Management system for work vehicles

Abstract

The objective of this invention is to provide a work vehicle that can efficiently acquire field information by acquiring field information using several vehicles. [Solution] Multiple work vehicles 100A, 100B, etc., are used to acquire field shape information PeA, PeB, etc., and the field shape information PeA, PeB, etc. is sequentially connected by matching the position coordinates of the measurement start endpoints a, b, etc. and the measurement end endpoints a', b', etc. of each field shape information PeA, PeB, etc. to create a work area PeC.

Description

Technical Field

[0001] The present invention relates to a management system for a work vehicle such as an agricultural tractor.

Background Art

[0002] Conventionally, there is a field registration method in which position information of a work vehicle that travels in a predetermined area according to an operator's driving operation is acquired and recorded as a travel locus of the work vehicle to register the outer shape of a field. For example, there is a configuration in which the work vehicle is actually driven along the outer periphery of the field, and the working vertical width and the working horizontal width of the site to be worked are calculated from the moving distance of the work vehicle (Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] According to Patent Document 1, shape information of a work target can be obtained from the moving distance of the outer periphery of a field of a work vehicle. However, it is a system for one work vehicle, and it is impossible to register a field with a plurality of vehicles, and the registration work has taken time.

[0005] An object of the present invention is to provide a work vehicle capable of efficiently acquiring field information by acquiring field information with a plurality of vehicles.

Means for Solving the Problems

[0006] To solve the above problems and achieve the objective, the invention described in claim 1 acquires field shape information PeA and PeB as the outer perimeter indicating the shape of field H from multiple position information of work vehicles 100A and 100B measured by the positioning devices of each of the multiple work vehicles 100A and 100B, and sets the work area PeC of the target field H by combining the field shape information PeA and PeB for each work vehicle 100A and 100B.

[0007] The invention described in claim 2 is the invention described in claim 1, wherein a plurality of work vehicles 100A, 100B, ... jointly acquire field shape information PeA, PeB, ..., and sequentially connect the field shape information PeA, PeB, ... by sequentially matching the position coordinates of the measurement start endpoints a, b, ... and measurement end endpoints a', b', ... of each field shape information PeA, PeB, ... to create a work area PeC.

[0008] The invention described in claim 3 is, in the invention described in claim 2, when the measurement start endpoint b and measurement end endpoint a' that should coincide sequentially do not coincide, a line segment connecting the target endpoints is created and the work area PeC of the target field H is set as field shape information.

[0009] The invention described in claim 4 is the invention described in claim 3, wherein, in the case where the measurement end point a' and the measurement start point b do not coincide, if the separation distance ε between endpoint a' and endpoint b is less than a predetermined distance ε0, either endpoint a' or b is considered a coincidence point and the work area PeC of field H is set; if the distance is ε0 or greater, a line segment connecting endpoints a' and b is created and used as field shape information. [Effects of the Invention]

[0010] According to the invention described in claims 1 and 2, by using multiple work vehicles 100A and 100B, the work area PeC of one field H can be set, making it possible to efficiently perform field shape acquisition work.

[0011] According to the invention described in claim 3, in addition to the effects described in claim 2, positional coordinates can be corrected even if they are misaligned, so there is no need to drive again through the parts where positional information could not be acquired, and the field shape acquisition work can be performed efficiently.

[0012] According to the invention described in claim 4, in addition to the effects described in claim 3, it is possible to perform the work of obtaining an appropriate field shape by determining the degree of the separation distance ε between endpoint a' and endpoint b. [Brief explanation of the drawing]

[0013] [Figure 1] This is a side view of an agricultural tractor. [Figure 2] This is a block diagram of a management system according to an embodiment of the present invention. [Figure 3] This is a schematic diagram showing the positional relationship between the management terminal and multiple fields. [Figure 4] This is a schematic diagram recording the perimeter route of the field. [Figure 5] This figure shows an example of a headland route and a round-trip route. [Figure 6] This is a schematic diagram illustrating an example of autonomous driving on a headland route. [Figure 7] This is a flowchart for the automatic starting point movement mode. [Figure 8] This is a schematic diagram showing an example of obtaining field shape data. [Figure 9] This is a schematic diagram showing an example of obtaining field shape data. [Figure 10] (A)(B) These are side views showing the vehicle loading process using ramps. [Figure 11] This is a diagram of a work vehicle management system. [Figure 12] This is a control block diagram related to the control system of the work vehicle management system. [Figure 13] This is a schematic diagram of the work routes within the field and the routes for moving between fields. [Figure 14] This is a flowchart for creating work routes and routes between fields.

