automatic steering driving along the driving route generated in the second area AR2.

[0119] Note that instead of the area determination process shown in Figure 7C and Figure 10A, the area determination unit 51e may perform the area determination process shown in Figure 11. Figure 11 is a flowchart showing an area determination process different from those shown in Figures 7C and 10A.

[0120] In other words, the route generating unit 51c may generate a travel route for the work vehicle 1 that passes through the first area AR1 without passing through the second area AR2.

[0121] As shown in Figure 11, the area determination unit 51e determines the area consisting of the positions indicated by the position information P in the field information FI other than the position information P where the communication strength has fallen below the threshold and the position information P where a communication outage has occurred as the first area AR1, and determines the area consisting of the positions indicated by the position information P in the field information FI other than the position information P where the communication strength has fallen below the threshold and the position information P where a communication outage has occurred as the second area AR2 (S41A).

[0122] The route generation unit 51c generates a travel route for the work vehicle 1 that passes through the first area AR1 without passing through the second area AR2 (S42A).

[0123] The control device 60 also includes a communication control unit 61a. The communication control unit 61a changes the communication settings of the work vehicle 1 within a predetermined range from the position indicated by at least one of the position information PX1 where the communication strength has fallen below the threshold and the position information PX2 where communication has been disrupted. For example, the communication control unit 61a changes the communication volume of the work vehicle 1 to a reduced volume within the predetermined range. For example, the aforementioned processor of the control device 60 functions as the communication control unit 61a by executing a communication control program stored in the storage device 65.

[0124] For example, within the second area AR2 including the position information PX1 and the position information PX2, the communication control unit 61a changes the communication volume to a reduced volume of communication of the work vehicle 1. Specifically, in the second area AR2, the communication control unit 61a reduces the communication volume (amount of data) by decreasing, lowering, or increasing the imaging size (number of vertical and horizontal pixels) of the image captured by the imaging device serving as the detection device 64, the image quality, the transmission interval, the refresh rate, etc., respectively, compared to those in the first area AR1.

[0125] Furthermore, when changing the communication settings of the work vehicle 1, the communication control unit 61a may change the image quality of the captured image of the traveling direction of the work vehicle 1 to a predetermined image quality or higher. For example, of the four captured images of the front, rear, left, and right of the work vehicle 1, the captured image of the traveling direction may be changed to a higher image quality than the captured image of the direction opposite to the traveling direction and the captured images of the left and right directions, or the captured image of the traveling direction may be changed to a higher image quality than the original image quality. When the work vehicle 1 moves forward, the captured image of the front may be set to a higher image quality than the captured images of the rear and left and right, and the image quality of the captured images of the rear and left and right may be lowered or the image size may be reduced.

[0126] When the work vehicle 1 is located in the second area AR2, the display device 55 of the remote communication terminal 50 displays That is, when the communication volume (data volume) is reduced in the work vehicle 1, a display is displayed to notify that the communication volume is being reduced. For example, the display device 55 notifies that "communication volume is being reduced" or "work vehicle 1 is traveling in the second area AR2."

[0127] In addition, the communication control unit 61a may change the communication volume of the work vehicle 1 to a reduced volume for a first set range centered on the position information PX1 and a second set range centered on the position information PX2 instead of the second area AR2.

[0128] Furthermore, the field information FI in Fig. 12 may be used instead of the field information FI in Fig. 6. Fig. 12 is a diagram showing an example of field information. As shown in Fig. 12, the field information FI is information that links the communication status CS in the field H with position information P, and further links status information SI that indicates the status of the work vehicle 1 and the work implement 2, and is information created for each field H. Note that the status information SI may be the status of at least one of the work vehicle 1 and the work implement 2.

[0129] 12, position information Ps1 indicates that communication strength is good (i.e., a reception value with good communication), there is no communication disruption, and status information SI indicates that the heading of the work vehicle 1 is in the first direction and that the status of the work implement 2 is the first work implement and not working. Position information PX1 indicates that communication strength is below the threshold (i.e., a value below the threshold for poor communication), there is no communication disruption, and status information SI indicates that the heading of the work vehicle 1 is in the first direction and that the status of the work implement 2 is the first work implement and not working. Position information PX2 indicates that communication strength is unknown, there is a communication disruption, and status information SI indicates that the heading of the work vehicle 1 is in the second direction and that the status of the work implement 2 is the first work implement and not working.

