Route generation method, route generation device, and route generation program

Abstract

To provide a path generation method, a path generation device and a path generation program with which it is possible to grasp the traveling speed of a work vehicle that automatically travels on a slope before it starts automatically traveling.SOLUTION: Provided is a method for generating a target path R of a work vehicle 10 that automatically travels in a travel region, the method including: acquiring the inclination angle of the travel region; setting the travel speed of the work vehicle 10 to the travel region on the basis of the inclination angle of the travel region; and generating the target path R that includes the speed information of the travel speed which is set to the travel region.SELECTED DRAWING: Figure 16

Description

[Technical field]

[0001] The present invention relates to a route generation method, a route generation device, and a route generation program for generating a target route for a traveling vehicle that automatically travels in a traveling area. [Background technology]

[0002] There is known a work vehicle that automatically travels along a preset target route in a work area such as a farm or a farmer's field (see, for example, Patent Document 1). The work vehicle has a function of detecting the inclination angle of the work vehicle by a sensor mounted on the work vehicle, and changing the travel speed or stopping the work vehicle based on the detected inclination angle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2005-215742 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, since the conventional work vehicle is configured to detect the inclination angle while automatically traveling on a slope and control the traveling, the work vehicle changes the preset traveling speed or stops traveling according to the inclination angle of the slope detected during automatic traveling. Therefore, with the conventional work vehicle, it is difficult for the user (operator) to know in advance the traveling speed when the work vehicle actually travels on a slope, and it is difficult to accurately know the work schedule such as the required work time.

[0005] An object of the present invention is to provide a route generation method, a route generation device, and a route generation program that are capable of grasping the traveling speed of a work vehicle traveling automatically on a slope before the automatic traveling starts. [Means for solving the problem]

[0006] The route generation method of the present invention is a route generation method for generating a target route for a traveling vehicle that automatically travels in a traveling area, and comprises the steps of: acquiring an inclination angle of the traveling area; setting a traveling speed of the traveling vehicle in the traveling area based on the inclination angle of the traveling area; and generating the target route including speed information of the traveling speed set in the traveling area.

[0007] The route generation device according to the present invention is a route generation device that generates a target route for a traveling vehicle that automatically travels in a traveling area, and includes an acquisition processing unit, a speed setting processing unit, and a route generation processing unit. The acquisition processing unit acquires an inclination angle of the traveling area. The speed setting processing unit sets a traveling speed of the traveling vehicle in the traveling area based on the inclination angle of the traveling area. The route generation processing unit generates the target route including speed information of the traveling speed set in the traveling area.

[0008] A route generation program according to the present invention is a program for generating a target route for a traveling vehicle that automatically travels in a traveling area, and for causing one or more processors to execute the following operations: acquiring an inclination angle of the traveling area, setting a traveling speed of the traveling vehicle for the traveling area based on the inclination angle of the traveling area, and generating the target route including speed information of the traveling speed set for the traveling area. Effect of the Invention

[0009] According to the present invention, it is possible to provide a route generation method, a route generation device, and a route generation program that are capable of grasping the traveling speed of a work vehicle traveling automatically on a slope before the automatic traveling begins. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic diagram showing the overall configuration of an automated driving system according to an embodiment of the present invention. [Diagram 2]FIG. 2 is a block diagram showing a configuration of an automatic driving system according to an embodiment of the present invention. [Diagram 3] FIG. 3 is an external view of the work vehicle according to the embodiment of the present invention, as viewed from the left front side. [Figure 4A] FIG. 4A is a left side external view of the work vehicle according to the embodiment of the present invention as viewed from the left side. [Figure 4B] FIG. 4B is an external view of the right side of the work vehicle according to the embodiment of the present invention as viewed from the right side. [Figure 4C] FIG. 4C is a rear external view of the work vehicle according to the embodiment of the present invention as viewed from the rear side. [Diagram 5] FIG. 5 is a diagram showing an example of a crop row according to an embodiment of the present invention. [Figure 6] FIG. 6 is a diagram showing an example of a target route according to an embodiment of the present invention. [Figure 7A] FIG. 7A is a diagram for explaining a method for generating a target route according to an embodiment of the present invention. [Figure 7B] FIG. 7B is a diagram for explaining a method for generating a target route according to an embodiment of the present invention. [Figure 8] FIG. 8 is a diagram showing an example of a farm field according to an embodiment of the present invention. [Figure 9] FIG. 9 is a diagram showing an example of an arrangement state of crop rows according to an embodiment of the present invention. [Figure 10] FIG. 10 is a diagram showing an example of an inclined state of a work path according to an embodiment of the present invention. [Figure 11] FIG. 11 is a side view showing an example of a traveling state in which the work vehicle according to the embodiment of the present invention travels on a slope. [Figure 12] FIG. 12 is a rear view showing an example of a traveling state in which the work vehicle according to the embodiment of the present invention travels on a slope. [Figure 13A] FIG. 13A is a diagram for explaining a method for calculating the inclination angle in the left-right direction of a work path according to an embodiment of the present invention. [Figure 13B]FIG. 13B is a diagram for explaining a method for calculating the inclination angle in the left-right direction of the work path according to the embodiment of the present invention. [Figure 14] FIG. 14 is a diagram showing an example of driving speed information used in the automatic driving system according to the embodiment of the present invention. [Figure 15A] FIG. 15A is a diagram showing an example of a display screen displayed on the operation terminal according to the embodiment of the present invention. [Figure 15B] FIG. 15B is a diagram showing an example of a display screen displayed on the operation terminal according to the embodiment of the present invention. [Figure 15C] FIG. 15C is a diagram showing an example of a display screen displayed on the operation terminal according to the embodiment of the present invention. [Figure 15D] FIG. 15D is a diagram showing an example of a display screen displayed on the operation terminal according to the embodiment of the present invention. [Figure 15E] FIG. 15E is a diagram showing an example of a display screen displayed on the operation terminal according to the embodiment of the present invention. [Figure 16] FIG. 16 is a flowchart showing an example of a procedure of a route generation process executed by the automated driving system according to the embodiment of the present invention. [Figure 17] FIG. 17 is a diagram for explaining a method for calculating the inclination angle of the headland region according to the embodiment of the present invention. [Figure 18] FIG. 18 is a diagram showing an example of a display screen displayed on the operation terminal according to the embodiment of the present invention. [Figure 19] FIG. 19 is a diagram showing an example of driving speed information used in the automatic driving system according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] The following embodiment is an example of the present invention, and is not intended to limit the technical scope of the present invention.

[0012] [Autonomous Driving System 1] 1 and 2, an automated driving system 1 according to an embodiment of the present invention includes a work vehicle 10, an operation terminal 20, a base station 40, and a satellite 50. The work vehicle 10 and the operation terminal 20 can communicate with each other via a communication network N1. For example, the work vehicle 10 and the operation terminal 20 can communicate with each other via a mobile phone network, a packet network, or a wireless LAN.

[0013] In this embodiment, an example will be described in which the work vehicle 10 is a vehicle that performs spraying work to spray a chemical solution, water, etc. on a crop V (see FIG. 5) planted in a field F. The field F is, for example, an orchard such as a vineyard or an apple orchard. The crop V is, for example, grape trees. The spraying work is, for example, work to spray a chemical solution, water, or other such material on the crop V. In other embodiments, the work vehicle 10 may be a vehicle that performs weeding work, a vehicle that performs leaf cutting work, or a vehicle that performs harvesting work. The work vehicle 10 is an example of a traveling vehicle of the present invention.