Best Mode for Carrying Out the Invention

[0014] Hereinafter, preferred embodiments of the present invention will be described based on the drawings.

[0015] FIG. 1 is a schematic side view showing the configuration of a work vehicle 100 of a work vehicle management system according to an embodiment of the present invention. The work vehicle 100 is a farm work vehicle capable of traveling in a reciprocating adjacent work traveling range 13. An engine 105 covered with a bonnet 107 is disposed at the front of the vehicle body. The rotational power of the engine 105 is transmitted to the front wheels 103 and the rear wheels 104 via a plurality of transmission devices so that the vehicle can travel. Further, a cab 106 is provided behind the engine 105, and a working machine 140 capable of cultivating the reciprocating adjacent work traveling range 13 is attached to the rear of the vehicle body behind the cab 106.

[0016] The cab 106 is provided with a cab having a steering wheel and a driver's seat operated by an operator. A GNSS receiver 102 is provided on the cab roof 108, which is the ceiling of the cab, and a positioning device is configured to be able to receive radio waves from the artificial satellite 170 at predetermined time intervals and measure the position of the work vehicle 100.

[0017] At the rear of the vehicle body of the work vehicle 100, a three-point link mechanism 145 including an upper top link 145a and left and right lower links 145b is provided, and the working machine 140 is connected thereto. The working machine 140 is a cultivating working machine, and is provided with cultivating claws 146 for cultivating the soil in the field, a rotary cover 147 covering the upper part of the cultivating claws 146, and a rear cover 148 supported so as to be vertically movable at the rear part of the rotary cover 147.

[0018] A work machine lifting cylinder 141 is connected to the lower link 145b of the three-point link mechanism 145 via a lift arm 142, and is configured to be able to move the lower link 145b up and down by extending and contracting the work machine lifting cylinder 141.

[0019] Hereinafter, the term "working run" refers to the operation of the work vehicle 100 with the work implement 140 unloaded, while it is traveling back and forth and tilling the soil within the adjacent working run area 13.

[0020] Figure 2 is a block diagram showing the configuration of a work vehicle management system according to a preferred embodiment of the present invention. The work vehicle 100 includes a location information acquisition unit 301, which is a location information acquisition means that acquires the location information of the vehicle from radio waves received by the GNSS receiver 102 in Figure 1; an autonomous driving ECU 302 that controls the autonomous driving of the vehicle; and a vehicle ECU 303 that controls the driving of the vehicle and the operation of the work equipment. The vehicle ECU 303 includes a communication unit 304 that communicates with a cloud C which forms a communication network, and the autonomous driving ECU 302 includes a route calculation unit 306 that calculates a driving route from location information and terrain information.

[0021] Therefore, the work vehicle 100 is configured to transmit and store its own location information acquired by the location information acquisition unit 301 to the cloud C via the communication unit 304 at predetermined intervals, and to retrieve the information stored in the cloud C.

[0022] The remote management device 200 is a portable electronic computing device and consists of a management terminal 201 that can be operated by a management user. The management terminal 201 includes a communication device 202 that can communicate with Cloud C and a terminal control unit 204 that controls the management terminal 201. Therefore, by possessing the management terminal 201, the management user can exchange information with Cloud C via the communication device 202. In addition, if the management terminal 201 is equipped with a positioning device 203 that measures its own position, it can acquire its own position information and transmit it via the communication device 202.

[0023] In this way, since the work vehicle 100 and the remote management device 200 are configured to communicate via the cloud C, the management user can monitor the status of the work vehicle 100 and send commands to it using the remote management device 200, thereby enabling remote management of the work vehicle 100.

[0024] Cloud C is equipped with a management server 320, which stores a topographic information database 322 containing topographic information of the field and its surroundings, and a location information database 323 containing location information of the work vehicle 100. Therefore, the management user can access the management server 320 and refer to the topographic information database 322 and the location information database 323 to understand the positional relationship between the work vehicle 100 and the field.

[0025] Figure 3 is a schematic diagram showing the positional relationship between the management terminal 201 and multiple adjacent reciprocating work areas 13 in the management area 10. The management area 10 is provided with multiple adjacent reciprocating work areas 13 (A1 to An), and each adjacent reciprocating work area 13 is configured for a vehicle 100 (V1 to Vn) to perform work. Each adjacent reciprocating work area 13 is adjacent to the management passage 12, and is configured so that the work vehicle 100 can enter and exit from the entrance / exit 11.