[0130] The storage device 53 stores multiple pieces of field information FI for the same field H. In other words, each time work is performed in the field H, the field information FI is stored in the storage device 53, and thus the field information FI for multiple work operations is stored.

[0131] The estimation unit 51f estimates the cause of the communication failure of the work vehicle 1 in the field H based on the correlation between the multiple pieces of field information FI. For example, the estimation unit 51f estimates the cause of the communication failure of the work vehicle 1 in the field H based on the coincidence of the position information P and status information SI when a communication failure occurs for the multiple pieces of field information FI. Here, it is assumed that two sets of field information FI for the same field H are stored in the storage device 53. Therefore, the estimation unit 51f estimates the cause of the communication failure of the work vehicle 1 in the field H based on the coincidence of the position information P and status information SI when a communication failure occurs for the two pieces of field information FI.

[0132] The estimation unit 51f predicts positions on the travel route L1 where a drop in communication strength and a communication interruption may occur, based on the estimated cause and the current state information SI.

[0133] Figure 14 is a flowchart showing the area determination process including cause estimation. S41 to S43 of the flowchart shown in Figure 14 are the same as those in Figure 7C, but S45 and S46 are different from those in Figure 7C, so S45 and S46 will be explained. In S45 of Figure 14, the estimation unit 51f estimates the cause of the communication failure of the work vehicle 1 in the field H based on the matching points of multiple (e.g., two) pieces of field information FI (S45).

[0134] Specifically, (a1) when a communication failure occurs at the same location (when the correlation is high only for the location) regardless of the orientation of the work vehicle 1 and the information on the work implement 2 (when the correlation is low), the estimation unit 51f estimates that the location of the field H is the cause of the communication failure.

[0135] (a2) The estimation unit 51f determines whether or not the information on the work device 2 indicates a specific work device and a communication failure has occurred at the same position (position and If the correlation is high for the implement 2, the position of the field H and the implement 2 are estimated to be the cause of the communication failure.

[0136] (a3) If a communication failure occurs when the information on the work device 2 is a specific work device (when only the work device 2 has a high correlation), regardless of the orientation of the work vehicle 1 and the position information P (when the correlation is low), the estimation unit 51f estimates that the work device 2 is the cause of the communication failure.

[0137] (a4) When the orientation of the work vehicle 1 indicates a specific orientation and a communication failure occurs at the same position (when the correlation between the position and the orientation of the work vehicle 1 is high), regardless of the information from the work device 2 (low correlation), the estimation unit 51f estimates that the position of the field H and the orientation of the work vehicle 1 are the causes of the communication failure. The specific work device is, for example, a work device that may be the cause of the communication failure.

[0138] Fig. 15 is a diagram showing an example of a cause estimation result based on the field information shown in Fig. 12. As shown in Fig. 15, when (a1) the orientation of the work vehicle 1 and the information on the work implement 2 do not match for multiple (e.g., two) pieces of field information FI for the same field, and a communication failure occurs at the same position, the estimation unit 51f estimates the position of the field H as the cause of the communication failure. For example, if a communication failure occurs at the position of the position information PX1 in the field information FI for a first field shown in Fig. 12 and the same position as the position information PX1 in another piece of field information FI for the same first field, and the status information SI does not match (there is no correlation), the estimation unit 51f estimates the position of the field H (the position of the position information PX1 of the first field) as the cause of the communication failure.

[0139] Furthermore, as shown in FIG. 15, for multiple (e.g., two) pieces of field information FI for the same field, if (a2) the orientation of the work vehicle 1 is inconsistent, the information on the work implement 2 indicates a specific work implement, and there is a communication failure at the same location, the estimation unit 51f estimates that the position of the field H and the work implement 2 are the cause of the communication failure. For example, if there is a communication failure at both the position of the position information PX1 of the field information FI for the first field shown in Figure 12 and the same position as the position information PX1 of another field information FI for the same first field, and the information on the work device 2 in the field information FI for the first field shown in Figure 12 and the information on the work device 2 in the other field information FI for the same first field match for a specific work device (e.g., the same type of work device 2), but the orientation of the work vehicle 1 does not match (there is no correlation), then the position of the field H (the position of the position information PX1 of the first field) and the work device 2 are estimated to be the cause of the communication failure.

