Automatic driving control system

Abstract

To accurately perform automatic travel along a target travel route.SOLUTION: Provided is an automatic travel control system for a work vehicle that performs automatic travel along a target travel route TL, including: a machine body position calculation unit that calculates the position and travel direction of a machine body 1 of the work vehicle; a travel route calculation unit that generates a target travel route TL including a plurality of route elements and a target azimuth indicating the direction of travel of the machine body 1 in each route element; and a travel control unit that calculates a control point CO from the position of the machine body 1 and performs automatic travel control such that the work vehicle travels along the target travel route TL on the basis of the control point CO and travel azimuth. In a travel route LR where the target azimuth changes in the target travel route TL, the travel control unit moves the control point CO forward in the direction of travel of the machine body 1 by a predetermined first distance and performs automatic travel control with travel direction change travel on the basis of the moved control point COC and target azimuth.SELECTED DRAWING: Figure 12

Description

Technical Field

[0001] The present invention relates to an automatic driving control system that controls the automatic driving of a work vehicle that performs automatic driving along a target travel route.

Background Art

[0002] As disclosed in Patent Document 1, a work vehicle such as a rice transplanter performs work while automatically driving along a target travel route generated in a field. Here, the target travel route includes a bent portion, and the work vehicle changes its traveling direction at the bent portion. When the work vehicle reaches the bent portion (the start position of the traveling direction change), automatic steering control is performed so that the work vehicle travels along the target travel route.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, at a portion that bends sharply, it may be difficult to perform automatic steering control, and the work vehicle may deviate from the target travel route and may not be able to perform automatic driving appropriately.

[0005] An object of the present invention is to accurately perform automatic driving along a target travel route.

Means for Solving the Problems

[0006] In order to achieve the above object, an automatic driving control system according to an embodiment of the present invention is an automatic driving control system for a work vehicle that performs automatic driving along a target driving route, including a vehicle body position calculation unit that calculates the position and traveling direction of the vehicle body of the work vehicle, a traveling route calculation unit that generates the target driving route including a plurality of route elements and a target direction indicating the traveling direction of the vehicle body in each of the route elements, and the position of the vehicle body The control points set corresponding to the above are along the target travel route a traveling control unit that performs automatic driving control as follows, A steering situation acquisition unit that acquires the steering situation when the work vehicle travels manually, and a storage unit that stores the acquired steering situation and is provided with The travel control unit determines whether the target travel route is a travel route in which the target azimuth changes from the steering situation. The travel control unit sets either a first control point that is the position of the aircraft body or a second control point that is moved forward by a first distance in the traveling direction of the aircraft body from the first control point as the control point. The travel control unit performs automatic travel control using the first control point during straight travel. When the travel control unit determines that the target travel route is a first travel route and a second travel route that are connected to the first travel route and have different target azimuths from each other, in the automatic travel control for the travel direction change travel from the first travel route to the second travel route, the second control point is used performs automatic driving control.

[0007] In automatic driving, the traveling control unit performs steering control so that the control point of the vehicle body follows the target driving route. Therefore, at the connection point of two route elements with different target directions or a curved route element, that is, in a part of the target driving route where the traveling direction is changed, the traveling control unit starts the steering control only when the control point of the vehicle body reaches the position where the traveling direction is changed. There may be a certain time lag from the start of the steering control until the traveling direction of the vehicle body actually starts to change, and the change in the traveling direction of the vehicle body may be delayed, and the automatic driving along the target driving route may not be appropriately performed.

[0008] According to the above configuration, since the control point is moved forward in the traveling direction of the vehicle body, the control point reaches the position where the traveling direction is changed earlier than when the control point is not moved, and the traveling control unit can start the steering control earlier by that amount. As a result, it is possible to suppress the delay in the change of the traveling direction of the vehicle body and accurately perform the automatic driving along the target driving route.

[0009] Further, the traveling control unit calculates, as the control point, a first control point that is the position of the vehicle body and a second control point that is moved forward by the first distance in the traveling direction of the vehicle body from the first control point, and performs the automatic driving control involving the traveling direction change based on the second control point and the target direction in the traveling route where the target direction changes, and may perform the automatic driving control based on the first control point and the target direction in the other target driving routes.

[0010] With such a configuration, since the travel control unit has previously calculated two control points, when changing the traveling direction, the control points can be easily moved in front of the aircraft, and the automatic travel along the target travel route can be easily and accurately performed.

[0011] Further, the travel control unit may determine whether it is the travel route in which the target azimuth changes from the target travel route.

[0012] With such a configuration, the position where the traveling direction is changed can be easily and accurately detected, and the automatic travel along the target travel route can be easily and accurately performed.

[0013] Furthermore, the work vehicle further includes a steering situation acquisition unit that acquires the steering situation when the work vehicle travels manually, and a storage unit that stores the acquired steering situation, and the travel control unit may determine whether it is the travel route in which the target azimuth changes from the steering situation.

[0014] With such a configuration, the position where the traveling direction is changed can be easily and accurately detected, and the automatic travel along the target travel route can be easily and accurately performed.

[0015] Further, the steering situation may be the operation angle of a steering wheel that receives a steering operation on the work vehicle.

[0016] With such a configuration, it is possible to detect that it is the position where the traveling direction is changed based on the operation of the steering wheel in manual travel, and the position where the traveling direction is changed can be easily and accurately detected.

[0017] Further, the travel control unit may start the traveling direction change travel from a position a predetermined second distance in front of the position where the target azimuth changes in the target travel route in the traveling direction.

[0018] With such a configuration, the travel control unit starts the steering control at an early stage, so that the delay in changing the traveling direction of the aircraft is suppressed, and the automatic travel along the target travel route can be accurately performed.

[0019] Further, when the target azimuth changes by a predetermined angle or more, the travel control unit may move the control point.

[0020] When the traveling direction is not greatly changed, the possibility of delay in the steering control is low. With the above configuration, since the control point is moved in front of the aircraft only when the traveling direction is greatly changed, the automatic travel along the target travel route can be accurately performed while simplifying the control configuration.

Brief Description of the Drawings

[0021]

Figure 1

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Figure 13

Embodiments for Carrying Out the Invention

[0022] Hereinafter, as a working vehicle of the present invention, a rice transplanter that plants seedlings in a field FL while automatically traveling will be described as an example.

[0023] Here, for ease of understanding, in this embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means the front in the longitudinal direction of the machine body (traveling direction), and "rear" (the direction of arrow B shown in FIG. 1) means the rear in the longitudinal direction of the machine body (traveling direction). Also, the left - right direction or the lateral direction means the transverse direction of the machine body (machine width direction) orthogonal to the longitudinal direction of the machine body, "left" means the direction in front of the paper surface in FIG. 1, and "right" means the direction toward the back of the paper surface in FIG. 1.