[0026] The management terminal 201 is equipped with field identification means to identify which work vehicle 100 is working in which round-trip adjacent work travel range 13. It accesses the management server 320 via the cloud C shown in Figure 2, and compares the location information of each round-trip adjacent work travel range 13 (A1~An) stored in the terrain information database 322 with the location information of the work vehicles 100 (V1~Vn) stored in the location information database 323. This allows the management terminal to identify the work vehicles 100 located within the range where the round-trip adjacent work travel range 13 is located, and to associate work vehicle Vx (x=1,2,···,n) with the field Ax (x=1,2,···,n) in which that work vehicle Vx is working.

[0027] Here, in the management terminal 201, the terminal control unit 204 can acquire terrain information for the management passage 12 of the management area 10 and the round-trip adjacent work travel area 13 (A1~An) from the terrain information database 322 shown in Figure 2 via the cloud C using the positioning device 203. Furthermore, it is configured to calculate the route (L1~Ln) from the current position of the management terminal 201 through the management passage 12 to the entrance / exit 11 of the round-trip adjacent work travel area 13, and to calculate the travel time T (T1~Tn) to the round-trip adjacent work travel area 13 (A1~An) at a predetermined speed from the distance of these routes (L1~Ln).

[0028] Figure 4 is a schematic diagram showing the work vehicle 100 recording its movement along the headland of field H, and Figure 5 is a schematic plan view showing the work vehicle 100 moving within field H.

[0029] As shown in Figure 4, field H, surrounded by ridges 15 and demarcated by the outer shape Pe formed by these ridges 15, consists of a round-trip adjacent work area 13 and a headland work area 14, and is configured so that a vehicle 100 can enter and exit the management passage 12 via an entrance / exit 11. The headland work area 14 is accessible to the vehicle 100, and this headland work area 14 can be tilled by working along the headland work path 22 which circles the outside of the round-trip adjacent work area 13.

[0030] The work vehicle 100 is equipped with a field shape acquisition means for acquiring topographic information indicating the shape of the field. As a prerequisite, the work vehicle 100 first travels along the headland while measuring its current position with the position information acquisition unit 301 in Figure 2, and the route calculation unit 306 in Figure 2 connects the position information of the route traveled along the headland to create route information as the outer headland travel route 22, i.e., outer perimeter Pe shape information, and calculates the area enclosed by the traveled route in the route information of the headland travel route 22 to create topographic information of the field H (field position coordinates, area, and length and width), and has a topographic information recording mode that records this information in the topographic information database 322 via the cloud C. The work vehicle 100 is configured so that when the topographic information recording mode is executed, the field shape acquisition means can acquire the route information of the headland travel route 22 based on the outer perimeter Pe shape information recorded in the topographic information database 322 and the topographic information of the round-trip adjacent work travel range 13 recorded in the topographic information database 322.

[0031] In terrain information recording mode, the route information of the headland travel route 22 created by the work vehicle 100 and the terrain information of the round-trip adjacent work travel area 13 are transmitted to the management server 320 via the cloud C. The management server 320, upon receiving the route information of the headland travel route 22 and the terrain information of the round-trip adjacent work travel area 13, records this information in the terrain information database 322. As a result, the work vehicle 100 can access the management server 320 via the cloud C and obtain the route information of the headland travel route 22 and the terrain information of the round-trip adjacent work travel area 13 at any time. For example, when the engine 105 is started, the work vehicle 100 obtains the route information of the headland travel route 22 and the terrain information of the round-trip adjacent work travel area 13 using the field shape acquisition means.

[0032] Thus, because the work vehicle 100 is equipped with a terrain information recording mode, it is not necessary to survey the adjacent round-trip work travel range 13 in advance to acquire terrain information, and the effort required to have the work vehicle 100 perform work in any adjacent round-trip work travel range 13 can be reduced.