[0014] The crops V are arranged in multiple rows at predetermined intervals in the field F. Specifically, as shown in FIG. 5, the multiple crops V are planted linearly in a predetermined direction (direction D1), forming a crop row Vr including the multiple crops V arranged in a straight line. FIG. 5 illustrates three crop rows Vr. Each crop row Vr is arranged at a predetermined interval W1 in the row direction (direction D2). The area (space) of the interval W2 between adjacent crop rows Vr becomes a work passageway where the work vehicle 10 performs spraying work on the crops V while traveling in the direction D1.

[0015] The work vehicle 10 can also automatically travel (autonomously travel) along a preset target route R. For example, as shown in FIG. 6, the work vehicle 10 automatically travels from a work start position S (travel start position of the present invention) to a work end position G (travel end position of the present invention) along a target route R including a work route R1 (work routes R1a to R1f) and a movement route R2. The work route R1 is a linear route along which the work vehicle 10 performs a spraying operation on the crop V, and the movement route R2 is a route along which the work vehicle 10 moves between the crop rows Vr without performing a spraying operation. The movement route R2 includes, for example, a turning route and a straight route. In the example shown in FIG. 6, a crop V consisting of crop rows Vr1 to Vr11 is arranged in a field F. In FIG. 6, the position (crop position) where the crop V is planted is represented by "Vp". Moreover, the work vehicle 10 traveling in the field F in Fig. 6 has a vehicle body 100 having a gate-shaped shape (see Fig. 4C), and while traveling across one crop row Vr, sprays a chemical solution on the crops V in that crop row Vr and the crop rows Vr adjacent to that crop row Vr. For example, as shown in Fig. 6, when the work vehicle 10 travels across the crop row Vr5, the left body (left side part 100L) of the work vehicle 10 travels on the work passage between the crop rows Vr4, Vr5, and the right body (right side part 100R) of the work vehicle 10 travels on the work passage between the crop rows Vr5, Vr6, and sprays a chemical solution on the crops V in the crop rows Vr4, Vr5, Vr6. Each of the work path R1 and the movement path R2 is an example of a travel path in the present invention.

[0016] The work vehicle 10 also travels automatically in a predetermined row order. For example, the work vehicle 10 travels across the crop row Vr1, then across the crop row Vr3, and then across the crop row Vr5. In this way, the work vehicle 10 travels automatically according to a preset order of the crop rows Vr. The work vehicle 10 may travel every other row in the order of the crop rows Vr, or every several rows.

[0017] The satellite 50 is a positioning satellite that constitutes a satellite positioning system such as the Global Navigation Satellite System (GNSS), and transmits a GNSS signal (satellite signal). The base station 40 is a reference point (reference station) that constitutes the satellite positioning system. The base station 40 transmits correction information to the work vehicle 10 for calculating the current position of the work vehicle 10.

[0018] The positioning device 16 mounted on the work vehicle 10 executes positioning processing to calculate the current position (latitude, longitude, altitude) and current direction of the work vehicle 10 using the GNSS signal transmitted from the satellite 50. Specifically, the positioning device 16 locates the position of the work vehicle 10 using an RTK (Real Time Kinematic) method or the like that locates the position of the work vehicle 10 based on positioning information (GNSS signals, etc.) received by two receivers (antenna 164 and base station 40) and correction information generated by the base station 40. The positioning method is a well-known technology, so a detailed description will be omitted.

[0019] Hereinafter, each of the components constituting the automated driving system 1 will be described in detail.

[0020] [Work vehicle 10] Fig. 3 is an external view of the work vehicle 10 as viewed from the left front side. Fig. 4A is an external view of the left side of the work vehicle 10 as viewed from the left side, Fig. 4B is an external view of the right side of the work vehicle 10 as viewed from the right side, and Fig. 4C is an external view of the rear of the work vehicle 10 as viewed from the rear side.

[0021] 1 to 4, the work vehicle 10 includes a vehicle control device 11, a memory unit 12, a traveling device 13, a spraying device 14, a communication unit 15, a positioning device 16, an obstacle detection device 17, etc. The vehicle control device 11 is electrically connected to the memory unit 12, the traveling device 13, the spraying device 14, the positioning device 16, the obstacle detection device 17, etc. The vehicle control device 11 and the positioning device 16 may be capable of wireless communication.

[0022] The communication unit 15 is a communication interface for connecting the work vehicle 10 to the communication network N1 by wire or wirelessly, and for executing data communication in accordance with a predetermined communication protocol with external devices such as the operation terminal 20 via the communication network N1.

[0023] The storage unit 12 is a non-volatile storage unit such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive) that stores various information. The storage unit 12 stores a control program such as an automatic driving program for causing the vehicle control device 11 to execute an automatic driving process. For example, the automatic driving program is non-temporarily recorded on a computer-readable recording medium such as a CD or a DVD, and is read by a predetermined reading device (not shown) and stored in the storage unit 12. The automatic driving program may be downloaded from a server (not shown) to the work vehicle 10 via a communication network N1 and stored in the storage unit 12. The storage unit 12 also stores route data including information on a target route R generated in the operation terminal 20. For example, the route data is transferred from the operation terminal 20 to the work vehicle 10 and stored in the storage unit 12.

[0024] The vehicle control device 11 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various types of arithmetic processing. The ROM is a non-volatile storage unit in which control programs such as a BIOS and an OS for causing the CPU to execute various types of arithmetic processing are stored in advance. The RAM is a volatile or non-volatile storage unit that stores various types of information, and is used as a temporary storage memory (work area) for various types of processing executed by the CPU. The vehicle control device 11 controls the work vehicle 10 by executing, with the CPU, various control programs that are stored in advance in the ROM or the storage unit 12.

[0025] The vehicle control device 11 controls the traveling of the work vehicle 10. Specifically, the vehicle control device 11 automatically travels the work vehicle 10 along the target route R based on position information indicating the position of the work vehicle 10 measured by the positioning device 16. For example, when the positioning state becomes a state in which RTK positioning is possible and the operator presses the start button on the operation screen of the operation terminal 20, the operation terminal 20 outputs a work start instruction to the work vehicle 10. When the vehicle control device 11 acquires the work start instruction from the operation terminal 20, it starts the automatic traveling of the work vehicle 10 based on the position information indicating the position of the work vehicle 10 measured by the positioning device 16. As a result, the work vehicle 10 starts automatic traveling along the target route R, and starts the spraying work by the spraying device 14 in the work passage.

[0026] Furthermore, the vehicle control device 11 stops the automatic traveling of the work vehicle 10 when it receives a traveling stop instruction from the operation terminal 20. For example, when the operator presses the stop button on the operation screen of the operation terminal 20, the operation terminal 20 outputs the traveling stop instruction to the work vehicle 10. When the vehicle control device 11 receives the traveling stop instruction from the operation terminal 20, it stops the automatic traveling of the work vehicle 10. As a result, the work vehicle 10 stops the automatic traveling and the spraying work by the spraying device 14 stops.

[0027] The work vehicle 10 is equipped with a gate-shaped vehicle body 100 that travels across crops V (fruit trees) planted in multiple rows in a farm field F. As shown in Fig. 4C, the vehicle body 100 is formed in a gate shape with a left side part 100L, a right side part 100R, and a connection part 100C that connects the left side part 100L and the right side part 100R, and a space 100S that allows the crops V to pass through is secured inside the left side part 100L, the right side part 100R, and the connection part 100C.

[0028] A crawler 101 is provided at the lower end of each of the left side 100L and right side 100R of the vehicle body 100. An engine (not shown), a battery (not shown), etc. are provided on the left side 100L. A storage tank 14A (see FIG. 4B) of the spraying device 14 and the like are provided on the right side 100R. In this way, by distributing and arranging the components on the left side 100L and right side 100R of the vehicle body 100, the work vehicle 10 is balanced left and right and has a low center of gravity. As a result, the work vehicle 10 can travel stably on slopes of the field F.