[0140] Furthermore, as shown in Fig. 15, if a communication failure occurs when the orientation of the work vehicle 1 and the position information P of multiple (e.g., two) pieces of field information FI for the same field (a3) ​​are inconsistent and the information on the work implement 2 is for a specific work implement, the estimation unit 51f estimates that the work implement 2 is the cause of the communication failure. For example, if the information on the work implement 2 in the field information FI for a first field shown in Fig. 12 and the information on the work implement 2 in another piece of field information FI for the same first field are inconsistent for a specific work implement (e.g., the same type of work implement 2), and the position information P and the orientation of the work vehicle 1 of both pieces are inconsistent (there is no correlation), the estimation unit 51f estimates that the work implement 2 is the cause of the communication failure.

[0141] Furthermore, as shown in FIG. 15, when there is a mismatch in the information of the work implement 2 for multiple (e.g., two) pieces of field information FI for the same field (a4), the orientation of the work vehicle 1 indicates a specific orientation, and there is a communication failure at the same location, the estimation unit 51f estimates that the position of the field H and the orientation of the work vehicle 1 are the cause of the communication failure. For example, if there is a communication failure for both the position of the position information PX1 of the field information FI of the first field shown in FIG. 12 and the same position as the position information PX1 of another field information FI of the same first field, and the orientation of the work vehicle 1 in the field information FI of the first field shown in FIG. 12 and the orientation of the work vehicle 1 in the other field information FI of the same first field match in a specific orientation (the orientations match perfectly or are within a predetermined range of orientations, etc.), and the information of the work device 2 does not match (there is no correlation), The direction is estimated as the cause of the communication failure.

[0142] By providing the above-described estimation unit 51f, it is possible to estimate various causes of communication failures of the work vehicle 1 in the field H. For example, it is possible to estimate whether the cause of the communication failure is the position of the field H, the position of the field H and the work implement 2, or the orientation of the work implement 2, the position of the field H, and the work vehicle 1.

[0143] Returning to FIG. 14, after S45, the route generation unit 51c generates a travel route for the work vehicle 1 so as not to include the cause of the communication failure estimated by the estimation unit 51f (S46).

[0144] For example, suppose the estimation unit 51f estimates that the cause of the communication failure at each of the positions indicated by the position information PX1 and PX2 shown in FIG. 8 is the position of the field H (the position indicated by the position information PX1 of the first field) and the orientation of the work vehicle 1. In other words, it is estimated that the communication failure occurred when traveling in a first direction along the straight route L1a having the position information PX1, and when traveling in a second direction along the straight route L1a having the position information PX2. Therefore, the route generation unit 51c generates a travel route that does not include the cause of the communication failure estimated by the estimation unit 51f. Here, the route generation unit 51c generates a travel route in which the traveling direction of the straight route L1a having the position information PX1 is a second direction opposite to the first direction, and the traveling direction of the straight route L1a having the position information PX2 is a first direction opposite to the second direction.

[0145] As shown in the lower right of Figure 9A, the route generation unit 51c generates a straight route L1a in the second area AR2 that has location information PX1 where the communication strength has fallen below the threshold and that is traveling in the opposite direction from the previous time, and a straight route L1a that has location information PX2 where communication has been interrupted and that is traveling in the opposite direction from the previous time (S46).

[0146] 9B is a diagram showing an example of a travel route that does not include the cause of the communication failure estimated by the estimation unit 51f. As shown in FIG. 9B, the route generation unit 51c may generate a travel route that does not include the cause of the communication failure estimated by the estimation unit 51f (S46).

[0147] The route generation unit 51c determines whether a route (e.g., a uni-cursor route) can be generated in the central area C1, including the first area AR1 and the second area AR2, that does not pass through the same route more than once, and if so, generates a uni-cursor route. The travel route shown in FIG. 9B is a uni-cursor route. If it is not possible to generate a uni-cursor route, the route generation unit 51c generates a travel route for the first area AR1, as shown in the upper part of FIG. 9A, and a travel route for the second area AR2, as shown in the lower left or lower right of FIG. 9A, by distinguishing between the two.

