Work vehicle control system

Abstract

To provide a control system for a work vehicle capable of improving efficiency of travel to a work start point while bypassing an entry prohibition area and improving work efficiency.SOLUTION: A traveling vehicle body 2 can travel in a field F1. A positioning device acquires a self-position of the traveling vehicle body. Azimuth angle acquiring means acquires an azimuth angle of the traveling vehicle body. A control unit generates a work path including a work start point P1 in the field and controls the traveling vehicle body so as to perform work while autonomously traveling along the work path. The control unit sets in advance a turning radius at the time of travel of the traveling vehicle body and an entry prohibition area A3 in the field, sets detour circles C4, C5 of the turning radius bypassing the entry prohibition area at a vertex p1 of the entry prohibition area when setting the entry prohibition area, sets a travel path R2 from the self-position P0 of the traveling vehicle body to the work start point P1, and when the set travel path enters the entry prohibition area, the travel path is corrected so as to bypass the entry prohibition area via the detour circle.SELECTED DRAWING: Figure 9

Description

[Technical Field]

[0001] The present invention relates to a control system for a work vehicle. [Background technology]

[0002] Conventionally, when setting a work route for a work vehicle such as an agricultural tractor capable of autonomous driving, a technique is known in which a candidate identification area is set by an identification unit that identifies candidate autonomous driving routes along which the work vehicle can begin autonomous driving, and a work route included in the candidate identification area can be identified as a candidate autonomous driving route (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-147163 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the above-described conventional technology, when the position where the work vehicle starts autonomous driving (the position where work begins, hereinafter referred to as the work start point) is predetermined, it is not possible to generate an appropriate movement route to the work start point, and therefore it is not possible to improve the efficiency of movement to the work start point. Also, for example, even if there is an area (no-entry area) that the work vehicle does not want to enter when moving to the work start point, it is not possible to set an efficient movement route that bypasses the no-entry area. In other words, the above-described conventional technology leaves room for further improvement in terms of improving work efficiency.

[0005] The present invention has been made in consideration of the above, and aims to provide a control system for a work vehicle that can improve work efficiency by making it possible to efficiently move to a work start point while bypassing no-entry areas. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the object, a control system for a work vehicle according to an embodiment comprises a traveling vehicle body capable of traveling within a field, a positioning device that acquires the self-position of the traveling vehicle body, an azimuth angle acquisition means that acquires the azimuth angle of the traveling vehicle body, and a control unit that generates a work path that includes a work start point within the field and controls the traveling vehicle body to perform work while traveling autonomously along the generated work path, the control unit sets in advance a turning radius for the traveling vehicle body when moving within the field and a no-entry area that is an inner area of ​​a closed polygon within the field and that prohibits entry of the traveling vehicle body, and when the no-entry area is set, a detour circle of the turning radius that detours around the no-entry area is set at the vertices of the no-entry area, and sets a movement path from the self-position of the traveling vehicle body to the work start point, and if the set movement path enters the no-entry area, corrects the movement path to detour around the no-entry area via the detour circle. and a portable terminal device that is operated when setting the no-entry area, the portable terminal device displays a guide to prompt the user to specify the vertices in a clockwise or counterclockwise order when setting the no-entry area, the control unit sets the no-entry area by connecting the vertices based on the order of the specified vertices, and when the movement route includes a route that enters the no-entry area, the control unit corrects the route that enters the no-entry area from a vertex that is adjacent to the work starting point among the convex vertices excluding the concave vertex so that it passes through the detour circles that are set in ascending or descending order based on the specified order, and when there are no more routes that enter the no-entry area, the control unit sets the route as a route within the movement route. It is characterized by: [Effects of the Invention]

[0007] The work vehicle according to this embodiment can efficiently move to the work start point while bypassing the no-entry area, thereby improving work efficiency. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic left side view showing a work vehicle according to an embodiment. [Figure 2] FIG. 2 is a block diagram showing a control system for a work vehicle according to the embodiment. [Figure 3] Figure 3 is an explanatory diagram (part 1) of autonomous driving within a farm field. [Figure 4] Figure 4 is an explanatory diagram (part 2) of autonomous driving in a farm field. [Figure 5] FIG. 5 is a flowchart (part 1) showing the process of setting a travel route. [Figure 6]FIG. 6 is a flowchart (part 2) showing the process of setting a travel route. [Figure 7] FIG. 7 is an explanatory diagram of a route pattern of a travel route. [Figure 8] FIG. 8 is an explanatory diagram of (a) a route pattern of left turn-right turn-left turn, and (b) a route pattern of right turn-left turn-right turn. [Figure 9] FIG. 9 is an explanatory diagram of a travel route that bypasses a no-entry area or a no-departure area. [Figure 10] FIG. 10 is an explanatory diagram (part 1) of setting a detour route around a no-entry area. [Figure 11] FIG. 11 is an explanatory diagram (part 2) of setting a detour route around a no-entry area. [Figure 12] FIG. 12 is an explanatory diagram (part 1) of setting a detour route around a deviation-prohibited area. [Figure 13] FIG. 13 is an explanatory diagram (part 2) of setting a detour route around a deviation-prohibited area. DETAILED DESCRIPTION OF THE INVENTION

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a control system for a work vehicle disclosed in the present application will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the following embodiment.

[0010] <Outline of the work vehicle (tractor)> First, an overview of a work vehicle 1 according to an embodiment will be described with reference to Fig. 1. Fig. 1 is a schematic left side view showing a work vehicle 1 according to an embodiment. In the following, a tractor will be used as an example of the work vehicle 1. The work vehicle, tractor 1, is an agricultural tractor that performs agricultural work in a field while propelled by itself.

[0011] In addition, the tractor 1, which is a work vehicle, is driven by an operator (also called an operator) and travels within a field to perform predetermined tasks. The tractor also travels autonomously within the field to perform predetermined tasks, controlled by a control system centered on the control unit 200 (see Figure 2), which will be described later.

[0012] In the following description, the forward / rearward direction refers to the direction of travel of the tractor 1 when traveling straight, with the forward side of the traveling direction being defined as "front" and the rear side being defined as "rear." The traveling direction of the tractor 1 refers to the direction from the operator's seat 8 (described later) to the steering wheel 9 when the tractor 1 is traveling straight.

[0013] Furthermore, the left-right direction is a direction that is horizontally perpendicular to the front-to-rear direction. Hereinafter, left and right are defined as facing the "front." That is, when the operator is seated in the operator's seat 8 and facing forward, the left-hand side is the "left" and the right-hand side is the "right." The up-to-down direction is the vertical direction. The front-to-rear direction, left-to-right direction, and up-to-down direction are perpendicular to each other in three dimensions. In addition, in the following description, the tractor 1 or the traveling vehicle body 2 may be referred to as the "machine body."