[0029] The traveling device 13 is a drive unit that drives the work vehicle 10. The traveling device 13 includes an engine, crawlers 101, and the like.

[0030] The left and right crawlers 101 are driven by power from the engine in a state where independent speed changes are possible by a hydrostatic continuously variable transmission. As a result, the vehicle body 100 is in a forward state moving straight forward in the forward direction when the left and right crawlers 101 are driven at a constant speed in the forward direction, and in a reverse state moving straight backward in the reverse direction when the left and right crawlers 101 are driven at a constant speed in the reverse direction. The vehicle body 100 is in a forward turning state where it turns while moving forward when the left and right crawlers 101 are driven at unequal speeds in the forward direction, and in a reverse turning state where it turns while moving backward when the left and right crawlers 101 are driven at unequal speeds in the reverse direction. The vehicle body 100 is in a pivot turning state when one of the left and right crawlers 101 is stopped and the other crawler 101 is driven, and in a spin turning state when the left and right crawlers 101 are driven at a constant speed in the forward direction and the reverse direction. Furthermore, the vehicle body 100 comes to a stop moving state by stopping the driving of the left and right crawlers 101. The left and right crawlers 101 may be configured as an electrically driven type driven by an electric motor.

[0031] As shown in FIG. 4C, the spraying device 14 includes a storage tank 14A for storing the chemical solution etc., a spraying pump (not shown) for pressurizing the chemical solution etc., an electric spraying motor (not shown) for driving the spraying pump, spraying pipes 14B arranged in parallel, two on each side, in a vertical position on the back of the vehicle body 100, a total of 12 spraying nozzles 14C, three on each spraying pipe 14B, an electronically controlled valve unit (not shown) for changing the amount and spraying pattern of the chemical solution etc., and a plurality of spraying pipes (not shown) connecting these together.

[0032] Each spray nozzle 14C is attached to the corresponding spray pipe 14B so that its position can be changed in the up-down direction. This allows each spray nozzle 14C to change the interval between adjacent spray nozzles 14C and its height position relative to the spray pipe 14B depending on the object to be sprayed (crop V). Also, each spray nozzle 14C is attached so that its height position and left-right position relative to the vehicle body 100 can be changed depending on the object to be sprayed.

[0033] In the spraying device 14, the number of spray nozzles 14C provided on each spray pipe 14B can be changed in various ways depending on the type of crop V, the length of each spray pipe 14B, and the like.

[0034] As shown in FIG. 4C, among the multiple spray nozzles 14C, the three spray nozzles 14C provided on the leftmost spray pipe 14B spray the chemical solution to the left toward the crop Va located on the left outer side of the vehicle body 100. Among the multiple spray nozzles 14C, the three spray nozzles 14C provided on the left inner spray pipe 14B adjacent to the leftmost spray pipe 14B spray the chemical solution to the right toward the crop Vb located in the space 100S in the center of the left and right of the vehicle body 100. Among the multiple spray nozzles 14C, the three spray nozzles 14C provided on the rightmost spray pipe 14B spray the chemical solution to the right toward the crop Vc located on the right outer side of the vehicle body 100. Of the multiple spray nozzles 14C, the three spray nozzles 14C provided on the right inner spray pipe 14B adjacent to the rightmost spray pipe 14B spray the chemical solution leftward toward the crop Vb located in the space 100S.

[0035] With the above-mentioned configuration, in the spraying device 14, the two spraying pipes 14B and six spraying nozzles 14C provided on the left side 100L of the vehicle body 100 function as the left spraying section 14L. Also, the two spraying pipes 14B and six spraying nozzles 14C provided on the right side 100R of the vehicle body 100 function as the right spraying section 14R. The left and right spraying sections 14L, 14R are arranged at the rear of the vehicle body 100 with a left-right interval between them that allows the crop Vb to pass through (space 100S) while spraying in the left and right directions.

[0036] In the spraying device 14, the spraying patterns produced by the spraying sections 14L, 14R include a four-way spraying pattern in which each of the spraying sections 14L, 14R sprays the chemical solution in both the left and right directions, and a directional limited spraying pattern in which the spraying direction by the spraying sections 14L, 14R is limited. The direction-limited spray patterns include a left side three-way spray pattern in which spraying part 14L sprays the chemical liquid in both the left and right directions and spraying part 14R sprays the chemical liquid only in the left direction; a right side three-way spray pattern in which spraying part 14L sprays the chemical liquid only in the right direction and spraying part 14R sprays the chemical liquid in both the left and right directions; a two-way spray pattern in which spraying part 14L sprays the chemical liquid only in the right direction and spraying part 14R sprays the chemical liquid only in the left direction; a left side one-way spray pattern in which spraying part 14L sprays the chemical liquid only in the left direction and spraying part 14R does not spray the chemical liquid; and a right side one-way spray pattern in which spraying part 14R sprays the chemical liquid only in the right direction and spraying part 14L does not spray the chemical liquid.

[0037] The vehicle body 100 is equipped with an automatic travel control unit that automatically travels the vehicle body 100 along a target route R in the field F based on positioning information acquired from the positioning device 16, an engine control unit that controls the engine, an HST (Hydro-Static Transmission) control unit that controls the hydrostatic continuously variable transmission, and an implement control unit that controls the implements such as the spraying device 14. Each control unit is constructed by an electronic control unit equipped with a microcontroller, and various information and control programs stored in a non-volatile memory (for example, an EEPROM such as a flash memory) of the microcontroller. The various information stored in the non-volatile memory may include a target route R generated in advance. In this embodiment, each control unit is collectively referred to as a "vehicle control device 11" (see FIG. 2).

[0038] The positioning device 16 is a communication device including a positioning control unit 161, a memory unit 162, a communication unit 163, and an antenna 164. The antennas 164 are provided in front and behind the ceiling (connection unit 100C) of the vehicle body 100 (see FIG. 3). Also, the ceiling of the vehicle body 100 is provided with indicator lights 102 that display the traveling state of the work vehicle 10 (see FIG. 3). The battery is connected to the positioning device 16, and the positioning device 16 can operate even when the engine is stopped.

[0039] The communication unit 163 is a communication interface for connecting the positioning device 16 to the communication network N1 in a wired or wireless manner and for executing data communication with an external device such as the base station 40 via the communication network N1 in accordance with a predetermined communication protocol.

[0040] The antenna 164 is an antenna that receives radio waves (GNSS signals) transmitted from satellites. Since the antennas 164 are provided at the front and rear of the work vehicle 10, the current position and current orientation of the work vehicle 10 can be determined with high accuracy.

[0041] The positioning control unit 161 is a computer system including one or more processors, and storage memories such as non-volatile memory and RAM. The storage unit 162 is a non-volatile memory that stores a control program for causing the positioning control unit 161 to execute positioning processing, and data such as positioning information and movement information. The positioning control unit 161 measures the current position and current orientation of the work vehicle 10 using a predetermined positioning method (such as the RTK method) based on the GNSS signal received by the antenna 164 from the satellite 50.

[0042] The obstacle detection device 17 includes a lidar sensor 171L provided on the front left side of the vehicle body 100, and a lidar sensor 171R provided on the front right side of the vehicle body 100 (see FIG. 3). Each lidar sensor measures the distance from the lidar sensor to each ranging point (measurement object) within the measurement range, for example, by a Time Of Flight (TOF) method that measures the distance to a ranging point based on the round-trip time it takes for laser light emitted by the lidar sensor to reach the ranging point and return.