[0148] It should be noted that the field information FI in Fig. 12 may be replaced with the field information FI in Fig. 13. The field information FI in Fig. 13 is the field information FI in Fig. 12 with time information TI added. Fig. 13 is a diagram showing an example of field information. Looking at the field information FI shown in Fig. 13, time information TI is added to position information P. In Fig. 13, time t1 is added to position information Ps1, time tm is added to position information PX1, time tn is added to position information PX2, and time tz is added to position information Pg1.

[0149] (b1) When a communication failure occurs at the same location (when the correlation is high only for the location) regardless of the direction of the work vehicle 1, the information of the work device 2, and the time information TI (when the correlation is low), the estimation unit 51f estimates that the location of the field H is the cause of the communication failure.

[0150] (b2) When the information on the work implement 2 indicates a specific work implement and a communication failure has occurred at the same position (when the correlation between the position and the work implement 2 is high), regardless of the direction of the work vehicle 1 and the time information TI (when the correlation is low), the estimation unit 51f 2 is presumed to be the cause of the communication failure.

[0151] (b3) If a communication failure occurs when the information on the work device 2 is a specific work device (when only the work device 2 has a high correlation), regardless of the direction, position information P, and time information TI of the work vehicle 1 (when the correlation is low), the estimation unit 51f estimates that the work device 2 is the cause of the communication failure.

[0152] (b4) When the orientation of the work vehicle 1 indicates a specific orientation and a communication failure occurs at the same location (when there is a high correlation between the position and the orientation of the work vehicle 1), regardless of the information of the work device 2 and the time information TI (when there is a low correlation), the estimation unit 51f estimates that the position of the field H and the orientation of the work vehicle 1 are the cause of the communication failure.

[0153] (b5) When a communication failure occurs when the time information TI is a specific time (when there is a high correlation only with time), regardless of the direction of the work vehicle 1, the information on the work device 2, and the position information P (when there is a low correlation), the estimation unit 51f estimates that the time is the cause of the communication failure.

[0154] Fig. 16 is a diagram showing an example of a cause estimation result based on the field information shown in Fig. 13. As shown in Fig. 16, when (b1) the direction of the work vehicle 1, the information on the work implement 2, and the time information TI do not match for multiple (e.g., two) pieces of field information FI for the same field, and a communication failure occurs at the same position, the estimation unit 51f estimates the position of the field H as the cause of the communication failure.

[0155] Furthermore, as shown in FIG. 16, for multiple (e.g., two) pieces of field information FI for the same field, if (b2) the direction of the work vehicle 1 and the time information TI are inconsistent, and the information on the work implement 2 indicates a specific work implement and there is a communication failure at the same location, the estimation unit 51f estimates that the position of the field H and the work implement 2 are the cause of the communication failure.

[0156] Furthermore, as shown in FIG. 16, when there is a communication failure when (b3) the orientation, position information P, and time information TI of the work vehicle 1 are inconsistent for multiple (e.g., two) pieces of field information FI for the same field, and the information on the work device 2 is for a specific work device, the estimation unit 51f estimates that the work device 2 is the cause of the communication failure.

[0157] Furthermore, as shown in FIG. 16, for multiple (e.g., two) pieces of field information FI for the same field, if (b4) the information of the work implement 2 and the time information TI are inconsistent, the orientation of the work vehicle 1 indicates a specific orientation, and there is a communication failure at the same location, the estimation unit 51f estimates that the position of the field H and the orientation of the work vehicle 1 are the cause of the communication failure.

[0158] Furthermore, as shown in FIG. 16, for multiple (e.g., two) pieces of field information FI for the same field, if (b5) the orientation of the work vehicle 1, the information on the work implement 2, and the position information P do not match, and the time indicated by the time information TI matches a specific time (for example, the same time or the time of the communication failure is included in a specified time period) and there is a communication failure, the estimation unit 51f estimates that the specific time is the cause of the communication failure.

[0159] 16, it is possible to estimate various causes of communication failure of the work vehicle 1 in the field H. For example, it is possible to estimate whether the cause of the communication failure is the position of the field H, the position of the field H and the work implement 2, the orientation of the work implement 2, the position of the field H and the work vehicle 1, or the time.