[0024] 〔Overall Structure〕 As shown in FIG. 1, the rice transplanter includes a four - wheel drive type machine body 1 of a ride - on type. The machine body 1 includes a link mechanism 13 of a parallel four - link type that is connected to the rear part of the machine body 1 so as to be able to swing up and down, a hydraulic lift link 13a that swing - drives the link mechanism 13, a seedling planting device 3 that is connected to the rear - end region of the link mechanism 13 so as to be able to roll, and a fertilizer application device 4 and the like that are installed from the rear - end region of the machine body 1 to the seedling planting device 3.

[0025] The machine body 1 includes wheels 12, an engine 2, and a hydraulic continuously variable transmission 9 which is a main transmission device as a mechanism for traveling. The continuously variable transmission 9 is, for example, an HST (Hydro - Static Transmission). The wheels 12 have left and right front wheels 12A that can be steered and left and right rear wheels 12B that cannot be steered. The power output from the engine 2 is transmitted to the continuously variable transmission 9 via a traveling transmission mechanism, and is also transmitted from the continuously variable transmission 9 to the front wheels 12A, rear wheels 12B, working device 1C (seedling planting device 3, fertilizer application device 4, etc.). The engine 2 and the continuously variable transmission 9 are mounted on the front part of the machine body 1.

[0026] The seedling planting device 3 is configured in an 8-row planting format as an example. The seedling planting device 3 includes a seedling placing table 21, planting mechanisms 22 for 8 rows, etc. Note that this seedling planting device 3 can be changed to formats such as 2-row planting, 4-row planting, 6-row planting, etc. by controlling each row clutch (not shown).

[0027] The seedling placing table 21 is a pedestal for placing mat-shaped seedlings for 8 rows. The seedling placing table 21 continuously reciprocates in the left-right direction (lateral feed) with a constant stroke corresponding to the left-right width of the mat-shaped seedlings. Every time the seedling placing table 21 reaches the left and right stroke ends by the lateral feed for a predetermined number of lateral feed times, each mat-shaped seedling on the seedling placing table 21 is vertically fed at a predetermined pitch (vertical feed amount) toward the lower end of the seedling placing table 21. The eight planting mechanisms 22 are of a rotary type and are arranged in the left-right direction at a constant interval corresponding to the planting row spacing. And each planting mechanism 22 has power transmitted from the engine 2 when a planting clutch (not shown) shifts to a transmission state, cuts out a single-strain seedling (planted seedling) from the lower end of each mat-shaped seedling placed on the seedling placing table 21, and plants it at a predetermined plant spacing in the soil part after land preparation. Thereby, in the operating state of the seedling planting device 3, seedlings can be taken out from the mat-shaped seedlings placed on the seedling placing table 21 and planted in the soil part of the paddy field.

[0028] The fertilizer application device 4 has a hopper 25 (storage part) for storing granular or powdered fertilizer, a feeding mechanism 26 for feeding out the fertilizer from the hopper 25, and a fertilizer application hose 28 for conveying the fertilizer fed out by the feeding mechanism 26 and discharging the fertilizer to the field FL (see FIG. 2). The fertilizer stored in the hopper 25 is fed out by the feeding mechanism 26 in predetermined amounts and sent to the fertilizer application hose 28, conveyed through the fertilizer application hose 28 by the conveying air of the blower 27, and discharged from the furrow opener 29 to the field FL. In this way, the fertilizer application device 4 supplies fertilizer to the field FL.

[0029] As shown in FIG. 1, the machine body 1 is provided with an operation unit 14 in its rear side region. The operation unit 14 includes a steering handle 10 for front wheel steering, a main shift lever 7A for adjusting the vehicle speed by performing a shift operation of a continuously variable transmission 9, a sub-shift lever 7B for enabling a shift operation of a sub-transmission, a work operation lever 11 for enabling operations such as raising and lowering of the seedling planting device 3 and switching of the operating state, a touch panel that displays (notifies) various information to notify (output) to the operator and accepts input of various information, a detachable information terminal 5, and an operator's (driver / worker's) driver's seat 16, etc. The sub-shift lever 7B is used for an operation of switching the traveling vehicle speed between a working speed during work and a moving speed during movement. For example, movement between fields is performed at the moving speed, and planting work and the like are performed at the working speed. Further, in front of the operation unit 14, a spare seedling storage device 17A for storing spare seedlings is supported by a spare seedling support frame 17.

[0030] Furthermore, the machine body 1 is provided with a positioning unit 8. The positioning unit 8 outputs positioning data for calculating the position and orientation of the machine body 1. The positioning unit 8 includes a satellite positioning module 8A that receives radio waves from satellites of a global navigation satellite system (GNSS) and an inertial measurement module 8B that detects the inclination and acceleration of the three axes of the machine body 1. The positioning unit 8 is supported on the upper part of the spare seedling support frame 17. Based on the positioning data acquired by the positioning unit 8, the position P of the machine body is intermittently calculated and stored.

[0031] 〔Automatic Travel〕 Regarding the automatic work travel in which the rice transplanter performs seedling planting work in the field FL by automatic travel, it will be described with reference to FIGS. 2 to 7 while referring to FIG. 1.

[0032] First, the functional configuration for performing the automatic work travel of the rice transplanter will be described with reference to FIG. 2.

[0033] The rice transplanter is equipped with a control unit 30 on the machine body 1 to control automatic working travel. The control unit 30 can perform data communication with the positioning unit 8, the steering wheel 10, the wheels 12, the working device 1C, etc. The control unit 30 includes a machine body position calculation unit 33, a travel route calculation unit 35, a travel control unit 37, a work control unit 38, and a storage unit 40.

[0034] The machine body position calculation unit 33 acquires positioning data from the positioning unit 8, and calculates the position P of the machine body and the traveling direction of the machine body 1 at the position P of the machine body intermittently at predetermined time intervals based on the positioning data.

[0035] The travel route calculation unit 35 generates a field map based on the position P of the machine body calculated during the outer peripheral travel along the outer periphery (outer edge) of the field FL. Further, the travel route calculation unit 35 generates a target travel route TL for automatic travel. The target travel route TL includes a plurality of route elements, and each route element includes a target direction TD which is the direction along the route element.

[0036] The travel control unit 37 performs steering control and drive control in both automatic travel and manual travel. In the steering control, the travel control unit 37 controls the front wheels 12A to travel along the target travel route TL during automatic travel, and controls the front wheels 12A according to the operation of the driver on the steering wheel 10 during manual travel. During automatic travel, the travel control unit 37 controls the traveling direction of the machine body 1 to coincide with the target direction TD corresponding to the route element being traveled.

[0037] The work control unit 38 controls the operation of the work device 1C according to the operation of the driver or a preset program.