[0043] The measurement range of the lidar sensor 171L is set to a predetermined range on the front left side of the vehicle body 100, and the measurement range of the lidar sensor 171R is set to a predetermined range on the front right side of the vehicle body 100. Each lidar sensor transmits measurement information such as the measured distance to each ranging point and the scanning angle (coordinates) for each ranging point to the vehicle control device 11.

[0044] The obstacle detection device 17 also includes left and right ultrasonic sensors 172F (see FIG. 3) provided on the front side of the vehicle body 100, and left and right ultrasonic sensors 172R (see FIGS. 4A and 4B) provided on the rear side of the vehicle body 100. Each ultrasonic sensor measures the distance from the ultrasonic sensor to the measurement object using a TOF method that measures the distance to the ranging point based on the round-trip time it takes for ultrasonic waves emitted by the ultrasonic sensor to reach the ranging point and return.

[0045] The front left ultrasonic sensor 172F has a measurement range set to a predetermined range on the front left side of the vehicle body 100, the front right ultrasonic sensor 172F has a measurement range set to a predetermined range on the front right side of the vehicle body 100, the rear left ultrasonic sensor 172R has a measurement range set to a predetermined range on the rear left side of the vehicle body 100, and the rear right ultrasonic sensor 172R has a measurement range set to a predetermined range on the rear right side of the vehicle body 100. Each ultrasonic sensor transmits measurement information including the measured distance to the measurement object and the direction of the measurement object to the vehicle control device 11.

[0046] The obstacle detection device 17 also includes left and right contact sensors 173F (see FIG. 3) provided on the front side of the vehicle body 100, and left and right contact sensors 173R (see FIGS. 4A and 4B) provided on the rear side of the vehicle body 100. The contact sensor 173F on the front side of the vehicle body 100 detects an obstacle when the obstacle comes into contact with the contact sensor 173F. The spraying device 14 is provided in front of the contact sensor 173R on the rear side of the vehicle body 100 (the rear side of the work vehicle 10), and when an obstacle comes into contact with the spraying device 14, the contact sensor 173R detects the obstacle by moving the spraying device 14 backward (the front side of the work vehicle 10). Each contact sensor transmits a detection signal to the vehicle control device 11 when it detects an obstacle.

[0047] With the above configuration, the work vehicle 10 can be automatically driven along the target route R with high accuracy, and the spraying device 14 can properly spray a chemical solution or the like.

[0048] The above-mentioned configuration of the work vehicle 10 is one example of the configuration of the work vehicle of the present invention, and the present invention is not limited to the above-mentioned configuration. The above-mentioned work vehicle 10 is a vehicle that can perform a spraying operation of spraying a spraying material on the first crop row Vr and the second crop rows Vr on the left and right sides of the first crop row Vr while traveling across the first crop row Vr. As another embodiment, the work vehicle 10 may have a normal shape in which the vehicle body 100 does not have a gate-shaped shape, but the entire vehicle body 100 travels between the crop rows Vr (work passage). In this case, the work vehicle 10 automatically travels through each work passage in order without straddling the crop rows Vr. In addition, the spraying device 14 has one spraying unit, and performs a spraying operation by switching between a spraying pattern in which the chemical solution is sprayed in both the left and right directions, a spraying pattern in which the chemical solution is sprayed only in the left direction, and a spraying pattern in which the chemical solution is sprayed only in the right direction.

[0049] [Operation terminal 20] 2, the operation terminal 20 is an information processing device including a control unit 21, a storage unit 22, an operation display unit 23, and a communication unit 24. The operation terminal 20 may be configured as a mobile terminal such as a tablet terminal or a smartphone. The operation terminal 20 is an example of a route generation device of the present invention.

[0050] The communication unit 24 is a communication interface for connecting the operation terminal 20 to the communication network N1 via a wired or wireless connection, and for performing data communication in accordance with a predetermined communication protocol with external devices such as one or more work vehicles 10 via the communication network N1.

[0051] The operation display unit 23 is a user interface equipped with a display unit such as a liquid crystal display or an organic EL display that displays various information, and an operation unit such as a touch panel, a mouse, or a keyboard that accepts operations. The operator can operate the operation unit to register various information (such as work vehicle information, field information, and work information described below) on the operation screen displayed on the display unit. The operator can also operate the operation unit to give instructions to the work vehicle 10 to start work and stop traveling. Furthermore, the operator can grasp the traveling state, work situation, and surrounding situation of the work vehicle 10 that automatically travels in the field F according to the target route R from the traveling trajectory and the surrounding image of the vehicle body 100 displayed on the operation terminal 20 at a location away from the work vehicle 10.

[0052] The storage unit 22 is a non-volatile storage unit such as an HDD or SSD that stores various information. The storage unit 22 stores control programs such as a route generation program for causing the control unit 21 to execute a route generation process (see FIG. 16) described below. For example, the route generation program is non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, and is read by a predetermined reading device (not shown) and stored in the storage unit 22. The route generation program may be downloaded from a server (not shown) to the operation terminal 20 via a communication network N1 and stored in the storage unit 22.

[0053] The control unit 21 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various arithmetic processing. The ROM is a non-volatile storage unit in which control programs such as a BIOS and an OS for causing the CPU to execute various arithmetic processing are stored in advance. The RAM is a volatile or non-volatile storage unit that stores various information, and is used as a temporary storage memory (work area) for various processes executed by the CPU. The control unit 21 controls the operation terminal 20 by executing, by the CPU, various control programs stored in advance in the ROM or the storage unit 22.

[0054] As shown in Fig. 2, the control unit 21 includes various processing units such as a setting processing unit 211, an acquisition processing unit 212, a speed setting processing unit 213, a route generation processing unit 214, and an output processing unit 215. The control unit 21 functions as the various processing units by executing various processes according to the control program with the CPU. Some or all of the processing units may be configured with electronic circuits. The control program may be a program for causing a plurality of processors to function as the processing units.

[0055] The setting processing unit 211 sets and registers information about the work vehicle 10 (hereinafter referred to as work vehicle information), information about the field F (hereinafter referred to as field information), and information about work (here, spraying work) (hereinafter referred to as work information).

[0056] In the process of setting the work vehicle information, the setting processing unit 211 sets information such as the model of the work vehicle 10, the position where the antenna 164 is attached on the work vehicle 10, the type of work implement (here, the spraying device 14), the size and shape of the work implement, the position of the work implement relative to the work vehicle 10, the vehicle speed and engine RPM of the work vehicle 10 while working, and the vehicle speed and engine RPM of the work vehicle 10 while turning, by the operator performing an operation to register the information on the operation terminal 20. In this embodiment, information related to the spraying device 14 is set as the information on the work implement.

[0057] In the field information setting process, the setting processing unit 211 sets information such as the position and shape of the field F, the work start position S where work begins and the work end position G where work ends (see FIG. 6), the work direction, etc., by the operator performing an operation to register the information on the operation terminal 20. Note that the work direction means the direction in which the work vehicle 10 travels while performing spraying work with the spraying device 14 in the work area, which is the area of ​​the field F excluding non-work areas such as headland.

[0058] Information on the position and shape of the field F can be automatically acquired, for example, by an operator manually driving the work vehicle 10 around the perimeter of the field F and recording the transition of the position information of the antenna 164 at that time. The position and shape of the field F can also be acquired based on a polygon obtained by the operator operating the operation terminal 20 while a map is displayed on the map and specifying multiple points on the map. The area specified by the acquired position and shape of the field F is the area in which the work vehicle 10 can be driven (travel area).

[0059] In the process of setting the work information, the setting processing unit 211 is configured to be able to set, as work information, the skip number, which is the number of work routes that the work vehicle 10 skips when turning on the headland, the width of the headland, etc.