[0033] As shown in Figure 5, when the work vehicle 100 travels within the round-trip adjacent work area 13, the route calculation unit 306 shown in Figure 2 calculates a round-trip travel route 20, which is the route for traveling within the round-trip adjacent work area 13, based on the terrain information of the round-trip adjacent work area 13 and the working width w of the work vehicle 100. In order to cultivate the round-trip adjacent work area 13 evenly, it is necessary to travel straight through the round-trip adjacent work area 13 a number of times obtained by dividing the width of the round-trip adjacent work area 13 by the working width w (7 times in Figure 5). Therefore, the round-trip travel route 20 is calculated to travel back and forth across the round-trip adjacent work area 13 by a straight-ahead route that travels straight across the round-trip adjacent work area 13 and a turning route that exits the round-trip adjacent work area 13, turns at the headland 14, and returns to the round-trip adjacent work area 13. Hereinafter, the points where the round-trip travel path 20 intersects with the edges of the round-trip adjacent work travel area 13 will be referred to as field endpoints 21a (P1~P7) and 21b (Q1~Q7).

[0034] Once the round-trip travel route 20 is calculated, the work vehicle 100 is configured to autonomously travel along the round-trip travel route 20, moving back and forth from one end to the other of the adjacent round-trip work area 13, and passing through the entire field by working.

[0035] Specifically, the work vehicle 100 enters the round-trip adjacent work area 13 from a field endpoint 21a (P1 (hereinafter, starting point P1)) located at the corner of the round-trip adjacent work area 13, proceeds straight to the field endpoint 21b (Q1) at the opposite position, exits the round-trip adjacent work area 13, makes a left turn at the headland 14, and re-enters the round-trip adjacent work area 13 from the adjacent field endpoint 21b (Q2). After that, it proceeds straight to the field endpoint 21a (P2) at the opposite position, exits the round-trip adjacent work area 13, makes a right turn at the headland 14, and re-enters the round-trip adjacent work area 13 from the adjacent field endpoint 21a (P3). The work vehicle 100 repeats this process until it reaches the field endpoint 21a (Q7), thereby cultivating the entire field evenly.

[0036] Next, the headland travel path 22 of the headland travel area 14 will be specifically explained based on Figure 5. The headland travel area 14 between the ridge 15 and the round-trip adjacent travel area 13 is set to an area that can be tilled in multiple circular operations. The headland close to the ridge 15 is tilled by headland travel operation operated manually by the operator, while the innermost circumference of the headland is configured to be autonomously traveled, continuing from the autonomous round-trip adjacent operation operation described above. Therefore, the operator tills the headland in the headland travel area 14 of the entire field H according to the headland travel path 22 displayed on the management terminal 201, while the work vehicle 100 travels back and forth from one end to the other of the round-trip adjacent operation area 13, and moves towards the starting point P1 of the round-trip adjacent operation route 20, which is one of the field endpoints 21a of the round-trip adjacent operation area 13. Alternatively, the configuration may be such that the headland travel area 14 is autonomously traveled after passing through the entrance / exit 11.

[0037] Next, based on FIGS. 6 and 7, the starting point automatic movement mode M will be described. After the work vehicle 100 enters the field H and executes autonomous driving along the circumferential operation of manual operation or the headland travel route 22 created based on the outer peripheral Pe shape information, it shifts to the starting point automatic movement mode M by a predetermined operation of the management terminal 201, that is, a mode switch operation. The starting point automatic movement mode M is based on the execution of the starting point automatic movement control unit 308 set in the automatic driving ECU 302 that controls the autonomous driving of the vehicle. It calculates and designates the starting point automatic movement route 24 that reaches the starting point P1 of the reciprocating adjacent operation among the field end points 21a of the reciprocating adjacent travel range 13 for the work vehicle 100 that has moved to the headland travel route 22 in the field H. As described with reference to FIG. 7, when the work vehicle 100 is powered on, the azimuth of the work vehicle is recognized by the azimuth detection means 310, and it is determined whether it greatly deviates from the autonomous driving route (S101, S102). By permitting automatic movement only when the azimuth is determined, the safety at the start of automatic movement can be ensured. In addition, in the azimuth determination, it may be configured such that the presence or absence of azimuth abnormality can be determined by comparing the autonomous driving trajectory and the headland travel route 22. Next, it is determined whether the front end F of the work vehicle 100 has deviated from the field H area (S103). Next, it is determined whether the front end F of the vehicle and the rear end center R of the work implement 140 are separated from the outer periphery Pe of the field H (inner periphery of the ridge 15) by a distance D1 or more (S104). Here, the predetermined distance D1 is, for example, a value obtained by adding a safety distance α (for example, 30 cm) to 1 / 2 of the width W of the work implement 140. When the distance Df from the outer periphery Pe of the field to the center F of the vehicle and the distance Dr from the outer periphery Pe of the field to the rear end center of the work implement are defined in the same way, D1≈(W / 2)+α, and Df<D1 and Dr<D1. Next, it is determined whether the distance from the innermost headland travel route 22 toward the inside of the field H is within a predetermined distance D2 (S105). Here, the predetermined distance D2 is, for example, 1 m. Therefore, it is permitted when the vehicle center F and the rear end center of the work implement R are within the permitted range D shown in FIG. 6. Hereinafter, in order, it is determined whether the vehicle is in the direction along the headland travel route 22 (S105). It is safe to move without changing the steering angle too much toward the headland travel route 22.