[0014] As shown in FIG. 1, the tractor 1 comprises a traveling body 2 and a work implement 6. The traveling body 2 is capable of traveling within a field and comprises front wheels 3 and rear wheels 4. The front wheels 3 are a pair of left and right wheels for steering (steering wheels). The rear wheels 4 are a pair of left and right wheels for driving (driving wheels). The traveling body 2 may be equipped with a crawler device instead of the wheels (at least one of the front wheels 3 and the rear wheels 4). In this case, the traveling crawler is the driving wheel.

[0015] Rotational power generated by an engine E, which is a drive source housed inside a hood 5, is transmitted to rear wheels 4, which are drive wheels, after being appropriately reduced in speed by a speed change device (transmission) 121 (see FIG. 2) provided in a power transmission device (mission case) 12. The rear wheels 4 are driven by the rotational power transmitted from the engine E. The speed change device 121 switches the rotational power transmitted from the engine E to one of a plurality of gears (for example, 1st to 8th gears).

[0016] The traveling vehicle body 2 is configured to be able to transmit power generated by the engine E and reduced in speed by the transmission 121 to the front wheels 3 via the 4WD clutch. In this case, when the 4WD clutch transmits power, the four wheels, the front wheels 3 and the rear wheels 4, are driven by the power transmitted from the engine E. Also, when the 4WD clutch cuts off the transmission of power, only the two wheels, the rear wheels 4, are driven by the power transmitted from the engine E. In this way, the traveling vehicle body 2 is configured to be able to switch between two-wheel drive (2WD) and four-wheel drive (4WD).

[0017] A work implement 6 that performs work in the field is connected to the rear of the traveling body 2, and a PTO (Power take-off) device 7 having a PTO shaft 71 that transmits power to drive the work implement 6 is provided. A driver's seat 8 where a driver sits when operating the tractor 1 is provided in the center of the traveling body 2.

[0018] A steering wheel 9, which is a handle for steering the front wheels 3, is provided in front of the driver's seat 8. The steering wheel 9 and a drive unit for driving the steering wheel constitute a steering device 122 (see FIG. 2). The steering wheel 9 is provided at the upper end of a handle post 10. Various operating pedals 11 (accelerator pedal, brake pedal, clutch pedal) are provided below the handle post 10, near the feet of the driver when he or she is seated in the driver's seat 8.

[0019] In addition, a lifting device 13 that raises and lowers the work implement 6 is provided at the rear of the traveling body 2. The lifting device 13 raises the work implement 6 to move it to a non-working position. In addition, the lifting device 13 lowers the work implement 6 to move it to a ground work position. The lifting device 13 includes a hydraulic lifting cylinder 131, a lift arm 132, a lift rod 133, a lower link 134, and a top link 135.

[0020] When hydraulic oil is supplied to the lift cylinder 131, the lift arm 132 rotates about the axis AX to raise the work implement 6, and when hydraulic oil is discharged from the lift cylinder 131, the lift arm 132 rotates about the axis AX to lower the work implement 6. A lift arm sensor that detects the rotation angle of the lift arm 132 is provided at the base of the lift arm 132 (near the axis AX). The height of the work implement 6 is calculated based on the detection value of the lift arm sensor.

[0021] Furthermore, the lift arm 132 is connected to the lower link 134 via the lift rod 133. In this manner, the lifting device 13 connects the work implement 6 to the traveling body 2 via the lower link 134 and the top link 135 so that the work implement 6 can be raised and lowered.

[0022] 1 illustrates a case where the work implement 6 is a rotary tiller. The rotary tiller plows the field (soil) by rotating the tiller tines 61 using power transmitted from a PTO shaft 71 of the PTO device 7.

[0023] The tractor 1 also includes a control unit 200 (see FIG. 2). The control unit 200 controls the engine E and also controls the traveling speed of the traveling vehicle body 2. The control unit 200 also controls the work implement 6.

[0024] The tractor 1 also includes a positioning device 150. The positioning device 150 is provided on top of the traveling body 2, and measures the position of the traveling body 2 at a predetermined cycle to acquire information (for example, latitude and longitude) of the traveling body 2's own position P0 (see FIG. 3). The positioning device 150 is, for example, a GNSS (Global Navigation Satellite System), and can receive radio waves from a navigation satellite S orbiting in the sky to determine position and keep time.

[0025] Furthermore, the tractor 1 allows the operator to set various tasks for a specific field by operating the mobile terminal device 160. The mobile terminal device 160 is, for example, a tablet terminal, and can be connected to a communication network such as the Internet, and can be connected to the work management device via the communication network. In this case, the work management device is a system capable of so-called cloud computing. The mobile terminal device 160 and the work management device are connected, for example, via a wireless LAN (Local Area Network).

[0026] The mobile terminal device 160 includes a storage unit configured with, for example, a hard disk, a ROM (Read Only Memory), a RAM (Random Access Memory), etc., and a display unit and operation unit configured with a touch panel. Note that various keys, buttons, etc. may be provided separately as the operation unit. The mobile terminal device 160 may also include a processing unit having a CPU (Central Processing Unit) or the like so that each unit can be controlled by electronic control, similar to the control unit 200 described below.

[0027] The work management device is a computer equipped with a processing device having a CPU or the like, a storage device such as a ROM (Read Only Memory), a RAM (Random Access Memory), or an HDD (Hard Disk Drive), and further an input / output device.

[0028] The tractor 1 also includes an azimuth angle acquisition means 170 (see FIG. 2). The azimuth angle acquisition means 170 acquires the azimuth angle of the traveling vehicle body. The azimuth angle acquisition means 170 is, for example, an azimuth angle sensor. Hereinafter, the azimuth angle acquisition means 170 will be referred to as the azimuth angle sensor.

[0029] The azimuth angle sensor 170 detects, for example, the absolute azimuth angle of the traveling direction of the traveling vehicle body 2 (for example, "north" is 0° (360°), "east" is 90°, "south" is 180°, and "west" is 270°). The azimuth angle sensor 170 detects the absolute azimuth angle at regular time intervals and transmits the detected absolute azimuth angle to the control unit 200 or the like. Note that the azimuth angle acquisition means 170 may be, in addition to an azimuth angle sensor, for example, a geomagnetic sensor or the like.