[0060] The acquisition processing unit 212 acquires the inclination angle of the travel area of ​​the work vehicle 10. Specifically, the acquisition processing unit 212 calculates the inclination angle of the travel area based on the latitude, longitude, and altitude of a plurality of coordinate points within the travel area. An example of a method for calculating the inclination angle will be described below.

[0061] Fig. 8 shows an example of a sloped field F. The field F shown in Fig. 8 slopes at an angle θa in the left-right direction (D2 direction) relative to the traveling direction (D1 direction) of the work vehicle 10 in the field F, and slopes at an angle θb in the traveling direction (D1 direction; front-rear direction) of the work vehicle 10 in the field F. Fig. 9 shows the vertex f0 of the outer periphery of the field F, multiple crop rows Vr in the field F, and end points P0 of each crop row Vr in the field F shown in Fig. 8. The work vehicle 10 according to this embodiment travels on a sloped field F.

[0062] The acquisition processing unit 212 acquires the GNSS coordinates (latitude, longitude, altitude) of both end points P0 of the crop row Vr. Since there are n rows of crop rows Vr arranged substantially in parallel and the GNSS coordinates of the end point P0 of each crop row Vr are known, the acquisition processing unit 212 converts the GNSS coordinates of each end point P0 into an ENU (East-North-Up) coordinate system (or a NED (North-East-Down) coordinate system) based on a certain point. FIG. 10 shows a schematic diagram of the ENU coordinates indicating the inclination state of each crop row Vr (each work path).

[0063] The acquisition processing unit 212 calculates the forward / rearward tilt angle θp (pitch angle) and the left / right tilt angle θr (roll angle) of the work vehicle 10 when traveling over the crop row Vr in the ENU coordinate system.

[0064] There are n rows of crops Vr, and the line segment corresponding to the i-th row (i = 0 to n) of the crops Vr is Li. The end point P0 of the line segment Li is Li_end1(E Li _ end1 ,N Li _ end1 ,U Li _ end1 ), Li_end2(E Li _ end2 ,N Li _ end2 ,U Li _ end2 ) The line segment Li is expressed by the following equation (1).

number

[0065] The acquisition processing unit 212 calculates the tilt angle θp_i (see FIG. 11) in the front-rear direction when the work vehicle 10 travels along the line segment Li, using the following formula (2).

number

[0066] The acquisition processing unit 212 also calculates the left-right tilt angle θr_i (see FIG. 12) as follows. The acquisition processing unit 212 calculates the tilt angle θr_i for each line segment Li divided into k points. As shown in FIG. 13A and FIG. 13B, the points into which the line segment Li is divided are defined as Pi_j (j=0 to k, Pi_0=Li_end1, Pi_k=Li_end2). A plane perpendicular to the line segment Li at the division point Pi_j on the line segment Li is defined as Si_j. The intersections of the line segments Li-1 and Li+1 adjacent to the line segment Li with the plane Si_j are defined as Qi_j and Ri_j, respectively. The direction of a line projected parallel to the vertical upward U-axis passing through the division point Pi_j is defined as the upward direction on the plane Si_j, and is defined as the z-axis (Zi_j) of the plane Si_j (dashed line in FIG. 13B). The acquisition processing unit 212 calculates the angle between the horizontal axis and a straight line connecting Qi_j and Ri_j on the plane Si_j as the left-right tilt angle θr_i at the division point Pi_j.

[0067] The acquisition processing unit 212 calculates the tilt angle θp_i in the front-rear direction (see FIG. 11) and the tilt angle θr_i in the left-right direction (see FIG. 12) in the above manner. Note that the method of calculating the tilt angle is not limited to the above method, and any well-known method may be used. The acquisition processing unit 212 is an example of the acquisition processing unit of the present invention.

[0068] The speed setting processing unit 213 sets the travel speed of the work vehicle 10 in the travel area based on the inclination angle of the travel area. Specifically, travel speed information F1 in which the inclination angle and the settable maximum speed, which is the maximum travel speed that can be set in the travel area, are previously associated is stored in the storage unit 22. FIG. 14 is a diagram showing an example of the travel speed information F1. In the travel speed information F1, a settable maximum speed corresponding to the inclination angle θp_i in the front-rear direction and the inclination angle θr_i in the left-right direction is previously registered. For example, when the inclination angle θp_i in the front-rear direction of the i-th crop row Vr (work path R1_i) is 4 degrees and the inclination angle θr_i in the left-right direction is 3 degrees, the settable maximum speed is 5 km / h. Also, when the inclination angle θp_i in the front-rear direction of the i-th crop row Vr (work path R1_i) is 15 degrees and the inclination angle θr_i in the left-right direction is 10 degrees, the settable maximum speed is 3 km / h. The traveling speed information F1 is set in advance taking into consideration the traveling performance, safety, etc. of the work vehicle 10. In the traveling speed information F1, "x" indicates that traveling is not possible (cannot be set) when the tilt angle θp_i in the front-rear direction is 25 degrees or more, and indicates that traveling is not possible (cannot be set) when the tilt angle θr_i in the left-right direction is 15 degrees or more.

[0069] The speed setting processing unit 213 sets a travel speed equal to or less than the maximum settable speed for the travel area. For example, if the inclination angle θp_i in the front-rear direction of the i-th crop row Vr (work path R1_i) is 4 degrees and the inclination angle θr_i in the left-right direction is 3 degrees, the speed setting processing unit 213 sets 5 km / h as the maximum settable speed for the work path R1_i. For example, if the inclination angle θp_i in the front-rear direction of the i-th crop row Vr (work path R1_i) is 15 degrees and the inclination angle θr_i in the left-right direction is 10 degrees, the speed setting processing unit 213 sets 3 km / h as the maximum settable speed for the work path R1_i.

[0070] Here, the speed setting processing unit 213 displays multiple work paths R1 included in the target path R on the operation display unit 23. The speed setting processing unit 213 also displays each of the multiple work paths R1 in a different display mode for each inclination angle θp_i, θr_i on the path generation screen T1. FIG. 15A shows the work path R1 displayed in a different display mode depending on the inclination angle θp_i in the forward / backward direction. FIG. 15B shows the work path R1 displayed in a different display mode depending on the inclination angle θr_i in the left / right direction. The speed setting processing unit 213 displays each work path R1 in a different color, line type, or line thickness for each inclination angle.

[0071] According to the route generation screen T1 of Figures 15A and 15B, the operator (user) can easily understand the inclination angle for each work route R1. In addition, the operator can also understand that the inclination angle varies within one work route R1 (see Figure 15B).

[0072] Furthermore, the speed setting processor 213 displays each of the multiple work routes R1 in a different display mode for each settable maximum speed on the route generation screen T1. Fig. 15C shows a work route R1 displayed in a different display mode depending on the settable maximum speed. For example, as shown in Fig. 15C, the speed setting processor 213 displays a work route R1 of 5 km / h, a work route R1 of 4 km / h, and a work route R1 of 3 km / h in different display modes (e.g., colors) from each other.

[0073] In this way, the speed setting processing unit 213 sets the settable maximum speed as the travel speed for the work path R1. Furthermore, the speed setting processing unit 213 sets a travel speed for each of multiple parallel linear work paths R1. As another embodiment, the speed setting processing unit 213 may set the slowest settable maximum speed among the settable maximum speeds corresponding to all of the work paths R1 as a common settable maximum speed for all of the work paths R1. As another embodiment, the speed setting processing unit 213 may accept an operation from the operator to select a travel speed equal to or lower than the settable maximum speed for each work path R1, and set the selected travel speed for each work path R1.

[0074] Although details will be described later, the speed setting processing unit 213 is capable of accepting a change operation for changing the set driving speed, and has a configuration for changing the driving speed when the change operation is accepted.