[0038] When the conditions in S102 to S106 are met, the execution of the automatic starting point movement mode M is permitted (S107), and a "Start" switch appears on the screen of the management terminal 201 (S108). By touching this switch (S109), the automatic driving ECU 302 calculates the automatic starting point movement route 24 (S110), and the vehicle autonomously travels along the automatic starting point movement route 24 toward the starting point P1. In calculating the automatic starting point movement route 24, it is designed to overlap with the pre-set headland travel route 22, so as not to unnecessarily enter the round-trip adjacent travel range 13.

[0039] As described above, the work vehicle 100 and the remote management device 200 are configured to communicate via Cloud C, so the management user can monitor the status of the work vehicle 100 and send commands via the remote management device 200, thereby managing the work vehicle 100 remotely. The management terminal 201 acquires the location and work status of the work vehicle in Cloud C via the communication device 202, displays the work status, and can control the moving vehicle with necessary operations. The work vehicle 100 is configured as a location information acquisition means that acquires its own location information from radio waves received by the GNSS receiver 102.

[0040] Next, a specific example of the field shape acquisition means Z, which acquires topographic information indicating the shape of the field, will be described. As described above, the work vehicle 100 travels along the headland while measuring its current position in advance with the position information acquisition unit 301 in Figure 2, and the route calculation unit 306 in Figure 2 connects the position information of the route traveled along the headland to create route information as the outer headland travel route 22, i.e., outer perimeter Pe shape information, and the field shape acquisition means Z calculates the area enclosed by the traveled route in the route information of the headland travel route 22 to create topographic information of the field H (position coordinates, area, and length and width of the field).

[0041] In Figure 8, multiple work vehicles 100A and 100B (two in the example) travel along pre-planned, different routes on the headland, and their current positions are measured by the position information acquisition unit 301. In the example, of the entire rectangular outer perimeter PeC, work vehicles 100A and 100B are each responsible for the opposing L-shaped outer perimeters PeA and PeB. The position information from work vehicles 100A and 100B (dotted lines in Figure 8) is sequentially connected by the route calculation unit 306 to acquire the outer perimeters PeA and PeB as field shape information. Furthermore, the path calculation unit 306 combines these outer perimeter PeA and PeB shapes to create the entire outer perimeter PeC as a working area. Specifically, this is achieved by matching the position coordinates of the measurement start endpoint a of the outer perimeter PeA and the measurement end endpoint b' of the outer perimeter PeB, and matching the position coordinates of the measurement end endpoint a' of the outer perimeter PeA and the measurement start endpoint b of the outer perimeter PeB (Figure 8).

[0042] As described above, the system acquires field shape information PeA and PeB, which represent the outer perimeter of field H, from multiple positional information of work vehicles 100A and 100B measured by their respective positioning devices. The system then combines the field shape information PeA and PeB from each work vehicle 100A and 100B to set the work area PeC of a single field H. Therefore, since multiple work vehicles 100A and 100B can be used to set the work area PeC of a single field H, the field shape acquisition work can be performed efficiently.

[0043] By the way, when creating the entire outer perimeter PeC as a work area by combining the shapes of the outer perimeter PeA and PeB, the creation of the entire outer perimeter PeC is carried out based on the relationship in which the position coordinates of the measurement start or end points a, a', b, b' coincide. However, as shown in Figure 9, it is conceivable that the position coordinates of the measurement start endpoint a of the outer perimeter PeA and the measurement end endpoint b' of the outer perimeter PeB coincide, but the position coordinates of the measurement end endpoint a' of the outer perimeter PeA and the measurement start endpoint b of the outer perimeter PeB do not coincide. In such cases where the endpoints do not connect, a line segment α is created to connect the endpoints a' and b, and the work area PeC of one field H is set as field shape information. With this configuration, even if the position coordinates are misaligned, correction is possible, so there is no need to drive again over the parts where position information could not be obtained, and the field shape acquisition work can be carried out efficiently.