[0038] The storage unit 40 stores various information such as the generated target travel route TL, the program for automatically controlling the work device 1C, and the position P of the machine body.

[0039] Next, with reference to FIGS. 2 to 7, a configuration for generating the target travel route TL and performing automatic travel (automatic steering) along the target travel route TL will be described.

[0040] The rice transplanter in this embodiment can selectively perform manual driving and automatic driving. Manual driving (manual operation driving) and automatic driving (automatic operation driving) are selected by switching an automatic / manual changeover switch (not shown) arranged in the driver's cab 14.

[0041] When the rice transplanter performs the seedling planting operation, first, the driver manually operates the rice transplanter to travel along the outer periphery (outer edge) of the field FL (outer periphery travel). As shown in FIG. 3, the travel route calculation unit 35 generates the outer peripheral shape (field map) of the field FL by this outer periphery travel, and divides the field FL into an outer peripheral region OA and an inner region IA. At this time, one side or a plurality of designated sides of the outer peripheral side of the field FL are set as supply sides SL for supplying the rice transplanter with mat-shaped seedlings, fertilizers, chemicals, fuels, and other agricultural materials.

[0042] As shown in FIGS. 2 to 5, when the field map is generated, the travel route calculation unit 35 sets a target travel route TL for the rice transplanter to perform the work travel. The target travel route TL includes a plurality of route elements set on the target travel route TL and a target azimuth TD (see FIG. 7) which is the direction along the target travel route TL at each route element. The route element is formed from a straight line (approximate straight line) connecting at least two nodes LN. The node LN corresponds to at least a part of the position P of the machine body calculated intermittently based on the positioning data acquired by the positioning unit 8.

[0043] In the inner region IA, an inner reciprocating route IPL and a turning route are generated as the target travel route TL. The inner reciprocating route IPL is a route element substantially parallel to one side of the field FL, and the turning route is a route connecting two inner reciprocating routes IPL. The inner reciprocating route IPL is a travel route that works the entire inner region IA without omission. The automatic operation travel is performed along the inner reciprocating route IPL. The turning travel of the turning route connecting the inner reciprocating routes IPL is performed automatically by a predetermined method. Note that the inner reciprocating route IPL may be bent, and in that case, the inner reciprocating route IPL includes a plurality of route elements.

[0044] In the outer peripheral area OA, a circumferential planting run is performed one or more times within the outer peripheral area OA along the outer periphery (outer edge) of the field FL. For example, as a path (target travel path TL) for performing the circumferential planting run, two travel paths, an inner circumferential path IRL and an outer circumferential path ORL, are generated. By working and traveling along the inner circumferential path IRL and the outer circumferential path ORL, the entire working travel of the outer peripheral area OA is performed. The inner circumferential path IRL is traveled by unmanned automatic working travel or manned automatic working travel (automatic working travel with a person on board), and the outer circumferential path ORL is traveled by manual working travel or manned automatic working travel. Also, depending on the mode selection, the inner circumferential path IRL may be traveled by manual working travel or the outer circumferential path ORL may be traveled by unmanned automatic travel.

[0045] Here, when changing the traveling direction of the aircraft 1 (hereinafter simply referred to as "changing the traveling direction") at a corner or the like of the field FL during the outer peripheral travel of the field FL by manual travel, the aircraft 1 travels as follows. As illustrated in FIG. 4, when changing the traveling direction at a corner of the field FL, first, the aircraft 1 travels along the outer periphery of the field FL to the vicinity of the end (corner) of the field FL. The travel at this time is like the travel locus ML1. Next, the aircraft 1 reverses as shown by the travel locus ML2. Next, the aircraft 1 is operated with the steering wheel 10 and travels forward as shown by the travel locus ML3. Then, the aircraft 1 is operated with the steering wheel 10 and travels while reversing to the end position of the travel locus ML1 as shown by the travel locus ML4. In FIG. 4, the reverse travel is shown by a dashed line. Thereby, the change of the traveling direction of the aircraft 1 is completed, and the aircraft 1 travels along the outer periphery of the field FL like the travel locus ML5 with the end position of the travel locus ML1 as the start position of the travel locus ML5.

[0046] In the outer perimeter travel, the aircraft position calculation unit 33 intermittently calculates the position P of the aircraft based on the positioning data acquired by the positioning unit 8 and stores it in the storage unit 40. Therefore, the position P of the aircraft will be consecutive at positions along the travel trajectory (ML1 to ML5). Then, the travel route calculation unit 35 does not use the position P of the aircraft in the travel trajectory (ML2 to ML4) related to the change in the travel direction, and calculates from the node LN which is at least a part of the position P of the aircraft in the travel trajectory ML1 and the approximation straight line (already traveled route) calculated from the node LN which is at least a part of the position P of the aircraft in the travel trajectory ML5, generates the outer circumferential route ORL. Therefore, the outer circumferential route ORL will be a route that substantially coincides with the travel trajectory ML1 and the travel trajectory ML5. That is, the outer circumferential route ORL does not consider the travel trajectory (ML2 to ML4) related to the change in the travel direction in the outer perimeter travel, and is generated along the travel trajectory ML1 and the travel trajectory ML5 that are actually traveled linearly in the outer perimeter travel.

[0047] The travel route calculation unit 35 may extract the node LN from the calculated position P of the aircraft by any method, or may extract the position P of the aircraft at predetermined intervals and use it as the node LN. Also, the travel route calculation unit 35 may generate a straight line connecting the positions P of the aircraft in the order of travel, and generate the node LN by deleting the position P of the aircraft where the angle formed by the adjacent straight lines is equal to or less than a predetermined value based on the angle formed by the adjacent straight lines. In this case, when the aircraft 1 travels close to a straight line, in the generated route element, the node LN corresponding to the start position and the end position will be generated.

[0048] In addition to the corners of the field FL, the outer peripheral side of the field FL may bend, and the traveling direction may be changed along the bent path. Also, there may be an obstacle OB such as a water inlet at the edge of the field FL (see Fig. 9), and the traveling direction may be changed to avoid the obstacle OB during the outer peripheral travel. For example, as shown in Fig. 5, when the outer peripheral side of the field FL bends, the aircraft 1 travels straight along the outer peripheral side of the field FL (traveling locus ML6), and then, near the bent portion of the outer peripheral side, the steering wheel 10 is operated to change the traveling direction by moving forward (traveling locus ML7), and then travels straight again along the outer peripheral side of the field FL (traveling locus ML8).