[0075] The route generation processing unit 214 generates a target route R, which is a route along which the work vehicle 10 will automatically travel, based on each of the setting information and the speed information of the travel speed. The target route R is, for example, a route from a work start position S to a work end position G (see FIG. 6). The target route R shown in FIG. 6 includes a linear work route R1 for spraying a chemical solution on the crops V in an area where the crops V are planted, and a movement route R2 for moving between the crop rows Vr without performing spraying work.

[0076] An example of a method for generating the target route R will be described with reference to FIG. 7A and FIG. 7B. FIG. 7A shows a schematic diagram of a crop row Vr. First, the operator manually drives the work vehicle 10 along the outer periphery of the crop row Vr (see FIG. 7A). The work vehicle 10 detects an end point E1 on one side (lower side of FIG. 7A) and an end point E2 on the other side (upper side of FIG. 7A) of each crop row Vr while driving, and acquires position information (coordinates) of each end point E1, E2. The end points E1, E2 may be the positions of the crops V that have already been planted, or may be the positions of targets indicating the positions of the crops V to be planted in the future. When the path generation processing unit 214 acquires the position information (coordinates) of each end point E1, E2 from the work vehicle 10, it sets a line L1 (see FIG. 7B) connecting the corresponding end points E1, E2 to the work route of the crop row Vr, and generates a target route R including a plurality of work routes and movement routes (turning routes). The method for generating the target route R is not limited to the above-mentioned method. The route generation processing unit 214 may store the generated target route R in the storage unit 22.

[0077] In addition, the route generation processing unit 214 displays a target route R including a work start position S (travel start position), a work end position G (travel end position), a work route R1, and a movement route R2 on the operation display unit 23 as shown in Fig. 15D. In addition, the route generation processing unit 214 displays each of the multiple work routes R1 in a different display mode for each travel speed on the route generation screen T1 shown in Fig. 15D. For example, the route generation processing unit 214 displays a first travel route having a first tilt angle in a first color corresponding to a first travel speed set based on the first tilt angle, and displays a second travel route having a second tilt angle in a second color corresponding to a second travel speed set based on the second tilt angle.

[0078] Here, if the inclination angles θp, θr of the travel area (work route R1) are greater than the threshold angle, the travel accuracy and safety of the work vehicle 10 will decrease. Therefore, if the inclination angles θp, θr of the travel area are greater than the threshold angle, the route generation processing unit 214 sets the travel area as a non-traveling area and excludes it from the target route R.

[0079] Specifically, when the route generation processing unit 214 receives an operation to select the work start position S and the work end position G from the operator, if a non-traveling area is included between the work start position S and the work end position G, the route generation processing unit 214 notifies the operator that the target route R cannot be generated. For example, the route generation processing unit 214 displays a warning (error notification) on the route generation screen T1 to prompt the operator to perform an operation to change the work start position S and the work end position G. Also, for example, the route generation processing unit 214 may set at least one of the work start position S and the work end position G to a position where no non-traveling area is included between the work start position S and the work end position G.

[0080] In addition, the route generation processing unit 214 may be configured not to display the non-traveling area on the route generation screen T1. This can prevent the operator from mistakenly setting the work start position S or the work end position G in the non-traveling area.

[0081] Here, the speed setting processing unit 213 changes the travel speed when an operation to change the set travel speed is received. For example, as shown in FIG. 15E, when the operator selects (touches) the work route R1 on the route generation screen T1, the speed setting processing unit 213 displays (pops up) a selection screen T2 for selecting a settable travel speed. For example, when the operator selects the work route R1 with a settable maximum speed of "4km / h", the speed setting processing unit 213 displays a selection screen T2 in which any of 1km / h to 4km / h can be set (see FIG. 15E). For example, when the operator selects 3km / h for the work route R1, the speed setting processing unit 213 changes the travel speed (4km / h) set for the work route R1 to 3km / h.

[0082] The operation for changing the travel speed is not limited to the operation shown in Fig. 15E. For example, the operator may select all the work routes R1 at once and change them to the same travel speed. In addition, the operation for changing the travel speed may be acceptable after the speed setting processing unit 213 sets the settable maximum speed for each work route R1 (see Fig. 15C), or may be acceptable after the route generation processing unit 214 generates the target route R (see Fig. 15D).

[0083] The speed setting processing unit 213 sets the settable maximum speed or the changed travel speed in the travel area (work route R1). Then, the route generation processing unit 214 generates a target route R including speed information of the travel speed set in the travel area.

[0084] The output processing unit 215 transfers route data including information on the target route R generated by the route generation processing unit 214 to the work vehicle 10. The route data includes information on the travel speed set for each work route R1.

[0085] The output processing unit 215 may output the route data to a server (not shown). The server stores and manages the route data acquired from each of the operation terminals 20 in association with the operation terminals 20 and the work vehicle 10.

[0086] In addition to the above-mentioned processing, the control unit 21 executes processing for displaying various information on the operation display unit 23. For example, the control unit 21 causes the operation display unit 23 to display a registration screen for registering work vehicle information, field information, work information, etc., an operation screen for causing the work vehicle 10 to start automatic traveling, a display screen for displaying the traveling state of the work vehicle 10, etc.

[0087] The control unit 21 also accepts various operations from the operator. Specifically, the control unit 21 accepts from the operator a work start instruction to cause the work vehicle 10 to start work, a travel stop instruction to cause the work vehicle 10 to stop traveling during automatic traveling, etc. When the control unit 21 accepts each of the instructions, it outputs each of the instructions to the work vehicle 10.

[0088] When the vehicle control device 11 of the work vehicle 10 receives a work start instruction from the operation terminal 20, it starts the automatic traveling and spraying work of the work vehicle 10 according to the target route R. In addition, when the vehicle control device 11 receives a traveling stop instruction from the operation terminal 20, it stops the automatic traveling and spraying work of the work vehicle 10.

[0089] The operation terminal 20 may be able to access an agricultural support service website (agricultural support site) provided by the server via the communication network N1. In this case, the operation terminal 20 can function as an operation terminal for the server by executing a browser program by the control unit 21. The server sets the travel speed of the work vehicle 10 through a user operation on the operation terminal 20 and generates a target route R.

[0090] [Route generation process] Hereinafter, an example of the route generation process executed by the control unit 21 of the operation terminal 20 will be described with reference to FIG.

[0091] The present invention can be understood as an invention of a route generation method that executes one or more steps included in the route generation process. One or more steps included in the route generation process described here may be omitted as appropriate. The steps in the route generation process may be executed in a different order as long as the same action and effect is achieved. Furthermore, although an example is described here in which the control unit 21 executes each step in the route generation process, another embodiment can also be a route generation method in which one or more processors execute each step in the route generation process in a distributed manner.

[0092] In step S1, the control unit 21 determines whether or not a route generation instruction to generate a target route R for the work vehicle 10 has been received from the operator. If the control unit 21 has received the route generation instruction (S1: Yes), the process proceeds to step S2. The control unit 21 waits until the route generation instruction is received (S1: No).

[0093] Next, in step S2, the control unit 21 acquires the inclination angle of the travel area. Specifically, the control unit 21 calculates the inclination angle of the travel area based on the latitude, longitude, and altitude of multiple coordinate points in the travel area. For example, the control unit 21 calculates the inclination angle θp (pitch angle) of the work path R1 including the crop row Vr based on the latitude, longitude, and altitude of both end points P0 of the crop row Vr. Also, for example, the control unit 21 calculates the inclination angle θr (roll angle) of the work path R1 including the crop row Vr based on the latitude, longitude, and altitude of points of the left and right crop rows Vr adjacent to the crop row Vr. The control unit 21 calculates the inclination angles θp, θr for each work path R1.