[0030] <Work vehicle (tractor) control system> Next, a control system 100 for a work vehicle according to an embodiment, i.e., a control system for a work vehicle (tractor) 1 centered around a control unit 200, will be described with reference to Figure 2. Figure 2 is a block diagram showing the control system 100 for a work vehicle according to an embodiment. As shown in Figure 2, the control unit 200 includes an engine ECU (Electronic Control Unit) 201, a travel system ECU 202, and a work implement lifting system ECU 203.

[0031] The engine ECU 201 controls the rotation speed of the engine E. The travel system ECU 202 controls the rotation of the drive wheels (rear wheels 4) to control the travel speed of the travelling body 2 (see FIG. 1). The work implement lifting system ECU 203 controls the lifting device 13 to drive the work implement 6 to lift and lower.

[0032] The control unit 200 is capable of controlling each part through electronic control, and includes a processing unit having a CPU (Central Processing Unit) and the like, as well as a memory unit consisting of, for example, a hard disk, ROM (Read Only Memory), RAM (Random Access Memory), etc., in which various programs and necessary data such as the planned travel route (hereinafter referred to as the work route) R1 of the traveling vehicle body 2, which is set in advance for each field, as described below, are stored.

[0033] 2, the control unit 200 is connected to a positioning device (GNSS) 150, an azimuth angle sensor 170, an engine rotation sensor 110, a vehicle speed sensor 111, a gear change sensor 112, a steering angle sensor 113, etc. The control unit 200 is also connected to an engine E, a gear change device 121, a steering device 122, an elevator device 13, etc.

[0034] The engine rotation sensor 110 detects the rotation speed of the engine E. The vehicle speed sensor 111 detects the traveling speed (vehicle speed) of the traveling vehicle body 2 (see FIG. 1). The gear change sensor 112 detects which of a plurality of gears the transmission 121 is in. The turning angle sensor 113 detects the turning angle of the front wheels 3 (see FIG. 1), which are steered wheels.

[0035] The control unit 200 receives inputs of position (self-position) information of the traveling vehicle body 2 in a field or the like from the positioning device 150, the rotation speed of the engine E from the engine rotation sensor 110, the vehicle speed of the traveling vehicle body 2 from the vehicle speed sensor 111, the current gear position from the gear change sensor 112, and the turning angle of the front wheels 3 from the turning angle sensor 113. When the control unit 200 causes the traveling vehicle body 2 to travel autonomously, as described above, the control unit 200 uses the detection value of the turning angle sensor 113 to feed back the turning angle of the front wheels 3, thereby controlling the steering cylinder connected to the steering wheel 9 (see FIG. 1 ), thereby steer- ing the steering wheel 9.

[0036] In the control unit 200, the engine ECU 101 is connected to the engine E, the travel system ECU 102 is connected to the transmission 121 and the steering system 122, and the work implement lifting system ECU 103 is connected to the lifting device 13. The work implement lifting system ECU 103 raises and lowers the work implement via the lifting device 13.

[0037] Furthermore, when the traveling vehicle body 2 is caused to travel autonomously, the control unit 200 determines in advance for each field a work route R1 (see FIG. 3) corresponding to the work content to be performed by the work implement 6, converts it into data, and stores it in the memory unit. Based on the measurement results of the positioning device 150, the control unit 200 controls the engine E, transmission 121, steering device 122, lifting device 13, etc. so that the tractor performs work while traveling along the work route R1 stored in the memory unit. The work route R1 is set according to the shape and size of the field, the width, length, and number of ridges formed in the field, and the type of crop. Furthermore, the control unit 200 sets in advance the turning radius of the tractor 1 (traveling vehicle body 2) when moving within the field.

[0038] As described above, the control unit 200 is wirelessly connected to, for example, a portable terminal device (tablet terminal) 160 that can be carried by the worker. The control unit 200 controls each part of the tractor 1 based on instruction signals from the portable terminal device 160 operated by the worker. The control unit 200 may have a machine information database of the tractor 1, and may be configured to be able to exchange information such as the model with the portable terminal device 160 or the like.

[0039] <Autonomous driving in farm fields> Next, autonomous traveling of the work vehicle (tractor) 1 in the field F1 will be described with reference to Figures 3 to 8. Figures 3 and 4 are explanatory diagrams of autonomous traveling in the field F1, and are schematic diagrams of the field from above. Note that Figure 3 shows a case where the distance between circle C1, which is the turning radius when the traveling body 2 starts moving, and circle C2, which is the turning radius when entering the work path R1, is a predetermined distance or more (for example, 10 m), while Figure 4 shows a case where the distance between circle C1, which is the turning radius when the traveling body 2 starts moving, and circle C2, which is the turning radius when entering the work path R1, is less than the predetermined distance.

[0040] Figures 5 and 6 are flowcharts showing the process of setting the travel route R2. Of these, Figure 6 shows the process of setting the travel route R2 that does not deviate from the deviation-prohibited area A2. Figure 7 is an explanatory diagram (table) of the route pattern of the travel route R2. Figure 8 (a) is an explanatory diagram of a route pattern of left turn-right turn-left turn, and (b) is an explanatory diagram of a route pattern of right turn-left turn-right turn.

[0041] For example, in the case of tilling work using a tractor 1 that performs work while traveling autonomously, the control unit 200 (see Figure 2) generates a work path R1 that specifies appropriate turning positions, tilling depth, etc., based on information including, for example, the overall length, overall width, and tread of the tractor 1, the capacity of the work implement 6 (see Figure 1), and the shape and area of ​​the field F1.

[0042] The worker H can also send instructions to the tractor 1 remotely by operating the mobile terminal device 160 from the ridge F2 or the like.

[0043] As shown in Figures 3 and 4, the tractor 1 enters the field F1 from the entrance / exit of the field F1 along the work path R1 and automatically performs tilling work while appropriately turning and traveling in the work area A1 set within the field F1. Depending on the program, the tractor 1 can also be controlled to exit the field F1 from the entrance / exit of the field F1 after completing the tilling work and stop at a predetermined location.

[0044] The tractor 1 (traveling body 2) performs ground work while circling the headland area, which is, for example, the inside of the ridge F2, i.e., a predetermined area from the edge of the field F1 to the inside, as the headland area. The tractor 1 performs ground (plowing) work by repeatedly moving straight ahead and turning in a work area A1 that is inside the headland area, from a preset work start point P1 to a work end point P2 along a work route R1.

[0045] <Setting the movement route to the work starting point> In this embodiment, as shown in FIGS. 3 and 4, a movement route R2 for the tractor 1 (traveling body 2) is set so that the tractor 1 can move along an appropriate route to a work start point P1 when starting work.