[0044] Furthermore, if the position coordinates of the measurement end point a' of the outer perimeter PeA and the measurement start point b of the outer perimeter PeB do not coincide, and the separation distance ε between endpoint a' and endpoint b is less than a predetermined distance ε0, then either endpoint a' or b shall be considered a coincidence point to set the working area PeC of field H. If the separation distance ε0 or greater, then, as described above, a line segment α connecting endpoints a' and b shall be created and treated as part of the field shape information. With this configuration, appropriate field shape acquisition work can be performed by making a determination based on the degree of separation distance ε between endpoint a' and endpoint b.

[0045] Next, safety measures for loading the work vehicle 100 onto the waiting truck T will be explained. The work vehicle 100 is loaded onto the truck T by placing a pair of left and right ramps 4,4 onto the truck bed. If the work vehicle 100 has front and rear wheels as its running gear, it climbs the ramps 4,4 while reversing and stops on the truck T bed (Figure 10(A)). If it has crawler tracks as its running gear, it climbs the ramps 4,4 while moving forward (Figure 10(B)). The work vehicle 100 is equipped with a camera 5 at the front or rear, which determines the condition of the ramps 4, such as width and gradient, from the captured images and automatically determines whether the ramps 4 are in an appropriate specification and position relative to the tread width of the work vehicle 100's running gear. If it is not appropriate, a warning is issued and the operator is notified. If it is not appropriate, the system is configured to prevent the work vehicle 100 from moving before it reaches the ramps 4,4, and loading onto the truck T is restricted in dangerous conditions. Thus, the ramps 4 can be climbed safely.

[0046] Furthermore, if the work vehicle 100 is configured to operate autonomously without a driver, the loading operation can be safely performed by configuring it to automatically climb onto the cargo bed of truck T without any people on board.

[0047] Furthermore, when loading onto the truck bed while moving forward, the rear camera 5 detects whether there are any people when the vehicle ascends the ramp 4. If a person is in a dangerous area, the work vehicle 100 stops and loading onto the truck T is prohibited. This configuration ensures safe operation.

[0048] Next, we will describe the work vehicle management system shown in Figures 11 to 14, specifically the work route information system that links multiple tractors to multiple fields, and the related work plan information system.

[0049] The work vehicle management system includes three tractors T1, T2, and T3, and a control unit S for each of the tractors T1, T2, and T3 that acquires field-related information, work-related information, work vehicle information, and map information.

[0050] Field-related information includes information indicating the location and shape (external shape) of each of the multiple fields to be worked on (in this embodiment, six fields A to F), as well as the entrances and exits A1, B1, C1, D1, E1, F1 (see Figure 11). This information is linked to map information and stored in the storage unit 1 provided in the control unit S.

[0051] Work-related information includes information on the work performed (such as tilling or puddling) associated with each of the multiple fields, and this information is acquired (or input) and stored in the memory unit 1 provided in the control unit S.

[0052] The work vehicle information includes identification information to uniquely identify each work vehicle, work-related information such as the type of work (plowing or harrowing) and the type of implements each work vehicle is equipped with, as well as information on the working width, working speed, turning speed, in-field movement speed when moving from the field entrance to the work start position, and out-of-field movement speed when moving between fields.

[0053] The map information includes geographical information such as green spaces, rivers, and roads, and defines multiple (for example, six) fields to be worked on within a certain area, namely Field 1A, Field 2B, Field 3C, Field 4D, Field 5E, and Field 6F. Each field A, B, C, D, E, or F is provided with one entrance / exit A1, B1, C1, D1, E1, or F1 for work vehicles to enter and exit. The display device 2 overlays the location information of the work vehicles acquired from the positioning device 3 onto the map information of a predetermined area including the fields, and also functions as an input device that allows input of the fields where work is planned to be performed.

[0054] As for farm roads, a farm road 4' is formed between fields A, B, and C and fields D, E, and F, and work vehicles move between fields via this farm road 4'.

[0055] The work vehicle management system also includes a positioning device 3, a communication device 5, an automatic driving control unit 6 provided in the control unit S, and a remote control operation device 7 for automatically controlling the tractors T1, T2, and T3 by transmitting various signals to the control unit S from a remote location. Based on position information from the positioning device 3, the work vehicles are automatically driven along pre-registered routes.