[0049] Even when the outer peripheral travel illustrated in Fig. 5 is performed, the travel route calculation unit 35 does not use the position P of the aircraft during the travel related to the change in the traveling direction, but uses at least a part of the position P of the aircraft during the straight travel, that is, the position P of the aircraft on the traveling locus ML6 and the position P of the aircraft on the traveling locus ML8 as the node LN to generate the outer circumferential path ORL. That is, the outer circumferential path ORL is generated from the approximate straight line (already traveled route) calculated from the node LN on the traveling locus ML6 and the approximate straight line (already traveled route) calculated from the node LN on the traveling locus ML8.

[0050] In the outer peripheral travel in the region where the outer peripheral side of the field FL bends or the outer peripheral travel to avoid the obstacle OB, the change in the traveling direction is not limited to the change in the traveling direction by moving forward, and the change in the traveling direction that repeats moving forward and backward may be performed. Also in this case, the travel route calculation unit 35 does not use the position P (node LN) of the aircraft related to the change in the traveling direction for generating the outer circumferential path ORL, but uses the position P of the aircraft on the traveling locus ML6 and the position P (node LN) of the aircraft on the traveling locus ML8 to generate the outer circumferential path ORL.

[0051] Here, the outer circumferential path ORL is not limited to being generated based on the traveling locus of the outer peripheral travel as described above, and may be generated based on the generated field map, similar to the inner circumferential path IRL.

[0052] Note that, as shown in FIG. 6, the aircraft position calculation unit 33 calculates by converting the positioning data acquired by the positioning unit 8 such that the center of gravity position CP of the aircraft 1 becomes the position P of the aircraft. Since the automatic flight is performed based on the position P of the aircraft, this center of gravity position CP becomes the control point of the aircraft 1 in the automatic flight. The center of gravity position CP of the aircraft 1 is, for example, the center of the rear axle.

[0053] As shown in FIG. 7, during the automatic flight along the target travel route TL, the travel control unit 37 controls the automatic flight (automatic steering) based on the target azimuth TD with respect to the route element on the target travel route TL and the azimuth (travel direction of the aircraft 1) of the aircraft 1 traveling on the route element. Specifically, the travel control unit 37 automatically steers the aircraft 1 so that the azimuth (travel direction of the aircraft 1) of the aircraft 1 coincides with the target azimuth TD in the route element corresponding to the position P of the aircraft during travel.

[0054] In the example of FIG. 7, when the travel control unit 37 is traveling on the first route element TL1 of the target travel route TL, it performs automatic steering so that the azimuth (travel direction of the aircraft 1) of the aircraft 1 faces the target azimuth TD1 in the first route element TL1. Then, when the aircraft 1, which is the position where the target azimuth TD changes (the bending position, the start position of the change in the travel direction), reaches the end position of the first route element TL1 (the start position of the second route element TL2), the travel control unit 37 performs automatic steering (change in the travel direction) so that the azimuth (travel direction of the aircraft 1) of the aircraft 1 faces the target azimuth TD2 in the second route element TL2. In this way, the aircraft 1 automatically travels along the target travel route TL.

[0055] As described above, the travel control unit 37 controls the automatic travel along the target travel route TL based on the target direction TD and the travel direction of the aircraft 1 (the traveling direction of the aircraft 1). Since the target direction TD and the travel direction of the aircraft 1 are determined based on the position P of the aircraft during travel, the steering control (change in traveling direction) based on the target direction TD2 in the second path element TL2 is started only when the aircraft 1 reaches the start position of the second path element TL2 (the bending position, the start position of the change in traveling direction). Therefore, there may be a delay in starting the steering control when the travel in the second path element TL2 is started, and when the angle formed by the target directions TD of the adjacent path elements corresponding to the angle formed by the adjacent path elements (angle difference = bending angle) becomes large, the traveling direction may not be changed appropriately, and it may be difficult to travel along the path element especially at the initial stage of travel after the change in traveling direction.

[0056] Therefore, at the time of changing the traveling direction based on the target direction TD, steering control is performed so that an appropriate change in traveling direction is made. Hereinafter, embodiments of the steering control will be described.

[0057] 〔Embodiment 1〕 Hereinafter, the steering control according to Embodiment 1 will be described with reference to FIGS. 2 to 5, FIGS. 8, and 9.

[0058] In this embodiment, when performing outer circumferential travel, the steering angle SA of the steering wheel 10 is stored as the steering situation together with the position P of the aircraft. Then, when automatically traveling along the traveled route, at least in the case of changing the traveling direction, automatic travel control (steering control) is performed in consideration of the steering angle SA.

[0059] As shown in FIG. 5, when traveling straight along the field FL and then changing the traveling direction to draw an arc and traveling straight again, a linear traveling route is generated as the target traveling route TL. When such traveling is performed, two linear outer circumferential routes ORL are generated. However, when changing the traveling direction, the actual traveling locus ML7 will be located inside the outer circumferential route ORL like the position Pn of the aircraft body. That is, when performing outer circumferential traveling, the change in traveling direction starts before the intersection of the two outer circumferential routes ORL. As a result, when steering control is performed along the outer circumferential route ORL, since the change in traveling direction starts from the intersection of the two outer circumferential routes ORL, the change in traveling direction will be delayed.

[0060] According to the present embodiment, since at least when changing the traveling direction, the steering angle SA of the steering wheel 10 during outer circumferential traveling can be considered, considering the position where the steering wheel 10 starts to be operated, the steering control for changing the traveling direction can be started before the intersection of the two outer circumferential routes ORL (the start position of the change in traveling direction). As a result, it is possible to suppress the delay of the steering control and perform automatic traveling accurately along the target traveling route TL.

[0061] Specifically, as shown in FIG. 2, the control unit 30 further includes a steering situation acquisition unit 50 (situation acquisition unit).

[0062] The steering situation acquisition unit 50 acquires the steering angle SA (steering situation) of the steering wheel 10 during outer circumferential traveling by manual traveling and stores it in the storage unit 40 in association with the position P of the aircraft body.

[0063] The traveling control unit 37 includes a normal mode and a steering consideration mode when performing automatic traveling. The normal mode is a mode in which steering control is performed so that the target azimuth TD corresponding to the path element at the position P of the aircraft body during traveling coincides with the traveling azimuth of the aircraft 1. The steering consideration mode is a mode in which steering control is performed considering the steering angle SA in addition to the position P and the traveling azimuth of the aircraft 1, at least when changing the traveling direction.

[0064] When the vehicle body 1 is traveling along the straight portion of the outer periphery of the field FL during the outer peripheral travel, the steering angle SA of the steering wheel 10 is within the range of fine adjustment. When the vehicle body 1 is traveling along the bent area of the outer periphery of the field FL during the outer peripheral travel, the steering angle SA of the steering wheel 10 becomes larger.