[0046] In this case, as shown in Figures 3 and 4, the control unit 200 sets a turning radius circle C1 that is tangent to the azimuth angle vector V1 acquired by the azimuth angle acquisition means 170 and the self-position P0 acquired by the positioning device 150, and sets a turning radius circle C2 that is tangent to the vector V2 of the work path R1 and the work start point P1. The control unit 200 also sets a tangent line L1 to the two turning radius circles C1 and C2. The control unit 200 generates multiple paths based on the two turning radius circles C1 and C2 and the tangent line L1.

[0047] Here, the circle C1 of the turning radius that is tangent to the azimuth angle vector V1 and the self-position P0 is the left turn movement start circle C1 where the traveling vehicle body 2 starts to move to the left. L and a right turn movement start circle C1 where the traveling vehicle 2 starts to turn right. R In addition, the circle C2 of the turning radius that is tangent to the vector V2 of the work path R1 and the work starting point P1 is the left turn approach circle C2 where the traveling vehicle body 2 turns left into the work path R1. L and a right-turn entry circle C2 where the traveling vehicle 2 turns right and enters the work route R1. R There are two types:

[0048] Then, the control unit 200 calculates the turning radius of the circle C1 (C1 L ,C1 R ) and select the circle C2 (C2 L ,C2 R ), and from among these multiple (four) routes, the shortest route from the self-position P0 to the work start point P1 is set as the travel route R2. The control unit 200 displays the set travel route R2 on the display screen of the mobile terminal device 160.

[0049] When setting the movement route R2, the control unit 200 generates a plurality of routes based on two circles C1 and C2 with turning radii and a tangent line L1, as shown in FIG. 5 (step S101).

[0050] Next, the control unit 200 selects the shortest route from the self-position P0 to the work start point P1 from the multiple routes (step S102). Next, the control unit 200 sets the selected shortest route as the movement route R2 (step S103), and ends the process.

[0051] With this configuration, in the autonomous traveling of the tractor 1, a route that can be traveled is generated by smoothly connecting the self-position P0 of the traveling body 2 and the work start point P1, and the tractor 1 can travel along the shortest route (travel route) R2 of the generated routes, which improves the efficiency of travel to the work start point P1 and allows the tractor 1 to start work smoothly. This improves work efficiency.

[0052] 3 and 4, the control unit 200 sets a departure-prohibited area A2 outside the working area A1, from which the traveling vehicle body 2 is prohibited from departing. Therefore, the traveling vehicle body 2 can travel (move) inside the departure-prohibited area A2. If the shortest route from the self-position P0 to the work start point P1 among multiple routes includes a partial route that deviates from the departure-prohibited area A2, the control unit 200 excludes the route that includes the partial route. In other words, if the route includes a component (partial route) that deviates from the departure-prohibited area A2, the control unit 200 excludes the route.

[0053] Then, the control unit 200 sets the shortest route from the current position P0 to the work start point P1 as the travel route R2 from the remaining routes excluding the routes containing deviation components. In this case, even if a route containing a deviation component is the shortest route, such a route is not set as the travel route R2. Note that if the next shortest route contains a deviation component, it is not set as the travel route R2 either. This process is repeated until a route not containing a deviation component is found to be the shortest route. Furthermore, if all routes contain deviation components, the control unit 200 does not set the travel route R2 and, for example, displays on the display screen of the mobile terminal device 160 that the travel route R2 cannot be set.

[0054] When setting a travel route R2 that does not deviate from the deviation-prohibited area A2, the control unit 200 generates multiple routes based on two circles C1 and C2 with turning radii and a tangent line L1, as shown in FIG. 6 (step S201).

[0055] Next, the control unit 200 selects the shortest route from the current position P0 to the work start point P1 from the multiple routes (step S202). Next, the control unit 200 determines whether the shortest route includes a partial route that deviates from the deviation-prohibited area A2 (step S203).

[0056] If the control unit 200 determines that the shortest route includes a partial route that deviates from the deviation-prohibited area A2 (step S203: Yes), it reselects the shortest route from among routes other than those that include the deviating partial route, sets the reselected shortest route as the travel route R2 (step S204), and terminates the processing.

[0057] Furthermore, if the control unit 200 determines that the shortest route does not include a partial route that deviates from the deviation-prohibited area A2 (step S203: No), the control unit 200 sets the selected shortest route as the travel route R2 (step S103) and ends the process. Note that in the processes of steps S203 and S204, the control unit 200 may also determine whether the re-selected shortest route includes a partial route that deviates from the deviation-prohibited area A2, and may repeat this process until it is determined that the re-selected shortest route does not include a partial route that deviates from the deviation-prohibited area A2.

[0058] With this configuration, it is possible to move along the shortest route (movement route) R2 while preventing deviation from the field F1 or contact with the ridge F2, thereby ensuring safety and improving the efficiency of movement to the work starting point P1.

[0059] Here, we will further explain the case where the distance between the circle C1 of the turning radius when the traveling body 2 starts moving and the circle C2 of the turning radius when entering the work path R1 is less than a predetermined distance, with reference to Figures 7 and 8.

[0060] As shown in Figure 7, if the distance between circle C1 of the turning radius when the traveling vehicle body 2 starts moving and circle C2 of the turning radius when entering the work path R1 is equal to or greater than a predetermined distance, the control unit 200 sets the travel path R2 from among four route patterns: a route of left turn - go straight - turn left, a route of left turn - go straight - turn right, a route of right turn - go straight - turn left, and a route of right turn - go straight - turn right.

[0061] In addition, if the distance between circle C1 of the turning radius when the traveling vehicle body 2 starts moving and circle C2 of the turning radius when entering the work path R1 is less than a predetermined distance, the control unit 200 sets the travel path R2 from among four route patterns: left turn-straight-left turn, left turn-straight-right turn, right turn-straight-left turn, and right turn-straight-right turn, plus two additional route patterns: left turn-right-left turn and right turn-left-right turn.

[0062] When setting a left turn-right turn-left turn route, the control unit 200 further sets a connecting circle C3 of turning radius that is tangent to the two turning radius circles C1 and C2, as shown in Fig. 8(a).Furthermore, when setting a right turn-left turn-right turn route, the control unit 200 further sets a connecting circle C3 of turning radius that is tangent to the two turning radius circles C1 and C2, as shown in Fig. 8(b).

[0063] With this configuration, even if the distance between the circle C1 of the turning radius when the traveling vehicle body 2 starts moving and the circle C2 of the turning radius when it enters the work path R1 is short, it is possible to set a movement path R2 that is the shortest path, thereby improving the efficiency of movement to the work starting point P1.