[0160] The main characteristic features and effects of the support system 100 in the above-described embodiment are as follows.

[0161] (Item A1) An assistance system 100 comprising: a storage device 53 that pre-stores field information FI that links communication conditions CS in a field H with location information P; a judgment unit 51a that judges the possibility of a communication failure of the work vehicle 1 in the field H based on the field information FI before the work vehicle 1 starts operating in the field H; and an assistance device 57 that assists the operation of the work vehicle 1 in the field H based on the judgment result of the judgment unit 51a.

[0162] According to this configuration, it is possible to provide support such as operating or avoiding the operation of the work vehicle 1 depending on the possibility of a communication failure in the field H. Therefore, if there is a possibility of a communication failure in the field H, it is possible to avoid operating the work vehicle 1 in advance. This makes it possible to reduce the number of situations in which the operation of the work vehicle 1 in the field H cannot be performed due to a communication failure.

[0163] (Item A2) The assistance system 100 described in Item A1 is equipped with a remote communication terminal 50 for monitoring and driving the work vehicle 1, and the field information FI is information linking a field map MP showing the field H, the communication status CS between the remote communication terminal 50 and the work vehicle 1 in the field H, and the position information P of the work vehicle 1, and the assistance device 57 assists in the monitoring and driving of the work vehicle 1 in the field H based on the judgment result.

[0164] According to this configuration, support can be provided for the execution or avoidance of monitoring operation of the work vehicle 1 depending on the possibility of a communication failure in the field H. Therefore, if there is a possibility of a communication failure in the field H, monitoring operation of the work vehicle 1 can be avoided in advance. This reduces the number of situations in which operation of the work vehicle 1 in the field H cannot be performed due to a communication failure. It also reduces the need for the user to suddenly go to the field H to check the status of the work vehicle 1.

[0165] (Item A3) The assistance system 100 according to item A2, wherein the monitoring operation is automatic driving or remote driving of the work vehicle 1 by the remote communication terminal 50.

[0166] According to this configuration, if there is a possibility of a communication failure in the field H, automatic driving or remote driving of the work vehicle 1 can be avoided in advance. This reduces the number of situations in which automatic driving or remote driving of the work vehicle 1 in the field H cannot be performed due to a communication failure. It also reduces the number of times the user has to suddenly go to the field H to check the status of the work vehicle 1.

[0167] (Item A4) The assistance system 100 described in any one of items A1 to A3, wherein the assistance device 57 includes a communication device 54 that receives information about the work vehicle 1 and its surroundings from the work vehicle 1, and a display device 55 that displays a monitoring image of the work vehicle 1 based on the information received by the communication device 54.

[0168] According to this configuration, a monitoring image of the work vehicle 1 can be displayed to assist automatic or remote driving of the work vehicle 1.

[0169] (Item A5) The assistance system 100 according to item A3, wherein the remote communication terminal 50 is provided with a remote control unit 51d that executes automatic driving or remote driving of the work vehicle 1 in the field H based on the determination result.

[0170] According to this configuration, automatic driving or remote driving can be avoided when there is a possibility of a communication failure in the field H. This reduces the number of situations in which automatic driving or remote driving of the work vehicle 1 in the field H cannot be performed due to a communication failure. It also reduces the number of times the user has to suddenly go to the field H to check the status of the work vehicle 1.

[0171] (Item A6) The support system 100 according to any one of items A1 to A5, wherein the support device 57 includes a notification unit 56 that notifies the user of the determination result.

[0172] According to this configuration, a user (for example, a remote user) can know in advance that there is a possibility of a communication failure of the work vehicle 1 in the field H, and can know that automatic driving or remote driving has been avoided as a result.

[0173] (Item A7) The support system 100 according to item A3, wherein the determining unit 51a determines that there is a possibility of communication failure when the farm field information FI includes location information P in which the communication strength has fallen below a threshold.

[0174] According to this configuration, it is possible to appropriately determine whether there is a possibility of a communication failure.

[0175] (Item A8) The support system 100 according to item A3, wherein the determining unit 51a determines that there is a possibility of communication disruption when the farm field information FI includes location information P where communication disruption has occurred.