[0056] The automatic driving control unit 6 functions as part of the control function of the control unit S to control each operation of the tractor and the implements, namely the first rotor R1, the second rotor R2, and the harrow H, during automatic travel between fields or during automatic work within a field, based on a program, various data, etc. It is configured to control the travel of the work vehicle and the operation of the implements, namely the first rotary R1, the second rotary R2, and the harrow H, based on the work plan.

[0057] Multiple tractors are equipped with a positioning device 3, a communication device 5, an obstacle sensor 9, a camera 10, a display device 2, a buzzer 11, an audio playback device 12, and the like.

[0058] The automatic driving control unit 6 then links multiple (6) fields (A-F) that have corresponding work content to multiple (3) work vehicles (tractors T1, T2, T3), based on a pre-set work plan, multiple work-related information including information on work content linked to each of multiple fields, and multiple work vehicle information including information on each of multiple work vehicles that perform the work content of the multiple work-related information. Next, the automatic driving control unit 6 includes an assignment means 13 that selects two or more fields from the multiple fields linked to each of the multiple (3) work vehicles (tractors T1, T2, T3) and assigns them to each work vehicle, and an inter-field route creation means 14 that creates an inter-field route based on map information for moving the work vehicle from one of the two or more assigned fields to the other.

[0059] The allocation means 13 is a means of selecting two or more fields from a plurality of fields (six fields) linked to each of a plurality of work vehicles (three tractors T1, T2, T3) and assigning them to each work vehicle. The first tractor T1 is a tractor capable of tilling work, and is linked to four fields (field A, field B, field E, field F) where tilling work is planned to be performed. Two of these four linked fields (field A, field B, field E, field F) are selected by the allocation means 13 and assigned to the first tractor T1. Furthermore, the second tractor T2, like the first tractor T1, is a tractor capable of tilling, and is linked to four fields (Field A, Field B, Field E, Field F) where tilling is planned. Of the four linked fields (Field A, Field B, Field E, Field F), the remaining two fields (Field E, Field F) are selected by the allocation means 13 and assigned to the second tractor T2. In addition, the third tractor T3 is a tractor capable of puddling, and since there are only two fields (Field C, Field D) where puddling is planned, these two fields (Field C, Field D) are selected by the allocation means 13 and assigned to tractor T3.

[0060] The field-to-field route creation means 14 creates field-to-field routes for each of the three work vehicles (tractors). The field-to-field route is the target travel path when a work vehicle moves automatically from the entrance / exit A1 of one field to the entrance / exit B2 of another field. It also creates work routes for working within each of the two fields A and B based on field-related information and work vehicle information. The work route consists of a first work route 17, shown by a solid line, for tilling work in field A, and a second work route 18 for tilling work in field B. The second work route 18 includes a movement route 18A, shown by a dashed line, which moves from the entrance / exit B1 of field B to the starting position 19 where tilling work in field B begins, and a work route 18B, shown by a solid line, which performs tilling work from the starting position 19 to the entrance / exit B1. Then, based on the created first work path 17, inter-field path 15, and second work path 18, the tractor T1 is moved by automatic driving control by the automatic driving control unit 6. The remaining two tractors T2 and T3 are similarly moved by automatic driving control by the automatic driving control unit 6 along the work paths for the two fields and the inter-field paths between the two fields, which are created by the work path creation means 16 and the inter-field path creation means 14.

[0061] Next, we will explain the procedure for creating the travel paths for each of the three tractors T1, T2, and T3, based on the flowchart shown in Figure 14.

[0062] First, field-related information for multiple fields (six in this embodiment) to be worked on is acquired (step S1). Next, work vehicle information for multiple work vehicles (three vehicles) working in multiple fields is acquired (step S2), and the control unit S links the multiple work vehicle information with the multiple work-related information (step S3). In other words, the two tractors T1 and T2 that will perform tilling work are linked to the four fields A, B, E, and F that are scheduled to be tilled. As a result of this linking, the control unit S selects and assigns two of the four fields A, B, E, and F to one tractor T1 using the assignment means 13, and also selects and assigns two of the four fields E, F to the other tractor T2 using the assignment means 13. Furthermore, since there are only two fields scheduled for puddling for one tractor T3, the two fields C and D are selected and assigned using the assignment means 13 (step S4). Based on the information of the two fields for each of the three assigned pairs, a field-to-field route from one field to the other is created based on map information (step S5). Subsequently, a work route for each of the six assigned fields is created based on field-related information (step S6). This completes the creation of the travel routes for each of the three tractors T1, T2, and T3.