[0064] Furthermore, the worker can remotely instruct the traveling vehicle body 2 to start moving using the mobile terminal device 160. In this case, the control unit 200 sets a movement route R2 based on the self-position P0 and azimuth angle at the time when the mobile terminal device 160 instructs the traveling vehicle body 2 to start moving, that is, at the time when the control unit 200 receives an instruction signal to start moving from the mobile terminal device 160. Then, the control unit 200 moves the traveling vehicle body 2 along the set movement route R2.

[0065] With this configuration, a reasonable route can be set from the point where the mobile terminal device 160 issues an instruction to start moving, i.e., the point where the control unit 200 receives an instruction signal to start moving from the mobile terminal device 160, to the work start point P1, thereby making it possible to efficiently move to the work start point P1.

[0066] <Routes that bypass no-entry and no-departure areas> Next, the entry-prohibited area A3 and the movement route R2 that bypasses the entry-prohibited area A3 will be described with reference to Fig. 9. Fig. 9 is an explanatory diagram of the movement route R2 that bypasses the entry-prohibited area A3 and the deviation-prohibited area A2. As shown in Fig. 9, the control unit 200 pre-defines the entry-prohibited area A3 as the inner area of ​​a closed polygon within the field F1. The control unit 200 also sets the deviation-prohibited area A2 as the outer area of ​​the entry-prohibited area A3.

[0067] The no-entry area A3 is an area where the traveling vehicle body 2 is prohibited from traveling, for example, an area where the traveling vehicle body 2 is not desired to disturb while traveling to the work start point P1. The no-departure area A2 is an area where the traveling vehicle body 2 is prohibited from departing, as described above.

[0068] If an entry-prohibited area A3 or a deviation-prohibited area A2 is set, the control unit 200 sets a movement route R2 that bypasses the entry-prohibited area A3 or the deviation-prohibited area A2.

[0069] When the control unit 200 sets the no-entry area A3, it sets a detour circle C4 with a turning radius that detours around the no-entry area A3 at a vertex p1 of the polygonal no-entry area A3. The control unit 200 sets a movement route R2 from the self-position P0 of the traveling vehicle body 2 to the work start point P1. If the set movement route R2 enters the no-entry area A3, the control unit 200 corrects the movement route R2 so that it detours around the no-entry area A3 via the detour circle C4.

[0070] The control unit 200 sets the detour circle C4 only at the convex vertex p1a of the vertices p1 of the no-entry area A3. In other words, the control unit 200 does not set the detour circle C4 at the concave vertex p1b of the no-entry area A3.

[0071] In addition, if the travel route R2 that bypasses the no-entry area A3 includes a route R2c (see Figure 12) described below that deviates from the no-departure area A2, the control unit 200 changes the route R2c that deviates from the no-departure area A2 so that it passes through a detour circle C5 set at the vertex p2 of the no-departure area A2.

[0072] The control unit 200 sets the detour circle C5 only at the concave vertex p2b of the vertex p2 of the departure-forbidden area A2. In other words, the control unit 200 does not set the detour circle C5 at the convex vertex p1a of the departure-forbidden area A2.

[0073] <Setting detour routes around restricted areas> Next, the setting of a detour route (movement route R2) for the no-entry area A3 will be described with reference to Fig. 10 and Fig. 11. Fig. 10 and Fig. 11 are explanatory diagrams for setting a detour route (movement route R2) for the no-entry area A3.

[0074] As shown in Figures 10 and 11, the control unit 200 sets the movement route R2 based on a circle C1 of turning radius tangent to the azimuth angle vector V1 and the self-position P0, a circle C2 of turning radius tangent to the vector V2 of the work route R1 and the work starting point P1, the two turning radius circles C1 and C2, and a tangent L2 (see Figure 9) to the detour circle C4 of the no-entry area A3.

[0075] As shown in Fig. 10, when setting the no-entry area A3, the control unit 200 connects the vertices p1 based on the order of the vertices p1 specified by the operator to set the no-entry area A3. When specifying the vertices p1, it is preferable to specify the vertices p1 in clockwise or counterclockwise order (in the examples shown in Figs. 10 and 11, the order is positions a1, a2, . . . a7, or positions a7, a6, . . . a1). The order of positions a1, a2, . . . a7 is referred to as ascending order, and the order of positions a7, a6, . . . a1 is referred to as descending order.

[0076] The control unit 200 stores each side of the no-entry area A3 as a vector Vs1 based on the order of the specified vertices p1. The control unit 200 calculates the cross product of adjacent vectors Vs1 from the stored vectors Vs1. The control unit 200 determines whether the vertex p1 is a convex vertex p1a based on the calculated cross product value. In this case, the control unit 200 determines whether the vertex p1 is a convex vertex p1a or a concave vertex p1b depending on whether the cross product value is a positive or negative value. If the cross product value is a positive value, the vertex p1 is determined to be a convex vertex p1a, and if the cross product value is a negative value, the vertex p1 is determined to be a concave vertex p1b.

[0077] Here, the mobile terminal device 160 (see FIG. 2) is operated by an operator or the like when setting the no-entry area A3. When setting the no-entry area A3, the mobile terminal device 160 displays a guide prompting the user to specify vertices p1 in clockwise or counterclockwise order. The control unit 200 connects the vertices p1 based on the order of the vertices p1 specified by the mobile terminal device 160 to set the no-entry area A3.

[0078] As shown in FIG. 10, the control unit 200 first sets the shortest route (movement route R2) from the self-position P0 to the work start point P1 based on the turning radius circle C1, the turning radius circle C2, and the tangent line L1 (see FIG. 3) to the two turning radius circles C1 and C2.

[0079] When the movement route R2 includes a route R2a that enters the no-entry area A3, the control unit 200 modifies the route R2a that enters the no-entry area A3 so that it passes through the detour circles C4 that are set in ascending order based on the specified order, starting from the vertex p1 (vertex p1 at position a1) that is adjacent to the work starting point P1. In the example shown in Fig. 10, the vertex p1 at position a2 is modified so that it passes through the detour circle C4.

[0080] As shown in FIG. 11, if a route R2a entering a no-entry area A3 is not eliminated within the travel route R2, the route R2a entering the no-entry area A3 is modified so that vertex p1 (vertex p1 at position a4) passes through a detour circle C4.