[0065] Therefore, when the travel control unit 37 is traveling on the outer circumferential path ORL which is the traveled travel path, it refers to the steering angle SA corresponding to the position P of the vehicle body during travel, which is stored in the storage unit 40. When it reaches a position where the steering angle SA becomes a predetermined angle or more, or at a position just before reaching a predetermined distance, it recognizes that it is an area where the traveling direction is to be changed, and shifts to the steering consideration mode. Then, the travel control unit 37 starts the steering control so that the traveling direction changes toward the target azimuth TD in the next outer circumferential path ORL (traveled travel path).

[0066] As a result, the change in the traveling direction is started from before the start position of the change in the traveling direction, which is the intersection of adjacent outer circumferential paths ORL (path elements), and it is possible to suppress the delay in the start of the change in the traveling direction, and to accurately perform the automatic travel along the outer circumferential path ORL after the change in the traveling direction.

[0067] Note that the shift to the steering consideration mode is not limited to being performed when the steering angle SA of the steering wheel 10 is a predetermined angle or more, and may be performed when the amount of change per unit time of the steering angle SA of the steering wheel 10 becomes a predetermined value or more.

[0068] In addition, the transition to the steering consideration mode is not limited to being performed based on the steering angle SA of the steering wheel 10, but may be performed based on the target travel route TL, and the steering angle SA of the steering wheel 10 may be considered in the steering control in the steering consideration mode. In this case, the transition to the steering consideration mode is, for example, the angle formed by the path elements before and after the intersection (starting position of the traveling direction change) of adjacent outer turning paths ORL (path elements), or the angle formed by the target azimuth TD corresponding to the path elements before and after the intersection (starting position of the traveling direction change) of adjacent outer turning paths ORL (path elements) is greater than or equal to a predetermined angle. When the angle formed by the path elements before and after the intersection of adjacent outer turning paths ORL (path elements) or the angle formed by the target azimuth TD is greater than or equal to a predetermined angle, the travel control unit 37 shifts to the steering consideration mode and starts changing the traveling direction from before the starting position of the traveling direction change while considering the steering angle SA.

[0069] In addition, although an example in which the traveling direction change is started before the intersection of adjacent outer turning paths ORL (path elements) in the steering consideration mode has been described, in the steering consideration mode, the starting position of the traveling direction change is not changed, and the steering control for changing the traveling direction of the aircraft 1 to the target azimuth TD in the outer turning path ORL after the traveling direction change may be performed more steeply than in the normal mode.

[0070] In addition, the steering consideration mode is implemented during any traveling direction change, such as a traveling direction change at the corner of the field FL.

[0071] For example, as shown in FIG. 4, at the corner of the field FL, forward and backward movements are repeated while the steering wheel 10 is being operated.

[0072] When automatically driving on the outer circumferential path ORL which is the traveling route, when the traveling control unit 37 confirms, as the steering situation, that the vehicle is traveling forward and backward while the steering wheel 10 is being operated, it determines that it is the location where the traveling direction has been changed, and can shift to the steering consideration mode. Further, in the steering consideration mode, the traveling control unit 37 can perform steering control such as starting the steering control earlier or performing a sharp steering according to the steering situation of forward and backward traveling and the operation amount (steering angle SA, change amount of the steering angle SA, etc.) of the steering wheel 10 at that time.

[0073] 〔Another Embodiment of Embodiment 1〕 (1) The steering consideration mode is not limited to the configuration that adjusts the steering control, and may be a configuration that corrects the target traveling route TL. That is, in order to perform automatic driving accurately along the target traveling route TL (outer circumferential path ORL) after the traveling direction is changed, the traveling control unit 37 may correct the outer circumferential path ORL (path elements) before and after the traveling direction is changed based on the steering situation so as to smoothly connect the outer circumferential path ORL (path elements) before and after the traveling direction is changed.

[0074] For example, as shown in FIG. 4, at the corner of the farm field FL, during outer circumferential traveling, the vehicle travels forward and backward while the steering wheel 10 is being operated along trajectories such as the traveling trajectory ML2, the traveling trajectory ML3, and the traveling trajectory ML4. However, as described above, the outer circumferential path ORL (path element) in the target traveling route TL is obtained as an approximate straight line of the traveling trajectory ML1 and the traveling trajectory ML5. Therefore, it has been difficult to make an appropriate traveling direction change, and there have been cases where automatic driving along the target traveling route TL cannot be performed accurately.

[0075] Further, as shown in FIG. 5, in the region where the outer periphery of the field FL is bent, during outer peripheral travel, when changing the traveling direction, the steering wheel 10 is operated along a trajectory such as the traveling trajectory ML7. However, as described above, the outer circumferential path ORL (path element) in the target traveling path TL is obtained as an approximate straight line of the traveling trajectory ML6 and the traveling trajectory ML8. Therefore, it is difficult to make an appropriate traveling direction change, and there are cases where automatic traveling along the target traveling path TL cannot be performed accurately.

[0076] In the steering consideration mode in the present embodiment, the travel control unit 37 predicts the travel path during outer peripheral travel from the operation state of the steering wheel 10 during outer peripheral travel. Then, based on the predicted travel path, the travel control unit 37 corrects the path elements and the target azimuth TD before and after the change in the traveling direction so as to smoothly connect the path elements before and after the change in the traveling direction.

[0077] With such a configuration, even when the target azimuth TD suddenly switches at the intersection of the travel path, the target travel path TL is corrected so that the target azimuth TD gradually switches. Therefore, an appropriate change in the traveling direction can be made, and automatic traveling along the target traveling path TL can be performed accurately.

[0078] (2) The steering consideration mode is not limited to a configuration that adjusts the steering control, and may be a configuration in which the target travel path TL at the time of changing the traveling direction is generated based on the steering situation.

[0079] When generating the target travel path TL, the travel path calculation unit 35 reads out the steering angle SA (steering situation) stored in the storage unit 40 and detects the location of the change in the traveling direction where the steering consideration mode should be shifted as described above. When generating the target travel path TL at the location of the change in the traveling direction determined to shift to the steering consideration mode, the travel path calculation unit 35 generates a target travel path TL including the path element related to the change in the traveling direction and the target azimuth TD based on the steering situation as the steering consideration mode.

[0080] For example, when a change in the traveling direction is made by forward movement as shown in FIG. 5 during the outer circumference travel, as shown in FIG. 8, the travel route calculation unit 35 generates, as the steering consideration mode, one or a plurality of direction change routes TLR (already traveled routes) that connect two outer circumferential routes ORL along the travel locus ML7 based on the steering situation during the travel on the travel locus ML7. The direction change route TLR includes a route element and a target azimuth TD corresponding to the route element.

[0081] The travel route calculation unit 35 generates a direction change route TLR (already traveled route) by sequentially connecting at least a part of the position P of the aircraft that was not used when generating the outer circumferential route ORL.