[0176] This configuration makes it possible to appropriately determine whether there is a possibility of communication disruption.

[0177] (Item A9) The assistance system 100 described in any one of items A1 to A8 is provided with an area determination unit 51e that, when the determination result indicates the possibility of a communication failure, determines a first area AR1 in which automatic or remote operation can be performed for the field H indicated by the field information FI based on the location information P included in the field information FI.

[0178] According to this configuration, for a field H where there is a possibility of communication failure, a first area AR1 can be identified, which is an area where automatic driving or remote driving can be performed, and automatic driving or remote driving can be performed in the first area AR1 (the area where automatic driving or remote driving can be performed).

[0179] (Item A10) The support system 100 described in Item A9, in which the area determination unit 51e determines as the first area AR1 an area consisting of positions indicated by position information P in the field information FI other than position information P in which communication strength has fallen below a threshold and position information P in which communication has been interrupted.

[0180] According to this configuration, the first area AR1 (feasible area) can be suitably determined.

[0181] (Item A11) The assistance system 100 according to item A9 or A10, comprising a route generation unit 51c that generates a travel route for the work vehicle 1 in the first area AR1.

[0182] According to this configuration, in the case of a field H where there is a possibility of a communication failure, a travel route is generated in the first area AR1 (an area where automatic driving or remote driving is possible), and automatic driving or remote driving can be performed on that travel route. In other words, the work vehicle 1 can be automatically or remotely driven on a travel route that corresponds to the field H where there is a possibility of a communication failure.

[0183] (Item A12) The assistance system 100 described in item A7 or A8 is provided with an area determination unit 51e that, when the determination result indicates the possibility of a communication failure, determines, based on the location information P contained in the field information FI, a first area AR1 in which automatic driving or remote driving is possible for the field H indicated by the field information FI and a second area AR2 in which this is unlikely to be possible.

[0184] According to this configuration, for a field H where there is a possibility of communication failure, it is possible to identify a first area AR1 where automatic operation or remote operation is possible and a second area AR2 where the possibility of practical implementation is low, and it is possible to carry out automatic operation or remote operation in the first area AR1 (the area where practical implementation is possible). do.

[0185] (Item A13) The support system 100 described in Item A12, wherein the area determination unit 51e determines the area consisting of positions indicated by position information P in the field information FI other than position information P where communication strength has fallen below a threshold and position information P where communication disruption has occurred as the first area AR1, and determines the area consisting of positions indicated by position information P in the field information FI other than position information P where communication strength has fallen below a threshold and position information P where communication disruption has occurred as the second area AR2.

[0186] According to this configuration, it is possible to suitably determine the first area AR1 (area where implementation is possible) and the second area AR2 (area where implementation is unlikely).

[0187] (Item A14) The assistance system 100 according to item A12 or A13, further comprising a route generation unit 51c that generates a travel route for the work vehicle 1 in each of the first area AR1 and the second area AR2.

[0188] According to this configuration, in the case of a field H where there is a possibility of communication failure, the work vehicle 1 can be driven along respective driving routes in the first area AR1 where automatic driving or remote driving is possible and in the second area AR2 where this is less likely to be possible.

[0189] (Item A15) The assistance system 100 described in Item A14 is equipped with a control device 60 that performs automatic driving or remote driving along the driving route generated in the first area AR1, and performs short-distance automatic driving or automatic steering driving along the driving route generated in the second area AR2.

[0190] According to this configuration, automatic driving or remote driving can be performed along the driving route in the first area AR1 (area where automatic driving or remote driving is possible), and short-distance automatic driving or automatic steering driving (auto-steer driving) along the driving route can be performed in the second area AR2 (area where automatic driving or remote driving is less likely to be possible).

[0191] (Item A16) The assistance system 100 according to item A12, further comprising a route generation unit 51c that generates a travel route for the work vehicle 1 that passes through the first area AR1 without passing through the second area AR2.

[0192] According to this configuration, in the case of a field H where there is a possibility of communication failure, automatic driving or remote driving can be performed along a driving route that passes through the first area AR1 (the area where operation is possible) without passing through the second area AR2.