[0081] In this way, the control unit 200 corrects the route so that it passes through the detour circles C4 set in ascending order based on the specified order, and when there is no route R2a that enters the no-entry area A3, it sets route R2b as a route within the travel route R2. Note that, although the examples shown in Figures 10 and 11 pass through the detour circles C4 set in ascending order, it may also be configured to pass through the detour circles C4 set in descending order based on the specified order.

[0082] With this configuration, during autonomous traveling, a route that can be traveled is generated by smoothly connecting the self-position P0 of the traveling vehicle body 2 with the work start point P1, and if there is an area in the field F1 that should not be disturbed, this is set as a no-entry area A3 for the traveling vehicle body 2, and a travel route R2 that bypasses the no-entry area A3 is set, thereby making it possible to efficiently travel to the work start point P1 while bypassing the no-entry area A3. This improves work efficiency.

[0083] Furthermore, by setting a detour circle C4 only at the convex vertex p1a of the polygonal no-entry area A3, it is possible to connect the set detour circles C4 and detour around the no-entry area A3 via the shortest route. However, even if a detour circle C4 is set at the concave vertex p1b of the polygonal no-entry area A3, it is not possible to move smoothly while avoiding entry into the no-entry area A3.

[0084] Furthermore, by specifying each vertex p1 of the polygonal no-entry area A3 in clockwise (or counterclockwise) order, the no-entry area A3 can be set accurately.

[0085] Furthermore, by specifying each vertex p1 of the polygonal no-entry area A3 in order, the cross product of the vectors Vs1 of each adjacent side can be used to determine whether the vertex p1 is a convex vertex p1a or a concave vertex p1b, i.e., whether the cross product is positive or negative. This allows the necessary information for the no-entry area A3 to be set with simple operations.

[0086] Furthermore, if the travel route R2 includes a route R2a that enters a no-entry area A3, the route R2a that enters the no-entry area A3 is modified so that it passes through the detour circles C4 set in ascending (or descending) order based on the specified order from the vertex p1 that is adjacent to the work starting point P1, thereby eliminating movement through the detour circles C4 that do not need to be passed through, and setting the travel route R2 as an efficient route.

[0087] Then, the control unit 200 sets the movement route R2 based on a circle C1 of turning radius tangent to the azimuth angle vector V1 and the self-position P0, a circle C2 of turning radius tangent to the vector V2 of the work route R1 and the work starting point P1, and a tangent L2 to the two turning radius circles C1, C2 and the detour circle C4 of the no-entry area A3.

[0088] This allows for a natural turn to change direction, making it possible to efficiently move to the work start point P1 while bypassing the no-entry area A3, and allowing work to begin smoothly.

[0089] The control unit 200 may also be configured to generate two routes, one that detours around the no-entry area A3 in a clockwise direction and the other that detours around the no-entry area A3 in a counterclockwise direction, and set the shorter of the two routes as the movement route R2. This allows for efficient movement to the work start point P1 while detouring the no-entry area A3, allowing for a smooth start of work.

[0090] <Setting detour routes around no-departure areas> Next, the setting of the detour route (movement route R2) for the deviation-prohibited area A2 will be described with reference to Figures 12 and 13. Figures 12 and 13 are explanatory diagrams for setting the detour route (movement route R2) for the deviation-prohibited area A2.

[0091] As shown in Fig. 12, when setting the deviation-prohibited area A2, the control unit 200 connects the vertices p2 based on the order of the vertices p2 specified by the operator to set the deviation-prohibited area A2. When specifying the vertices p2, it is preferable to specify the vertices p2 in clockwise or counterclockwise order (in the examples shown in Figs. 12 and 13, the order is positions b1, b2, . . . b7, or positions b7, b6, . . . b1). The order of positions b1, b2, . . . b7 is referred to as ascending order, and the order of positions b7, b6, . . . b1 is referred to as descending order.

[0092] The control unit 200 stores each side of the departure-prohibited area A2 as a vector Vs2 based on the order of the specified vertices p2. The control unit 200 calculates the cross product of adjacent vectors Vs2 from the stored vectors Vs2. The control unit 200 determines whether the vertex p2 is a concave vertex p2b based on the calculated cross product value. In this case, the control unit 200 determines whether the vertex p2 is a concave vertex p2b or a convex vertex p2a depending on whether the cross product value is a positive or negative value. If the cross product value is a positive value, the vertex p2 is determined to be a convex vertex p2a, and if the cross product value is a negative value, the vertex p2 is determined to be a concave vertex p2b.

[0093] Here, the mobile terminal device 160 (see FIG. 2) is operated by an operator or the like when setting the deviation-prohibited area A2. When setting the deviation-prohibited area A2, the mobile terminal device 160 displays guidance to prompt the user to specify the vertices p2 in clockwise or counterclockwise order. The control unit 200 connects the vertices p2 based on the order of the vertices p2 specified by the mobile terminal device 160 to set the deviation-prohibited area A2.

[0094] As shown in Figure 12, if the movement route R2 includes a route R2c that enters the deviation-prohibited area A2, the control unit 200 modifies the route R2c that enters the deviation-prohibited area A2 so that vertex p2 (vertex p2 at position b3) passes through the detour circle C5.

[0095] In this way, the control unit 200 corrects the route so that it passes through the detouring circle C5, and when route R2c that enters the departure-prohibited area A2 disappears, it sets route R2d as a route within the travel route R2. Note that if there are multiple detouring circles C5, the route may be configured to pass through the detouring circles C5 that are set in descending order or in descending order based on the specified order.

[0096] With this configuration, if a route R2c that deviates from the deviation-prohibited area A2 is included within a travel route R2 that detours around the no-entry area A3, the route R2c that deviates from the deviation-prohibited area A2 is changed so that it passes through a detour circle C5 set at the concave vertex p2b of the deviation-prohibited area A2. This allows the robot to travel along the shortest travel route R2 while preventing deviation from the field F1 or contact with the ridge F2, thereby ensuring safety and improving the efficiency of travel to the work start point P1 while detouring the no-entry area A3.

[0097] Furthermore, by specifying each vertex p2 of the deviation-prohibited area A2 in order, it is possible to determine whether the vertex p2 is a convex vertex p2a or a concave vertex p2b based on the cross product value, i.e., whether the cross product value is positive or negative. This makes it possible to set the necessary information for the deviation-prohibited area A2 with a simple operation, and improves the efficiency of movement to the work starting point while bypassing the entry-prohibited area A3.

[0098] Then, the control unit 200 sets the movement route R2 based on a circle C1 of turning radius tangent to the azimuth angle vector V1 and the self-position P0, a circle C2 of turning radius tangent to the vector V2 of the work route R1 and the work starting point P1, and a tangent L2 to the two turning radius circles C1, C2 and at least one of the detour circle C4 of the no-entry area A3 and the detour circle C5 of the no-departure area A2.