[0082] Similarly, even when a change in the traveling direction is made by forward and backward movements as shown in FIG. 4 during the outer circumference travel, the travel route calculation unit 35 generates one or a plurality of direction change routes TLR along the travel loci ML2, ML3, and ML4.

[0083] By generating such a direction change route TLR, a target travel route TL close to the travel locus in the outer circumference travel can be generated. As a result, automatic travel along the target travel route TL can be performed with high accuracy.

[0084] Here, during the outer circumference travel, a change in the traveling direction may be made to avoid an obstacle OB. Even in actual automatic travel, since it is necessary to avoid the obstacle OB, it is appropriate to generate a direction change route TLR as the target travel route TL.

[0085] For example, as shown in FIG. 9, when a change in the traveling direction is made by repeating forward and backward movements while the steering wheel 10 is operated so as to avoid the obstacle OB, the travel route calculation unit 35 generates a direction change route TLR along the travel locus of the change in the traveling direction based on the steering situation.

[0086] With such a configuration, the target travel route TL is generated as a route that avoids the obstacle OB, and by performing autonomous driving along the target travel route TL, it is possible to perform autonomous driving that avoids the obstacle OB.

[0087] (3) In Embodiment 1 and each of the above-described separate embodiments, the steering situation can be the operation angle (steering angle SA) of the steering wheel 10 or the operation amount of the steering wheel 10 (such as the change amount of the steering angle SA). Further, the transition to the steering consideration mode may be performed in consideration of at least any one of the steering situation, the wheel situation, and the aircraft orientation situation, not limited to the steering situation. The wheel situation is the steering angle SA (cut angle) of the front wheels 12A or the rotational speed difference between the left and right front wheels 12A. The aircraft orientation situation is the change situation of the traveling direction of the aircraft 1, and may be obtained from the change in the traveling direction of the aircraft 1 in the traveling trajectory in manual driving obtained from the change in the position P of the aircraft, or may be obtained from the difference in the target orientation TD in the target travel route TL. In this case, the control unit 30 includes a situation acquisition unit that acquires the wheel situation and the aircraft orientation situation. The steering situation acquisition unit 50 is an example of the situation acquisition unit, and the situation acquisition unit acquires at least any one of the steering situation, the wheel situation, and the aircraft orientation situation. Further, when a crawler is provided as a traveling device instead of the wheels 12, the rotational speed difference between the left and right crawlers is acquired as the wheel situation. Further, a steering operation tool such as an operation lever may be used instead of the steering wheel 10, and the operation angle and operation amount of the steering operation tool may be used as the steering situation.

[0088] (4) In Embodiment 1 and each of the above-described separate embodiments, the traveled travel route for implementing the steering consideration mode may be not only the route elements along the travel route of the outer peripheral travel but also the route elements along the travel route when traveling on the field FL before the work travel. For example, the internal reciprocating route IPL or the inner circumferential route IRL traveled in the rice transplanting work before the previous year may be set as the target travel route TL for the work travel this time. In that case, the steering situation during the travel of the internal reciprocating route IPL or the inner circumferential route IRL before the previous year is used in the steering consideration mode.

[0089] 〔Embodiment 2〕 Hereinafter, the steering control according to Embodiment 2 will be described with reference to FIGS. 2, 10, and 11.

[0090] In this embodiment, during automatic driving along the target travel route TL, the target azimuth TD (in-travel target azimuth) in the in-travel route element LC, which is the currently traveled route element, and the target azimuth TD (destination target azimuth) in one or more route elements (destination route elements LA) to be passed hereinafter are combined to generate a combined target azimuth TDM. During the currently traveled route element, automatic driving (automatic steering) is controlled so that the traveling direction of the aircraft 1 (see FIG. 1) coincides with the combined target azimuth TDM.

[0091] For example, the travel control unit 37 combines the in-travel target azimuth and the destination target azimuth in the next route element (destination route element LA) to be passed (adjacent to the traveling direction) to generate a combined target azimuth TDM and stores it in the storage unit 40. Then, the travel control unit 37 controls automatic driving (automatic steering) so that the traveling direction of the aircraft 1 coincides with the combined target azimuth TDM at the currently traveled position.

[0092] With such a configuration, since the target azimuth TD (destination target azimuth) of the destination route element LA is taken into account and the traveling direction is changed, it is possible to suppress the sudden start of the traveling direction change at the traveling direction change point.

[0093] In the above configuration, further, the travel control unit 37 may be configured to generate the combined target azimuth TDM only when the lengths of the route elements before and after the traveling direction change are equal to or less than a predetermined length.

[0094] Alternatively, the travel control unit 37 may combine the in-travel target azimuth and the destination target azimuth at a predetermined mixing ratio, and determine the mixing ratio according to the distance between the current position P of the aircraft and the destination route element LA, which is the next route element to be traveled (starting point of the traveling direction change).

[0095] In this case, as shown in FIG. 10, as the current position P of the aircraft approaches the travel destination route element LA, the weighting ratio of the travel destination target azimuth increases. For example, when the distance from the current position P of the aircraft to the travel destination route element LA is n1, the weighting ratio of the travel target azimuth during travel: the weighting ratio of the travel destination target azimuth = 80%:20%. When it is n2 (<n1), the weighting ratio of the travel target azimuth during travel: the weighting ratio of the travel destination target azimuth = 70%:30%. When it is n3 (<n2), the weighting ratio of the travel target azimuth during travel: the weighting ratio of the travel destination target azimuth = 60%:40%. At the end of the travel route element LC during travel, the weighting ratio of the travel target azimuth during travel: the weighting ratio of the travel destination target azimuth = 50%:50%.

[0096] With such a configuration, at a position far from the travel destination route element LA, the influence of the travel destination target azimuth becomes small. Therefore, the combined target azimuth TDM gradually approaches the travel destination target azimuth, and a steep change in the traveling direction is suppressed, and the traveling direction is appropriately changed. As a result, it is suppressed that the aircraft 1 deviates from the travel destination route element LA, and automatic travel along the target travel route TL is accurately performed. Therefore, it is suppressed that the aircraft 1 bulges outward with respect to the travel destination route element LA, and contact with the ridges of the field FL, the obstacle OB (see FIG. 9), etc. is suppressed.

[0097] Note that when a plurality of travel destination target azimuths are combined, the travel control unit 37 sets a lower weighting ratio for the travel destination target azimuth that is farther from the travel route element LC during travel.

[0098] 〔Another Embodiment of Embodiment 2〕 (1) In Embodiment 2, as shown in FIG. 11, the travel control unit 37 may divide the travel route element LC during travel or the travel route element LC during travel and the travel destination route element LA at predetermined intervals to generate a plurality of divided route elements TLD having predetermined lengths. The travel control unit 37 sets the divided target azimuth TDD of each divided route element TLD to the target azimuth TD of the travel route element LC during travel or the travel destination route element LA that is the division source.