[0193] (Item A17) The work vehicle 1 can be equipped with a work implement 2, the field information FI is information that links the communication status CS in the field H with position information P, and further links status information SI that indicates the status of at least one of the work vehicle 1 and the work implement 2, and is information created for each field H, the storage device 53 stores multiple pieces of field information FI for the same field H, and the support system 100 is equipped with an estimation unit 51f that estimates the cause of a communication failure of the work vehicle 1 in the field H based on the correlation between the multiple pieces of field information FI.

[0194] According to this configuration, the cause of the communication failure of the work vehicle 1 in the field H can be estimated.

[0195] (Item A18) The operation is performed so as not to include the cause of the communication failure estimated by the estimation unit 51f. The assistance system (100) according to item A17, further comprising a route generation unit (51c) that generates a travel route for the industrial vehicle (1).

[0196] According to this configuration, a driving route is generated that does not include the cause of the estimated communication failure, so that automatic driving or remote driving can be performed while avoiding the communication failure.

[0197] (Item A19) An assistance system 100 described in any one of items A1 to A18, comprising a communication control unit 61a that changes the communication settings of the work vehicle 1 within a predetermined range from the position indicated by at least one of the location information P where the communication strength has fallen below a threshold and the location information P where communication has been interrupted.

[0198] According to this configuration, when traveling within a predetermined range that includes a location where communication failure is possible, the communication settings of the work vehicle 1 are changed, so that the settings can be changed to reduce the occurrence of communication failure and communication interruption. Therefore, the occurrence of communication failure and communication interruption can be reduced.

[0199] (Item A20) The assistance system 100 described in Item A17, wherein the estimation unit 51f predicts locations on the travel route where a decrease in communication strength and communication interruption may occur based on the estimated cause and the current status information.

[0200] According to this configuration, it is possible to know in advance the locations on the travel route where there is a possibility of a decrease in communication strength or a communication interruption occurring.

[0201] (Item A21) The assistance system 100 described in item A20 is provided with a communication control unit 61a that changes the communication settings of the work vehicle 1 to reduce the amount of communication within a predetermined range from a position where a communication failure is estimated to occur.

[0202] According to this configuration, the amount of communication of the work vehicle 1 is reduced within a predetermined range from the position where a communication failure is estimated to occur, thereby reducing the occurrence of communication failures and communication interruptions.

[0203] (Item A22) The support system 100 described in Item A19 is provided with a display device 55 that displays monitoring images including captured images of the surroundings of the work vehicle 1, and the communication control unit 61a changes the image quality of the captured images of the direction of travel of the work vehicle 1 to a predetermined image quality or higher when the communication settings of the work vehicle 1 are changed.

[0204] According to this configuration, even if the communication settings of the work vehicle 1 are changed within a predetermined range from a location where a communication failure is estimated to occur, the image quality of the captured image of the direction of travel of the work vehicle 1 can be maintained at a predetermined level or higher, thereby enabling the monitoring operation of the work vehicle 1 to be maintained in an optimal manner.

[0205] In the above-described embodiment, the short-distance communication terminal 90 is, for example, a remote control, but is not limited to this. For example, the short-distance communication terminal 90 may be a tablet terminal device or a smartphone.

[0206] Although the present invention has been described above, the embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0207] 1 Work vehicle 2. Work equipment 50 Telecommunications Terminal 51a Judgment part 51c Route generation unit 51d Remote control unit 51e Area determination section 51f Estimation part 53 Storage device 54 Communication equipment 55 Display device 56 Information Department 57 Support equipment 60 Control device 61a Communication control unit 90 Short-distance communication terminal 100 Support System AR1 1st area AR2 2nd area CS communication status FI Field Information H field MP Field Map P Location information

Claims

1. a storage device that stores in advance field information that links communication conditions in the field with location information; a determination unit that determines, before the work vehicle starts operating in the field, the possibility of a communication failure of the work vehicle in the field based on the field information; an assistance device that assists the driving of the work vehicle in a field based on the determination result of the determination unit.

2. a remote communication terminal for monitoring and operating the work vehicle; the field information is information linking a field map showing the field, a communication status between the remote communication terminal and the work vehicle in the field, and location information of the work vehicle; The assistance system according to claim 1 , wherein the assistance device assists the work vehicle in monitoring operation in a farm field based on the determination result.