[0099] This allows for a natural turn to change direction, making it possible to efficiently move to the work start point P1 while bypassing the no-entry area A3, and allowing work to begin smoothly.

[0100] According to the embodiment described above, the following work vehicle control system 100 is realized.

[0101] (1) The system includes a traveling vehicle body 2 capable of traveling within a field F1, a positioning device 150 that acquires the self-position P0 of the traveling vehicle body 2, an azimuth angle acquisition means 170 that acquires the azimuth angle of the traveling vehicle body 2, and a control unit 200 that generates a work route R1 including a work start point P1 within the field F1 and controls the traveling vehicle body 2 to perform work while autonomously traveling along the generated work route R1, and the control unit 200 determines the turning radius of the traveling vehicle body 2 when moving within the field F1 and the inner area of ​​a closed polygon within the field F1. a work vehicle control system (100) that pre-defines a no-entry area (A3) into which the traveling vehicle body (2) is prohibited from entering, and that, once the no-entry area (A3) is set, sets a detour circle (C4) with a turning radius that detours around the no-entry area (A3) at the apex (p1) of the no-entry area (A3), and sets a movement route (R2) from the self-position (P0) of the traveling vehicle body (2) to the work start point (P1), and if the set movement route (R2) enters the no-entry area (A3), corrects the movement route (R2) so that it detours around the no-entry area (A3) via the detour circle (C4).

[0102] With this type of work vehicle control system 100, during autonomous driving, a navigable route is generated that smoothly connects the self-position P0 of the traveling vehicle body 2 with the work start point P1, and if there is an area in the field F1 that should not be disturbed, this is set as a no-entry area A3 for the traveling vehicle body 2, and a travel route R2 that bypasses the no-entry area A3 is set, thereby making it possible to efficiently move to the work start point P1 while bypassing the no-entry area A3. This improves work efficiency.

[0103] (2) In the above (1), the control unit 200 sets the detour circle C4 only at the convex vertex p1a among the vertices p1 of the no-entry area A3.

[0104] According to this type of work vehicle control system 100, in addition to the effect (1) above, for example, even if a detour circle C4 is set at the concave vertex p1b of the no-entry area A3 of the polygon, smooth movement while avoiding entry into the no-entry area A3 is not possible. Therefore, by setting the detour circle C4 only at the convex vertex p1a and connecting the set detour circles C4, it is possible to detour around the no-entry area A3 using the shortest route, and it is possible to move efficiently to the work start point P1 while detouring the no-entry area A3.

[0105] (3) In the above (1) or (2), the work vehicle control system 100 is provided with a mobile terminal device 160 that is operated when setting the no-entry area A3, and the mobile terminal device 160 displays guidance to prompt the user to specify the vertices p1 in clockwise or counterclockwise order when setting the no-entry area A3, and the control unit 200 connects the vertices p1 based on the order of the specified vertices p1 to set the no-entry area A3.

[0106] According to such a work vehicle control system 100, in addition to the effects (1) or (2) above, by specifying each vertex p1 of the polygonal no-entry area A3 in clockwise or counterclockwise order, the no-entry area A3 can be accurately set, and movement to the work start point P1 can be made more efficient while bypassing the no-entry area A3.

[0107] (4) In (3) above, the control unit 200 stores each side of the no-entry area A3 as a vector Vs1 based on the order of the specified vertex p1, calculates the cross product of adjacent vectors Vs1, and determines whether the vertex p1 is a convex vertex p1a based on the value of the calculated cross product. This is a work vehicle control system 100.

[0108] In addition to the effect of (3) above, this work vehicle control system 100 has the advantage that when each vertex p1 of the polygonal no-entry area A3 is specified in order, it is possible to determine whether vertex p1 is a convex vertex p1a or a concave vertex p1b based on the cross product value of the vectors Vs1 of each adjacent side, i.e., based on whether the cross product value is positive or negative. This makes it possible to set the necessary information for the no-entry area A3 with a simple operation, and to improve the efficiency of movement to the work start point P1 while bypassing the no-entry area A3.

[0109] (5) In the above (3) or (4), if the movement route R2 includes a route R2a that enters a no-entry area A3, the control unit 200 modifies the route R2a that enters the no-entry area A3 so that it passes through detour circles C4 that are set in ascending or descending order based on the specified order from the vertex p1 that is adjacent to the work start point P1, and when there are no more routes R2a that enter the no-entry area A3, the work vehicle control system 100 sets route R2b as a route within the movement route R2.

[0110] According to such a work vehicle control system 100, in addition to the effects (3) or (4) above, it is possible to set an efficient travel route R2 by eliminating movement through the detour circle C4, which does not need to be taken, thereby making it possible to efficiently move to the work start point P1 while bypassing the no-entry area A3.

[0111] (6) In any one of (1) to (5) above, the control unit 200 sets a no-departure area A2 in an area outside the no-entry area A3 to prohibit the traveling vehicle body 2 from departing, and if a movement route R2 that bypasses the no-entry area A3 includes a route R2c that deviates from the no-departure area A2, the work vehicle control system 100 changes the route R2c that deviates from the no-departure area A2 so that it passes through a detour circle C5 set at the concave vertex p2b of the no-departure area A2.

[0112] According to such a work vehicle control system 100, in addition to any one of the effects (1) to (5) above, it is possible to move along the shortest travel route R2 while preventing deviation from the field F1 or contact with the ridge F2, thereby ensuring safety and improving the efficiency of movement to the work start point P1 while bypassing the no-entry area A3.

[0113] (7) In the above (6), a work vehicle control system is provided which is provided with a mobile terminal device 160 that is operated when setting the departure-prohibited area A2, and the mobile terminal device 160 displays guidance to prompt the user to specify the vertices p2 in clockwise or counterclockwise order when setting the departure-prohibited area A2, and the control unit 200 sets the departure-prohibited area A2 by connecting the vertices p2 based on the order of the specified vertices p2, stores each side s2 of the departure-prohibited area A2 as a vector Vs2 based on the order of the specified vertices p2, calculates the cross product of adjacent vectors Vs2, and determines whether the vertex p2 is a concave vertex p2b based on the value of the calculated cross product.

[0114] In addition to the effect of (6) above, this work vehicle control system 100 can specify each vertex p2 of the departure-prohibited area A2 in order, and then use the cross product value to determine whether the vertex p2 is a convex vertex p2a or a concave vertex p2b. This makes it possible to set the necessary information for the departure-prohibited area A2 with a simple operation, and improves the efficiency of movement to the work start point while bypassing the no-entry area A3.