[0094] When the control unit 21 calculates the inclination angles θp, θr for each work path R1, it may cause the operation display unit 23 to display a screen (see FIGS. 15A and 15B) on which the inclination angles θp, θr of each work path R1 can be identified.

[0095] Next, in step S3, the control unit 21 sets the travel speed of the work vehicle 10 for the work path R1 based on the inclination angles θp, θr of the work path R1, and causes the operation display unit 23 to display a screen (see FIG. 15C) on which the travel speed can be identified for each work path R1. The control unit 21 also refers to the travel speed information F1 shown in FIG 14, obtains a settable maximum speed corresponding to the inclination angles θp, θr of the work path R1, and sets the obtained settable maximum speed as the travel speed for that work path R1.

[0096] Next, in step S4, the control unit 21 determines whether or not the work start position S (starting point) and work end position G (end point) of the work vehicle 10 have been acquired from the operator. For example, when the operator performs an operation to specify the work start position S and work end position G on the route generation screen T1 shown in Fig. 15D, the control unit 21 acquires the work start position S and work end position G. When the control unit 21 acquires the work start position S and work end position G (S4: Yes), the process proceeds to step S5. The control unit 21 waits until the work start position S and work end position G are acquired (S4: No).

[0097] Next, in step S5, the control unit 21 determines whether or not a non-traveling area, which is a work route R1 whose inclination angles θp, θr are greater than the threshold angle, is included in the route from the work start position S to the work end position G specified by the operator. If the non-traveling area is not included in the route from the work start position S to the work end position G (S5: No), the process proceeds to step S6. On the other hand, if the non-traveling area is included in the route from the work start position S to the work end position G (S5: Yes), the process proceeds to step S51.

[0098] In step S51, the control unit 21 displays a warning on the route generation screen T1 (see FIG. 15D). This allows the operator to recognize that the positions of the work start position S and the work end position G are inappropriate. Thereafter, the process returns to step S4, and an operation to select the work start position S and the work end position G again is accepted from the operator. Note that the control unit 21 may present candidates for the work start position S and the work end position G that the operator can select, or may automatically set the work start position S and the work end position G that do not include the non-traveling area.

[0099] In step S6, the control unit 21 generates a target route R. Specifically, the control unit 21 generates a target route R including route information including a work start position S, a work end position G, a work route R1, and a movement route R2, and speed information of a travel speed set for each work route R1. The control unit 21 also displays the generated target route R on a route generation screen T1 (see FIG. 15D). The route generation processing unit 214 also displays each of the multiple work routes R1 in a different display mode for each travel speed on the route generation screen T1 shown in FIG. 15D.

[0100] Next, in step S7, the control unit 21 judges whether or not an operation (changing operation) to change the travel speed set for the work route R1 has been received from the operator. For example, when the operator selects (touches) the desired work route R1 on the route generation screen T1 shown in FIG. 15E, the control unit 21 displays (pops up) a selection screen T2 for selecting a travel speed that can be set for the work route R1. The operator can select the travel speed on the selection screen T2. ​​If the control unit 21 receives the changing operation (S7: Yes), the process proceeds to step S8. If the control unit 21 does not receive the changing operation (S7: No), the process proceeds to step S10. For example, when the operator presses a save button (not shown) on the route generation screen T1 shown in FIG. 15D, the process proceeds to step S10.

[0101] In step S8, the control unit 21 determines whether the traveling speed selected by the operator is equal to or less than a preset maximum settable speed. If the traveling speed selected by the operator is equal to or less than the preset maximum settable speed (S8: Yes), the process proceeds to step S9. On the other hand, if the traveling speed selected by the operator exceeds the preset maximum settable speed (S8: No), the process proceeds to step S81.

[0102] In step S81, the control unit 21 displays a warning on the route generation screen T1 (see FIG. 15E). This allows the operator to recognize that the selected driving speed is inappropriate. Thereafter, the process returns to step S7, and the control unit 21 accepts an operation to change the driving speed from the operator again. Note that the control unit 21 may present candidates for driving speeds equal to or lower than the settable maximum speed to the operator, or may automatically change the driving speed to a speed equal to or lower than the settable maximum speed. Note that, in a configuration in which the operator cannot select a driving speed exceeding the settable maximum speed, steps S8 and S81 may be omitted.

[0103] In step S9, the control unit 21 changes the settable maximum speed set for the work route R1 to the travel speed selected by the operator.

[0104] Next, in step S10, the control unit 21 determines whether or not to end the route generation process. For example, when the operator presses the save button after setting the travel speed for each work route R1 on the route generation screen T1 (see FIG. 15D and FIG. 15E), the control unit 21 ends the route generation process. As a result, the control unit 21 confirms the target route R.

[0105] Next, in step S11, the control unit 21 transfers the route data of the target route R to the work vehicle 10. Upon acquiring the route data, the work vehicle 10 stores the route data in the memory unit 12.

[0106] The vehicle control device 11 of the work vehicle 10 starts automatic driving when it receives a work start instruction from the operation terminal 20. For example, when the operator presses a start button on the operation terminal 20, the operation terminal 20 outputs a work start instruction to the work vehicle 10. When the vehicle control device 11 receives the work start instruction from the operation terminal 20, the work vehicle 10 starts automatic driving according to the target route R. In addition, the vehicle control device 11 controls the driving speed of the work vehicle 10 for each work route R1 based on the speed information included in the target route R. During automatic driving, the work vehicle 10 can adjust the driving speed according to the speed information without performing a process of detecting the inclination angle of the work route R1.

[0107] As described above, the automatic driving system 1 according to this embodiment generates a target route R for the work vehicle 10 that automatically travels in a travel area. Specifically, the automatic driving system 1 acquires the inclination angle of the travel area, and sets the travel speed of the work vehicle 10 in the travel area based on the inclination angle. The automatic driving system 1 also generates a target route R including speed information of the travel speed set in the travel area. The route generation method according to this embodiment is a method in which one or more processors generate a target route R for the work vehicle 10 that automatically travels in a travel area, and executes the following: acquiring the inclination angle of the travel area; setting the travel speed of the work vehicle 10 in the travel area based on the inclination angle; and generating a target route R including speed information of the travel speed set in the travel area. In addition, the operation terminal 20 according to this embodiment is a device that generates a target route for a traveling vehicle that automatically travels in a traveling area, and includes an acquisition processing unit 212 that acquires the inclination angle of the traveling area, a speed setting processing unit 213 that sets the traveling speed of the work vehicle 10 in the traveling area based on the inclination angle of the traveling area, and a route generation processing unit 214 that generates a target route R including speed information of the traveling speed set in the traveling area.

[0108] According to the above configuration, in the route generation stage before the work vehicle 10 starts automatic traveling, the travel speed according to the inclination angle of the travel area (work route R1) can be set. This allows the operator to know in advance the travel speed when the work vehicle 10 actually travels on the slope. In addition, the operator can accurately know the work schedule such as the required work time. That is, the operator can know the travel speed of the work vehicle 10 that travels automatically on the slope before starting automatic traveling. In addition, since the travel speed according to the inclination angle can be automatically set for each work area, the man-hours of the route generation work by the operator can be reduced. Therefore, the work efficiency of the route generation work by the operator can be improved.

[0109] The present invention is not limited to the above-described embodiment, and other embodiments of the present invention will be described below.

[0110] In the above-described embodiment, the control unit 21 of the operation terminal 20 sets a driving speed for the work route R1, which is a straight line among the target route R, according to the inclination angle. However, in another embodiment, the control unit 21 may set a driving speed for the movement route R2 (headland area) according to the inclination angle θs of the movement route R2.