[0099] And the travel control unit 37 generates a combined target azimuth TDM by combining the divided target azimuths TDD at least in the divided path elements TLD before and after the change in the traveling direction. The travel control unit 37 controls the automatic driving (automatic steering) so that the traveling direction of the aircraft 1 becomes the combined target azimuth TDM in the divided path element TLD during traveling.

[0100] Note that, as in the above-described Second Embodiment, the travel control unit 37 may provide a distribution ratio when generating the combined target azimuth TDM, and the distribution ratio may be changed according to the distance to the traveling direction change point.

[0101] As described above, by dividing the path element to generate the divided path element TLD and generating the combined target azimuth TDM for the divided path element TLD, it is possible to perform the steering control in the vicinity of the traveling direction change more, and generate a more appropriate combined target azimuth TDM without being excessively affected by the target azimuth of the traveling destination. As a result, it is possible to perform the automatic driving along the target traveling path TL with higher accuracy.

[0102] (2) In the above-described Another Embodiment (1), the length of the divided path element TLD may be variable. For example, the length of the divided path element TLD may be made shorter as it approaches the traveling direction change point. Thereby, it is possible to generate the combined target azimuth TDM with higher accuracy without being excessively affected by the target azimuth of the traveling destination.

[0103] Alternatively, or simultaneously with this, the length of the divided path element TLD may be made longer as the azimuth difference between the target azimuth of the traveling destination path element LA and the target azimuth during traveling of the path element LC during traveling is larger. Thereby, the larger the angle of the traveling direction change, the earlier the steering control can be started from before the traveling direction change, and the automatic driving along the target traveling path TL can be performed with higher accuracy.

[0104] (3) In the above-described Embodiment 2 and other Embodiments (1) and (2), the synthesized target direction TDM is not limited to the configuration synthesized by the travel control unit 37, and any functional block such as the travel route calculation unit 35 may synthesize it. Similarly, the generation of the divided route element TLD is not limited to the configuration generated by the travel control unit 37, and any functional block such as the travel route calculation unit 35 may synthesize it.

[0105] 〔Embodiment 3〕 Hereinafter, the steering control according to Embodiment 3 will be described with reference to FIGS. 2, 6, 12, and 13.

[0106] As described above, the travel control unit 37 performs steering control so that the aircraft 1 travels along the target travel route TL based on the position P of the aircraft and the traveling direction of the aircraft 1.

[0107] Specifically, the center-of-gravity position CP of the aircraft 1, which is the position P of the aircraft, is defined as the control point CO, and steering control is performed so that the control point CO passes on the target travel route TL (along the target travel route TL). Note that the position P of the aircraft is not limited to the center-of-gravity position CP of the aircraft 1 and may be set at any position on the aircraft 1.

[0108] In this embodiment, when performing a traveling direction change while driving automatically, the control point CO is moved forward of the aircraft 1 by a predetermined distance n from the center of gravity position CP (the first control point, the position P of the aircraft initially set) of the aircraft 1 to obtain a control point COC (the second control point), and automatic driving control (steering control) is performed. That is, as the control point CO, the center of gravity position CP (the first control point) and the control point COC (the second control point) in front of the aircraft 1 by a predetermined distance n from the center of gravity position CP of the aircraft 1 are defined. During straight running (in a path element (travel path) where no traveling direction change is made), steering control is performed based on the center of gravity position CP (the first control point), and when a traveling direction change is made, steering control is performed based on the control point COC (the second control point). In other words, the aircraft position calculation unit 33 calculates the center of gravity position CP (the first control point) used during straight running as the position P of the aircraft, and also calculates the control point COC (the second control point) used when a traveling direction change is made. Therefore, the storage unit 40 stores the center of gravity position CP and the control point COC as the position P of the aircraft.

[0109] When the aircraft 1 moves forward, the control point COC reaches the start position of the traveling direction change earlier than the center of gravity position CP. Therefore, according to the above configuration, compared with the case where steering control is performed with the center of gravity position CP as the control point CO, steering control is started earlier along the target travel path TL when steering control is performed with the control point COC as the control point CO. As a result, it is possible to suppress the start of the steering control (the actual traveling direction change) from being delayed, and it is possible to perform automatic driving accurately along the target travel path TL.

[0110] Hereinafter, the specific configuration of the steering control will be described. In the following description, among the functional blocks of the control unit 30 in FIG. 2, the functional blocks other than the travel control unit 37 are the same as the functional blocks of the control unit 30 in the first or second embodiment, and the description thereof will be omitted.

[0111] As shown in FIG. 12, as a part of the target travel path TL, a path element LS1 and a path element LS2 are set with a bending position RP (a position where the traveling direction changes, a position where the target azimuth TD changes) interposed therebetween.

[0112] During straight running (in the path element LS1 (travel path) where the travel direction is not changed), the travel control unit 37 of the control unit 30 performs automatic travel control (steering control) along the target travel path TL with the center of gravity position CP of the aircraft 1 as the control point CO (the state in Fig. 12(a)). Here, in the path element LS1 where straight running is performed, the travel control unit 37 performs steering control based on the target azimuth TD (see Fig. 10) corresponding to the path element LS1. Then, from the bending position RP to the path element LS2, the travel control unit 37 performs steering control based on the target azimuth TD (see Fig. 10) corresponding to the path element LS2.

[0113] The travel control unit 37 determines whether the travel path during travel is a travel path in which the travel direction is changed (step #1 in Fig. 13). For example, the travel control unit 37 determines whether the distance from the control point CO (center of gravity position CP) corresponding to the position P of the aircraft to the bending position RP which is the end of the path element LS1 during travel is equal to or less than a predetermined distance N. And when the distance is equal to or less than the predetermined distance N, the travel control unit 37 determines that it is traveling on a travel path LR (path element) in which the travel direction is changed, that is, a travel path LR (path element) in which the target azimuth TD changes.

[0114] When it is determined that it is traveling on the travel path LR (path element), the travel control unit 37 changes the control point CO from the center of gravity position CP to the control point COC (the state in Fig. 12(b), step #2 in Fig. 13).

[0115] Then, the travel control unit 37 performs automatic travel control (steering control) involving a change in the travel direction along the target azimuth TD based on the control point COC (the state in Fig. 12(c), step #3 in Fig. 13).

[0116] When the travel direction change travel at the bending position RP is completed, the travel control unit 37 returns the control point CO to the center of gravity position CP (step #4 in Fig. 13) and performs automatic travel control along the path element LS2 (the state in Fig. 12(d)).

[0117] In this way, in preparation for a change in the traveling direction, the control point CO is moved forward of the aircraft 1 in advance. Therefore, at the time of disclosure of the change in the traveling direction, since the control point CO has become the control point COC (second control point), the steering control is started early, and it becomes possible to perform the automatic traveling control (steering control) along the target traveling route TL with high accuracy.