[0115] (8) In any one of (1) to (7) above, the control unit 200 sets a no-departure area A2 outside the no-entry area A3, prohibiting departure of the traveling vehicle body 2, and sets a movement route R2 based on the azimuth angle vector V1 acquired by the azimuth angle acquisition means 170 and the turning radius circle C1 tangent at the self-position P0 acquired by the positioning device 150, the work route R1 vector V2 and the turning radius circle C2 tangent at the work start point P1, and the two turning radius circles C1, C2 and the tangent L2 to the detour circle C4 of the no-entry area A3 and / or the detour circle C5 of the no-departure area A2.

[0116] According to such a work vehicle control system 100, in addition to any one of the effects (1) to (7) above, it is possible to change direction through natural turning, which makes it possible to efficiently move to the work start point P1 while bypassing the no-entry area A3, allowing work to be started smoothly.

[0117] (9) In any one of (1) to (8) above, the control unit 200 generates a route that detours around the no-entry area A3 in a clockwise direction and a route that detours around the no-entry area A3 in a counterclockwise direction, and sets the shorter of the two generated routes as the travel route R2.

[0118] According to such a work vehicle control system 100, in addition to any one of the effects (1) to (8) above, it is possible to improve the efficiency of movement to the work start point P1 while bypassing the no-entry area A3, allowing work to be started smoothly.

[0119] Further advantages and modifications will readily occur to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents. [Explanation of symbols]

[0120] 1. Work vehicle (tractor) 2 Running vehicle 3 Front wheels 4 rear wheels 5. Bonnet 6 Work equipment 7 PTO device 8. Cockpit 9. Steering wheel 10 Handle post 11 Operation pedal 12 Power transmission device (transmission case) 13 Lifting device 61 Cultivating Claw 71 PTO shaft 131 Lifting cylinder 132 Lift arm 133 Lift Rod 134 Lower Link 135 Top Link 100 Work vehicle control system 110 Engine rotation sensor 111 Vehicle speed sensor 112 Gear change sensor 113 Turning angle sensor 121 Transmission 122 Steering device 150 Positioning Device (GNSS) 160 Mobile terminal device (tablet terminal) 170 Azimuth angle acquisition means (azimuth angle sensor) 200 control section 201 Engine ECU 202 Driving system ECU 203 Work equipment lifting system ECU AX axis A1 work area A2 No deviation area A3 No entry area C1 Turning radius circle C2 Turning radius circle C3 Connecting Circle C4 Detour Circle C5 Detour Circle E-Engine F1 field F2 ridge H worker L1 tangent L2 tangent P0 Self-position P1 Work starting point P2 Work end point p1 vertex p1a convex vertex p1b concave vertex p2 vertex p2a convex vertex p2b concave vertex R1 Work Path R2 Movement Path R2a pathway R2b pathway S navigation satellite V1 Vector V2 Vector Vs1 Vector Vs2 Vector

Claims

1. a traveling vehicle capable of traveling within a field; a positioning device for acquiring the self-position of the traveling vehicle body; An azimuth angle acquisition means for acquiring an azimuth angle of the traveling vehicle body; a control unit that generates a work route including a work start point within the field and controls the traveling vehicle body to perform work while autonomously traveling along the generated work route; Equipped with The control unit a turning radius of the traveling vehicle body when it moves within the field, and a no-entry area, which is an inner area of ​​a closed polygon within the field and into which the traveling vehicle body is prohibited from entering, are set in advance; When the no-entry area is set, a detour circle having the turning radius is set at a vertex of the no-entry area to detour around the no-entry area, and a movement route from the self-position of the traveling vehicle body to the work start point is set, and if the set movement route enters the no-entry area, the movement route is corrected so as to detour around the no-entry area via the detour circle; The detour circle is set to a convex vertex among the vertices of the no-entry area, but not to a concave vertex, a mobile terminal device operated when setting the no-entry area; Equipped with The mobile terminal device When setting the no-entry area, a guide is displayed to prompt the user to specify the vertices in a clockwise or counterclockwise order; The control unit Connecting the vertices based on the order of the designated vertices to set the no-entry area; The control unit When the movement route includes a route that enters the no-entry area, the route that enters the no-entry area is corrected so that it passes through the detour circles that are set in ascending or descending order based on a specified order from the vertex that is adjacent to the work start point among the convex vertices excluding the concave vertex, and when there is no route that enters the no-entry area, the route is set as a route within the movement route. A work vehicle control system comprising:

2. The control unit storing each side of the no-entry area as a vector based on the order of the specified vertices, calculating the cross product of adjacent vectors, and determining whether the vertex is a convex vertex based on the value of the calculated cross product; 2. The work vehicle control system according to claim 1, wherein:

3. The control unit a departure-prohibited area is set outside the no-entry area to prohibit the traveling vehicle body from departing from the no-entry area; When the movement route that detours around the no-entry area includes a route that deviates from the no-departure area, the route that deviates from the no-departure area is changed so as to pass through a detour circle set at a concave vertex of the no-departure area.

3. A work vehicle control system according to claim 1 or 2, characterized in that:

4. a portable terminal device operated when setting the deviation-prohibited area; Equipped with The mobile terminal device When setting the departure-prohibited area, a guide is displayed to prompt the user to specify the vertices in a clockwise or counterclockwise order; The control unit Connecting the vertices based on the order of the designated vertices to set the departure-prohibited area; storing each side of the departure-prohibited area as a vector based on the order of the designated vertices, calculating the cross product of adjacent vectors, and determining whether the vertex is a concave vertex based on the value of the calculated cross product; 4. The work vehicle control system according to claim 3, wherein:

5. The control unit a departure-prohibited area is set outside the no-entry area to prohibit the traveling vehicle body from departing from the no-entry area; Setting the movement route based on the azimuth angle vector acquired by the azimuth angle acquisition means and the turning radius circle tangent to the self-position acquired by the positioning device, the work route vector and the turning radius circle tangent to the work start point, the two turning radius circles, and the tangent to the detour circle of the no-entry area and / or the detour circle of the no-departure area.

3. A work vehicle control system according to claim 1 or 2, characterized in that:

6. The control unit generating a route that detours around the no-entry area in a clockwise direction and a route that detours around the no-entry area in a counterclockwise direction, and setting the shorter of the two generated routes as the travel route; 3. A work vehicle control system according to claim 1 or 2, characterized in that:

Images