[0111] The acquisition processing unit 212 acquires the inclination angle θs of the travel route R2 of the work vehicle 10. Specifically, the acquisition processing unit 212 calculates the inclination angle θs of the travel route R2 based on the latitude, longitude, and altitude of multiple coordinate points in the headland region. An example of a method for calculating the inclination angle θs of the travel route R2 will be described below.

[0112] As shown in Figure 17, in the field F shown in Figure 9, an interpolated point f1 is set by linearly interpolating between vertices f0 on the periphery of field F. A polygon (triangle) is created consisting of vertex f0, interpolated point f1, and end point P0 of crop row Vr. The vertices of the triangle in the ENU coordinate system are Pi (Ei, Ni, Ui), Pj (Ej, Nj, Uj), and Pk (Ek, Nk, Uk). A vector perpendicular to the plane PiPjPk is expressed as vector PiPj × vector PiPk.

[0113] When the vertices Pi, Pj, and Pk are taken clockwise as viewed from above, the angle between the vertically upward vector e3(0,0,1) and vector PiPj × vector PiPk is the inclination angle of the plane PiPjPk. The inclination angle θs of the triangle enclosed by three points is expressed by the following formula (3).

number

[0114] FIG. 18 shows the headland area displayed in different display modes according to the inclination angle θs calculated for each triangle. The control unit 21 acquires the settable maximum speed corresponding to the inclination angle θs of the travel route R2 with reference to the travel speed information F2 shown in FIG. 19, and sets the acquired settable maximum speed as the travel speed of the travel route R2. FIG. 19 is a diagram showing an example of the travel speed information F2. In the travel speed information F2, the settable maximum speed corresponding to the inclination angle θs of the headland area is registered in advance. The control unit 21 displays the headland area (travel route R2) in a display mode that represents the travel speed according to the inclination angle θs on the route generation screen T1 shown in FIG. 18.

[0115] In this way, the control unit 21 sets the travel speed according to the inclination angle θs for each turning route for the headland area including the turning route. Also, the control unit 21 may receive a change operation from the operator to change the set travel speed (maximum settable speed) in the same manner as the above-mentioned work route R1.

[0116] Furthermore, when the target route R includes a headland area (non-traveling area) where the work vehicle 10 cannot travel, the control unit 21 may display a warning on the route generation screen T1.

[0117] As described above, the control unit 21 can set the travel speed of the work vehicle 10 for the work path R1 based on the inclination angles θp, θr of the work path R1, and can set the travel speed of the work vehicle 10 for the travel path R2 based on the inclination angle θs of the travel path R2 (turning path). This allows the operator to know in advance the travel speed of the entire area in which the work vehicle 10 will travel. Each of the work path R1 and the travel path R2 is an example of a travel area in the present invention.

[0118] In each of the above-described embodiments, the operation terminal 20 alone corresponds to the route generation device according to the present invention, but the route generation device according to the present invention may include one or more of the components of the operation terminal 20 and a server (not shown). For example, the server alone may constitute the route generation device according to the present invention. [Explanation of symbols]

[0119] 1:Autonomous driving system 10: Work vehicle (traveling vehicle) 11: Vehicle control device 14: Spraying device 20: Operation terminal (route generation device) 211: Setting processing section 212: Acquisition processing unit 213: Speed ​​setting processing unit 214: Route generation processing unit 215: Output processing section 22: Storage section 40:Base station 50:Satellite F: Field (sloping land) P0: End point R: Target route R1: Working route (travel area, travel route) R2: Travel route (travel area, travel route) V: Crop Vr: Crop row S: Work start position (traveling start position) G: End of work position (end of travel position) θp: (forward / rearward) tilt angle (pitch angle) θr: (left-right) tilt angle (roll angle) θs: (triangle) inclination angle

Claims

1. A route generation method for generating a target route for a traveling vehicle that automatically travels in a traveling area, the target route including a plurality of travel routes, comprising: Obtaining an inclination angle of the travel area; setting a travel speed of the traveling vehicle in the traveling area based on the inclination angle of the traveling area; generating the target route including speed information of the travel speed set in the travel area; displaying each of the plurality of travel routes in a different display mode for each of the travel speeds in an operation terminal that displays the target route; A path generation method that performs the above.

2. The inclination angle and a settable maximum speed, which is a maximum travel speed that can be set in the travel area, are associated with each other in advance and stored in a storage unit, A travel speed equal to or lower than the settable maximum speed is set in the travel range. The route generation method according to claim 1 .

3. When an operation of selecting a running speed equal to or lower than the settable maximum speed corresponding to the inclination angle is received, the selected running speed is set to the running region. The route generation method according to claim 2 .

4. displaying a first travel route having a first inclination angle in a first color corresponding to a first travel speed set based on the first inclination angle; a second travel route having a second inclination angle different from the first inclination angle is displayed in a second color corresponding to a second travel speed set based on the second inclination angle; The route generation method according to claim 1 .

5. If the inclination angle of the travel area is greater than a threshold angle, the travel area is set as a non-traveling area and is excluded from the target route. The route generation method according to any one of claims 1 to 4.

6. A route generation method for generating a target route for a traveling vehicle that automatically travels in a traveling area, comprising: Obtaining an inclination angle of the travel area; setting a travel speed of the traveling vehicle in the traveling area based on the inclination angle of the traveling area; generating the target route including speed information of the travel speed set in the travel area; If the inclination angle of the travel area is greater than a threshold angle, setting the travel area as a non-traveling area and excluding the travel area from the target route; A path generation method that performs the above.

7. When an operation of selecting a travel start position where the traveling vehicle starts traveling and a travel end position where the traveling vehicle ends traveling is received, When the non-travelable area is included between the travel start position and the travel end position, a notification is given that the target route cannot be generated. The route generation method according to claim 5 or 6.

8. When an operation of selecting a travel start position where the traveling vehicle starts traveling and a travel end position where the traveling vehicle ends traveling is accepted, if the non-traveling area is included between the travel start position and the travel end position, At least one of the travel start position and the travel end position is set to a position where the non-traveling area is not included between the travel start position and the travel end position. The route generation method according to any one of claims 5 to 7.

9. In an operation terminal that displays the target route, the non-traveling area is not displayed. The route generation method according to any one of claims 5 to 8.

10. Calculating the inclination angle of the travel area based on the latitude, longitude, and altitude of a plurality of coordinate points within the travel area; The route generation method according to any one of claims 1 to 9.

11. the target route includes a plurality of parallel linear travel routes, The travel speed is set for each of the travel routes. The route generation method according to any one of claims 1 to 10.

12. The target route includes a plurality of turning routes, The travel speed is set for each of the turning paths. The route generation method according to any one of claims 1 to 11.

13. Transferring route data of the target route to the traveling vehicle; A route generation method according to any one of claims 1 to 12.

14. A route generation device that generates a target route for a traveling vehicle that automatically travels in a traveling area, the target route including a plurality of travel routes, An acquisition processing unit that acquires an inclination angle of the traveling area; a speed setting processing unit that sets a travel speed of the traveling vehicle in the traveling area based on the inclination angle of the traveling area; a route generation processing unit that generates the target route including speed information of the travel speed set in the travel area; Equipped with The speed setting processing unit is a route generation device that displays each of the plurality of travel routes in a different display mode for each travel speed on an operation terminal that displays the target route.

15. A route generation program for generating a target route for a traveling vehicle that automatically travels in a traveling area, Obtaining an inclination angle of the travel area; setting a travel speed of the traveling vehicle in the traveling area based on the inclination angle of the traveling area; generating the target route including speed information of the travel speed set in the travel area; displaying each of the plurality of travel routes in a different display mode for each of the travel speeds in an operation terminal that displays the target route; A path generation program for causing one or more processors to execute the above.

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