[0063] After creating the travel paths for each of the three tractors T1, T2, and T3, the system switches from manual operation mode to automatic operation mode based on a command signal from the remote control device 7, and automatic operation of the three tractors T1, T2, and T3 begins.

[0064] The aforementioned automated driving is controlled by the automated driving control unit 6. In this control, the information necessary for automated driving is used, including detection information from various sensors on the work vehicle side (not shown), various sensors on the work machines R1, R2, and H side (not shown), position information from the positioning device 3, and communication information obtained from the communication device 5. In addition, detection information from the obstacle sensor 9 and image processing information from the camera 10 are also used. When the automated driving control unit 6 detects the presence or absence of an obstacle that would hinder automated driving and work based on the detection information from the obstacle sensor 9 and the image information from the camera 10, it will emergency stop the automated driving of the work vehicle (tractor) and notify the operator that an emergency stop has been performed.

[0065] The system monitors the real-time fuel consumption of the work vehicles and, if the fuel level falls below a predetermined amount, calculates when refueling is needed and updates the work plan accordingly. This function automatically generates a new plan that reflects the fuel status of the work vehicles, ensuring that work can continue at optimal efficiency. When creating a new work plan, various machine information from each tractor (actual speed, tilling depth, engine speed, PTO speed, etc.) is acquired and the plan is modified based on this information.

[0066] Furthermore, if an anomaly occurs, the system is configured to automatically revise the work plan based on operating hours and work vehicle information. For example, if the remaining tractors can cover the work, the work will continue according to the revised plan. However, if the work plan cannot be completed, it will be interrupted, and a notification will be sent to the supervisor requesting a revision of the work plan.

[0067] Next, we will explain the configuration for coordinated work using two tractors, i.e., tilling or sowing. When two tractors work together, one tills. At that time, an imaging device attached to the rotary tiller of the first tractor determines how much of the soil has been tilled, and based on this result, the second tractor controls its vehicle speed and PTO rotation speed to till or sow. By attaching the imaging device to the rotary tiller, the soil pulverization rate can be determined in real time, and the coordinated work of the second tractor allows for efficient work utilizing this data. The imaging device is installed in the upper center of the slide hitch of the tractor, in a position where there is little scattering of tilled soil, and accuracy is prevented from decreasing due to camera contamination. Furthermore, by creating a soil pulverization rate map based on the captured images, the soil condition can be understood, and organic fertilizer can be applied precisely to areas with poor soil pulverization rates, leading to an improvement in the physical properties of the soil. [Explanation of Symbols]

[0068] 100A Work Vehicle 100B Work Vehicle H Field PeA Field Shape Information (Perimeter) PeB Field Shape Information (Perimeter) PeC working area (entire circumference) a Measurement start end point a' End point of measurement b Measurement start end point b' End point of measurement α line segment ε Separation distance ε0 Predetermined distance

Claims

1. A work vehicle management system that acquires field shape information (PeA, PeB) as the outer perimeter of a field (H) from multiple position information of work vehicles (100A, 100B) measured by the positioning devices of each work vehicle (100A, 100B), and combines the field shape information (PeA, PeB) for each work vehicle (100A, 100B) to set the work area (PeC) of the target field (H).

2. A work vehicle management system according to claim 1, wherein multiple work vehicles (100A, 100B) share the task of acquiring field shape information (PeA, PeB), and sequentially connect the field shape information (PeA, PeB) to create a work area (PeC) by sequentially matching the position coordinates of the starting endpoint (a, b) and ending endpoint (a', b') of each measurement for each field shape information (PeA, PeB).

3. A work vehicle management system according to claim 2, wherein, when the measurement start endpoint (b) and measurement end endpoint (a'), which should coincide sequentially, do not coincide, a line segment (α) connecting the target endpoints is created and the work area (PeC) of the target field (H) is set as field shape information.

4. A work vehicle management system according to claim 3, wherein, when the measurement end point (a') and the measurement start point (b) do not coincide, if the separation distance (ε) between endpoint (a') and endpoint (b) is less than a predetermined distance (ε0), either endpoint (a') or (b) is considered a coincidence point to set the work area (PeC) of the field (H), and if it is greater than or equal to the predetermined distance (ε0), a line segment (α) connecting endpoints (a', b) is created and used as field shape information.

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