[0118] 〔Another Embodiment of Embodiment 3〕 (1) The traveling control unit 37 may, in advance, not set the center of gravity position CP and the control point COC as the control point CO, and may move the control point CO forward by a distance n from the center of gravity position CP when reaching the traveling route LR (traveling route LR where the target azimuth TD changes) where the traveling direction is changed.

[0119] As a result, the aircraft position calculation unit 33 does not need to calculate both the center of gravity position CP and the control point COC as the position P of the aircraft during traveling, and the configurations of the aircraft position calculation unit 33 and the storage unit 40 can be simplified.

[0120] (2) The traveling route LR (traveling route LR where the target azimuth TD changes) where the traveling direction is changed is not limited to the traveling route whose distance to the bending position RP is equal to or less than a predetermined distance N, and may be the bending position RP itself, or a traveling route including at least a part of the path element LS2 from the bending position RP, or a traveling route including the bending position RP, at least a part of the path element LS1, and at least a part of the path element LS2. The traveling route LR may be a traveling route (path element) that reaches the bending position RP within a predetermined time when traveling at the traveling vehicle speed during traveling. Further, the traveling route LR may be set in advance by the traveling route calculation unit 35 as one attribute of the target traveling route TL. In this case, the traveling control unit 37 detects the traveling route LR from the target traveling route TL.

[0121] As a result, the traveling route LR in an appropriate region can be set according to the traveling state, and the automatic traveling control (steering control) can be performed with higher accuracy.

[0122] (3) The control unit 30 may include a status acquisition unit such as the steering status acquisition unit 50 as in the first embodiment. The travel control unit 37 refers to the steering angle SA (steering status) during manual driving acquired by the steering status acquisition unit 50 (status acquisition unit) and detects the position where the traveling direction in the path element LS1 is changed (the position where the target azimuth TD changes). Thereby, the position where the traveling direction is changed can be detected early and accurately, and the preparation for steering control can be started early. As a result, the automatic travel control (steering control) can be performed with higher accuracy. Further, the travel control unit 37 may detect the position where the traveling direction in the path element LS1 is changed (the position where the target azimuth TD changes) by referring to at least any one of the steering status, the wheel status, and the aircraft azimuth status acquired by the status acquisition unit.

[0123] (4) When the angle at which the target azimuth TD changes is small, the start of the steering control is less likely to be delayed, and the need to change the control point CO is small.

[0124] Therefore, the control point CO may be changed in the travel route LR only when the change amount of the target azimuth TD related to the change in the traveling direction is equal to or greater than a predetermined angle.

[0125] Thereby, the control point CO is changed only when there is a possibility that the steering control is delayed, and it is possible to suppress the excessive change of the control configuration.

[0126] (5) The change in the traveling direction is not limited to the case where it is performed at the bending position RP connecting the linear path element LS1 and the linear path element LS2, and may be performed on a curved path element (travel route). Further, the control point CO may be moved when the traveling direction is changed in the automatic travel on the internal reciprocating path IPL, the inner circular path IRL, the outer circular path ORL, or further on the path for moving between the travel routes.

[0127] Thereby, in various automatic travels along the target travel route TL in the field FL, the steering control can be appropriately performed, and the automatic travel control (steering control) can be performed with high accuracy.

[0128] (6) The travel control unit 37 may use the control point COC instead of the center of gravity position CP for determining whether it is the travel route LR. Thereby, it is possible to determine at an early stage that it is the travel route LR, and it is possible to start the steering control at an appropriate timing.

[0129] [Another Embodiment] (1) In each embodiment including the other embodiment, some or all of the functional blocks constituting the control unit 30 are not limited to the configuration provided in the aircraft 1, and may be provided in the information terminal 5 or a management computer or the like provided outside the aircraft 1 in a state capable of communicating with the aircraft 1.

[0130] (2) In each embodiment including the other embodiment, the control unit 30 is not limited to being composed of the above functional blocks, and may be composed of arbitrary functional blocks. For example, each functional block of the control unit 30 may be further subdivided, or conversely, some or all of the functional blocks may be combined. Also, the function of the control unit 30 is not limited to the above functional blocks, and may be realized by a method executed by any functional block. Also, some or all of the functions of the control unit 30 may be configured by software. The program related to the software is stored in an arbitrary storage device such as the storage unit 40, and is executed by a processor such as the CPU provided in the control unit 30 or a separately provided processor. [Industrial Applicability]

[0131] The present invention can be applied not only to rice transplanters, but also to various work vehicles that automatically travel on a work site, such as combines and tractors. [Explanation of Signs]

[0132] 1 Aircraft 10 Steering wheel 33 Aircraft position calculation unit 35 Travel route calculation unit 37 Travel control unit 40 Storage unit 50 Steering condition acquisition unit CO Control point COC Control point (second control point) CP Center of gravity position (first control point) LR Travel route LS1 Route element (travel route) LS2 Route element (travel route) n Distance N Distance P Position of the aircraft TD Target azimuth TL Target travel route

Claims

1. An automatic driving control system for a work vehicle that performs automatic driving along a target driving route, a vehicle position calculation unit that calculates the position and traveling direction of the vehicle body of the work vehicle, a driving route calculation unit that generates the target driving route including a plurality of route elements and a target direction indicating the traveling direction of the vehicle body in each of the route elements, a driving control unit that performs automatic driving control so that a control point set corresponding to the position of the vehicle body is along the target driving route, a steering situation acquisition unit that acquires the steering situation when the work vehicle is manually driven, a storage unit that stores the acquired steering situation, comprising: the driving control unit determines whether the target driving route is a driving route in which the target direction changes from the steering situation, the driving control unit sets either a first control point that is the position of the vehicle body or a second control point that is moved forward from the first control point by a first distance in the traveling direction of the vehicle body as the control point, the driving control unit performs automatic driving control using the first control point during straight driving, when the driving control unit determines that the target driving route is a first driving route and a second driving route that are connected to the first driving route and have different target directions from each other, in the automatic driving control for the traveling direction change driving that shifts from the first driving route to the second driving route, an automatic driving control system that performs automatic driving control using the second control point.

2. The automatic driving control system according to claim 1, wherein the steering situation is an operation angle of a steering wheel that receives a steering operation for the work vehicle.

3. The driving control unit starts the traveling direction change driving from a position a predetermined distance in front of the second driving route when shifting from the first driving route to the second driving route. The automatic driving control system according to claim 1 or 2.

4. The automatic driving control system according to any one of claims 1 to 3, wherein when it is determined that an angular difference between the target azimuth of the first driving route and the target azimuth of the second driving route is equal to or greater than a predetermined angle, automatic driving control using the second control point is performed.

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