3. The assistance system according to claim 2 , wherein the monitoring operation is automatic driving or remote driving of the work vehicle by the remote communication terminal.

4. 4. The assistance system according to claim 3, wherein the assistance device comprises: a communication device that receives information about the work vehicle and its surroundings from the work vehicle; and a display device that displays a monitoring image of the work vehicle based on the information received by the communication device.

5. The assistance system according to claim 3 , wherein the remote communication terminal includes a remote control unit that executes automatic driving or remote driving of the work vehicle in a farm field based on the determination result.

6. 4. The support system according to claim 1, wherein the support device includes a notification unit that notifies the user of the determination result.

7. The support system according to claim 3 , wherein the determining unit determines that there is a possibility of a communication failure when the farm field information includes location information in which communication strength has fallen below a threshold.

8. The support system according to claim 3 , wherein the determining unit determines that there is a possibility of a communication disruption when the field information includes location information where a communication disruption has occurred.

9. The assistance system according to claim 7 or 8, further comprising an area determination unit that, when the determination result indicates a possibility of communication failure, determines a first area in which automatic or remote operation can be performed for the field indicated by the field information based on the location information included in the field information.

10. The support system according to claim 9, wherein the area determination unit determines, among the location information in the field information, an area consisting of positions indicated by location information other than location information in which communication strength has fallen below a threshold and location information in which communication has been interrupted, to be the first area.

11. The assistance system according to claim 9 , further comprising a route generation unit that generates a travel route for the work vehicle in the first area.

12. The assistance system according to claim 7 or 8, further comprising an area determination unit that, when the determination result indicates a possibility of a communication failure, determines, based on the location information included in the field information, a first area in which automatic or remote operation is possible for the field indicated by the field information and a second area in which it is unlikely to be possible.

13. The area determination unit determines whether communication strength is lower than a threshold value in the position information in the farm field information. The support system according to claim 12, wherein an area consisting of positions indicated by position information other than the position information where the communication strength has dropped below a threshold and the position information where the communication disruption has occurred is determined to be the first area, and an area consisting of positions indicated by the position information in the field information where the communication strength has dropped below a threshold and the position information where the communication disruption has occurred is determined to be the second area.

14. The assistance system according to claim 12 , further comprising a route generation unit that generates a travel route for the work vehicle in each of the first area and the second area.

15. The assistance system described in claim 14, wherein the work vehicle is equipped with a control device that performs automatic driving or remote driving along the driving route generated in the first area, and performs short-distance automatic driving or automatic steering driving along the driving route generated in the second area.

16. The assistance system according to claim 12 , further comprising a route generation unit that generates a travel route for the work vehicle that passes through the first area without passing through the second area.

17. The work vehicle can be equipped with a work device, the field information is information that links the communication status in the field with position information, and further links the communication status with status information that indicates the status of at least one of the work vehicle and the work implement, and is information that is created for each field; the storage device stores a plurality of pieces of farm field information for the same farm field; The assistance system according to any one of claims 1 to 5, further comprising an estimation unit that estimates a cause of a communication failure of the work vehicle in the field based on a correlation between a plurality of pieces of field information.

18. The assistance system according to claim 17, further comprising a route generation unit that generates a travel route for the work vehicle so as not to include the cause of the communication failure estimated by the estimation unit.

19. The assistance system according to any one of claims 1 to 5, further comprising a communication control unit that changes the communication settings of the work vehicle within a predetermined range from a position indicated by at least one of the position information where communication strength has fallen below a threshold and the position information where communication has been interrupted.

20. The assistance system according to claim 17 , wherein the estimation unit predicts a location on the travel route where a decrease in communication strength or a communication interruption is likely to occur, based on the estimated cause and the current state information.

21. 21. The assistance system according to claim 20, further comprising a communication control unit that changes communication settings of the work vehicle to reduce the amount of communication traffic within a predetermined range from a position where a communication failure is estimated to occur.

22. a display device that displays a monitoring image including an image of the surroundings of the work vehicle; 20. The assistance system according to claim 19, wherein the communication control unit changes the image quality of the captured image of the traveling direction of the work vehicle to a predetermined image quality or higher when changing the communication settings of the work vehicle.

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